DE102013002078A1 - Method for charging battery of e.g. fully electrically driven vehicle, involves considering user requirements, boundary conditions and amount of electrical solar energy during determination and adjustment of loading profiles - Google Patents

Abstract

The method involves coupling an electrical energy storage unit (3) of a vehicle (4) with a charging device (5). Loading profiles (LP1-LPn) are determined and adjusted based on user requirements and boundary conditions i.e. predetemined departure time. The energy storage unit is charged with electrical solar energy produced from solar radiation of a solar system (8) of the charging device. The user requirements, the boundary conditions and an amount of the electrical solar energy are considered during determination and adjustment of the loading profiles. An independent claim is also included for a device for charging an electrical energy storage unit of a vehicle.

Description

The invention relates to a method for charging an electrical energy storage device of a vehicle, wherein the energy storage device is coupled to a charging device and at least one charging profile is determined and adjusted as a function of user specifications and boundary conditions.

The invention further relates to a device for charging an electrical energy storage device of a vehicle, wherein the energy storage device can be coupled to a charging device and at least one charging profile can be determined and set as a function of user specifications and boundary conditions.

From the DE 10 2011 008 674 A1 For example, a method for charging a vehicle-mounted battery is known, wherein the vehicle is connected to a power connector of a charging station for charging the battery. In a first method step, a communication connection is established between a load management unit and a control unit of the vehicle connected to the power connection. In a second method step, a vehicle identification is transmitted to the load management unit via the communication link, before in a third step retrievable charging powers are transmitted by the load management unit to the control unit, being transmitted together with the retrievable charging power price signals to the retrievable charging power through the load management unit to the control unit , In a fourth method step, a charging curve determined by the control unit is transmitted to the load management unit, and in a fifth method step, the power curve required by the control unit and corresponding to the charging curve is made available at the power connection.

Furthermore, from the DE 10 2011 008 675 A1 A method for charging a battery of a vehicle is known, wherein the vehicle for charging the battery is connected to a charging station. In this case, a first charging profile in dependence on a maximum nominal power of the charging station, a starting charge state, a Zielladezustand and a predetermined charging period are determined on the vehicle side. Furthermore, it is checked on the vehicle side, whether the Zielladezustand can be achieved in the predetermined charging period.

Also the DE 10 2011 008 676 A1 describes a method for charging batteries in vehicles using a system with a plurality of chargers, each arranged in an associated vehicle for charging a battery of the respective vehicle. On the vehicle side, charging systems for the batteries to be charged are determined by means of the position devices and transmitted to a load management unit. Based on the transmitted charging profiles, a power distribution to the vehicles is determined. Furthermore, on the vehicle side additionally a network power available for charging the respective battery is determined and transmitted together with the charging profiles to the load management unit, by means of which a power distribution to the respective vehicle is determined on the basis of the transmitted charging profiles and the available network power.

All three mentioned methods are intended for controlling the electric charging power for the charging of electrically driven vehicles, wherein a charging profile or a plurality of charging profiles are determined by means of the method from the specifications of a vehicle user, from technical boundary conditions at the respective charging connection and from commercial boundary conditions. Specifications of the vehicle user here are the desired state of charge and a desired charging time. Technical boundary conditions at the charging connection are a maximum charging power of the charging connection and, in the case of several charging connections, a current distribution of the electrical power of a main connection to vehicles connected to several charging connections. Commercial boundary conditions are different charging tariffs, such as fast-charge tariffs and customer tariffs.

The invention is based on the object to provide a comparison with the prior art improved method and an improved device for charging an electrical energy storage of a vehicle.

With regard to the method, the object is achieved by the features specified in claim 1 and in terms of the device by the features specified in claim 9.

Advantageous embodiments of the invention are the subject of the dependent claims.

In a method for charging an electrical energy store of a vehicle, the energy store is coupled to a charging device, and at least one charging profile is determined and adjusted as a function of user specifications and boundary conditions.

According to the invention, the energy store is charged at least with solar energy generated by means of a solar system of the charging device from solar radiation, wherein in the determination and adjustment of the charging profile at least one user specified departure time and as Conditional on an available amount of solar energy.

The inventive method allows in a particularly advantageous manner, an optimal use of solar energy as a function of the predetermined departure time and thus the available charging time. This makes it possible to charge the energy store with a large proportion of electrical energy, in the production of which pollutant emission is minimized.

Embodiments of the invention are explained in more detail below with reference to drawings.

Showing:

1 1 is a schematic illustration of a first exemplary embodiment of a system having a device for charging an electrical energy store of a vehicle;

2 schematically a second embodiment of a system with a device for charging an electrical energy storage of a vehicle,

3 schematically a first charging profile for charging the energy storage,

4 schematically a second charging profile for charging the energy storage,

5 schematically a third charging profile for charging the energy storage, and

6 schematically a fourth charging profile for charging the energy storage.

Corresponding parts are provided in all figures with the same reference numerals.

In 1 is a first embodiment of a system 1 with a device 2 for charging an electrical energy storage 3 of a vehicle 4 presented for the realization of a so-called backend-based approach. In the vehicle 4 it is in particular a fully electrically powered vehicle 4 or a hybrid vehicle.

The device 2 includes a charging device 5 with a charging port 6 , The energy storage 3 of the vehicle 4 is by means of a charging cable 7 with the charging port 6 electrically coupled. Here is the charging cable 7 For example, designed as a so-called Mode 2 charging cable and formed with a trained as a protective contact socket charging port 6 coupled. Alternatively, it may be at the charging port 6 also act as a so-called wallbox, which preferably connects to a supraregional network 15 , also commonly referred to as the Internet. Performance specifications are via the charging cable 7 communicates by means of a pulse width modulated signal. Furthermore, there are also different configurations of the charging port 6 and charging cables 7 possible.

The charging port 6 is still with a solar system 8th coupled, by means of which solar radiation in the 3 to 6 shown in more detail electric solar energy SE is generated in the form of a DC voltage. To convert the DC voltage into an AC voltage is an inverter 9 intended. Between the inverter 9 and the charging port 6 is a solar electricity meter 10 ,

Further, the charging port 6 with an electrical network 11 , in particular a public electrical network 11 , coupled to a mains electricity meter 12 for detecting one from the electrical network 11 provided amount of electricity is provided.

To charge the energy storage 3 of the vehicle 4 At least one charging profile LP1 to LPn is determined and set as a function of user specifications and boundary conditions.

For this purpose, the device comprises 2 a data processing unit 13 which with a user interface 14 is coupled. At the user interface 14 For example, it is a mobile phone, especially in the form of a so-called smartphone or tablet PC. The user interface 14 is for data exchange with a supraregional network 15 , also commonly referred to as the Internet, coupled.

While charging the energy storage 3 is the vehicle 4 via a data connection with the data processing unit 13 coupled. The data connection is realized by means of a wireless and / or wired communication, for example a so-called "Powerline Communication" (in short: PLC) and / or a so-called "GSM communication".

In the so-called backend-based approach, it is assumed that a data processing for the particular solar charging of the energy storage 3 of the vehicle 4 , the determination of the charging profile LP1 to LPn and a control of the charging process in the so-called backend, ie in the illustrated embodiment in the data processing unit 13 , he follows.

Basis for the determination of the charging profile LP1 to LPn is an incentive curve AK, in which the cost of the electrical energy over the time t are removed. For their calculation are from the supraregional network 15 received performance data of the solar system 8th from the data processing unit 13 processed. For this purpose, a corresponding algorithm in the data processing unit 13 implemented. In addition to the performance data of the solar system 8th be from the supraregional network 15 Data about a specific location and orientation of the solar system 8th received, which are provided by an external service.

The performance data include momentary and predicted performance data, which are in a so-called in the 3 to 6 Solder curve SK shown over the time t are removed. The predicted performance data of the solar system 8th are preferably based on the location and orientation of the solar system 8th and determined based on a predicted illuminance, the illuminance is determined based on a weather forecast. That is, the expected electric power of the solar system 8th is taking into account the parameters of the solar system 8th predicted to the exact day. This calculation results in a power curve over time t. Alternatively or additionally, the performance data are obtained from a solar statistic of the European Commission or on a daily basis directly from a weather service.

To determine the current performance data of the solar system 8th is provided in a manner not shown, a so-called solar logger, which with the solar system 8th is coupled and at regular intervals current performance data of the inverter 9 detected. To process this data collected by the solar logger is between the solar system 8th and the data processing unit 13 an interface formed. Alternatively or additionally, the solar logger also has a communication interface to the supraregional network 15 on to a shipment of the instantaneous values of the solar system 8th to enable.

Thus, by means of the data processing unit 13 based on current weather data and / or a weather forecast and / or time of day-dependent data of a lighting level and / or current electrical data of the solar system 8th a time-dependent course of a generated electrical power of the solar system 8th determined.

Furthermore, to determine the incentive curve AK by means of the user interface 14 by the user predetermined user preferences from the data processing unit 13 processed. This is also the case in the data processing unit 13 implemented algorithm provided. The user specifications include at least desired departure time, to which the energy storage 3 completely or to one also by means of the user interface 14 should be loaded to a specifiable degree. Additionally, the user can choose to have an immediate charge of the energy store 3 wishes.

The user interface 14 is still for the configuration of the solar system 8th as well as for the evaluation of the solar charging information and allows the user or a service employee further, before the commissioning of the solar system 8th make the desired settings. Here are the user interface 14 as data of the solar system 8th , in particular a used photovoltaic technology of the modules of the solar system 8th , geographic location coordinates of the solar system 8th , Direction angle and inclination angle of the solar system 8th , an installed solar peak power in [kW], predicted losses in [%], a horizon curve and a positioning of the solar system 8th , such as free-standing positioning or house-integrated positioning, can be supplied by the user or service employee. These data are used as frame data for the externally determined solar curve SK.

Depending on the boundary conditions, given by the predicted and current performance data of the solar system 8th and also by means of the data processing unit 13 determined price profile PP, and the user preferences is the incentive curve AK by means of the data processing unit 13 calculated and then via the data connection between the data processing unit 13 and the vehicle 4 to the vehicle 4 transfer. In one possible embodiment, the incentive curve AK additionally by means of a vehicle 4 available algorithm optimized.

The price profile PP includes electricity tariff data by means of the solar system 8th generated electrical energy as well as electricity tariff data from the electrical network 11 related electrical energy. The solar electricity tariff data are determined in particular on the basis of the solar curve SK.

The user preferences via the user interface 14 allow a daily accurate determination of the solar curve SK, so that a charging curve with greater accuracy for each vehicle 4 can be specified.

Furthermore, depending on the boundary conditions, the user preferences and the state of charge of the energy storage 3 by means of the data processing unit 13 Charging profiles LP1 to LPn determined. In one possible embodiment, additional boundary conditions are taken into account. These further boundary conditions include technical boundary conditions of the loading device 5 , in particular a maximum charging power of a charging connection 6 and according to 2 a current distribution of electrical power of the charging device 5 on several charging ports 6 , Furthermore, the other boundary conditions include commercial boundary conditions, in particular different charging tariffs and electricity prices.

The calculated charging profiles LP1 to LPn specify a charging time and a charging power depending on the departure time and the available amount of solar energy SE. Furthermore, by means of the charging profiles LP1 to LPn depending on the departure time and the available amount of solar energy SE in each case additionally from the electrical network 11 related, to charge the energy storage 3 within the loading time available depending on the departure time, in the 3 to 5 shown electrical network energy NE specified. A ratio between the solar energy SE and the network energy NE is automatically and / or manually predetermined by the user.

The charging profiles LP1 to LPn are sent to the user via the user interface 14 output, wherein this at several available charging profiles LP1 to LPn a his personal preferences corresponding charging profile by means of the user interface 14 can choose. When the charging profiles LP1 to LPn are output, the user is also provided with the respective shares of solar energy SE and grid energy NE as well as an expected state of charge of the energy store as a function of the time t.

In particular, four different charging profiles LP1 to LP4 are generated as charging profiles LP1 to LPn depending on the boundary conditions and user specifications, wherein a first charging profile LP1 is designed such that the energy store 3 is loaded in the context of an immediate charge with a maximum available charging power. A second charging profile LP2 is designed to be solar-optimized and can be used when the departure time specified by the user lies after a theoretically achievable earliest charging end time. A third charging profile LP3 is designed such that the energy store 3 is charged as completely as possible with solar energy SE and can then be applied if the user specified departure time is long after a theoretically achievable earliest end-of-charge time. A fourth charging profile LP4, the so-called Ökomodus, is designed such that the energy storage 3 completely charged with solar energy SE. Embodiments of the various charging profiles LP1 to LP4 are in the 3 to 6 shown in more detail.

Further, to the user by means of the user interface 14 relevant parameters and data of the solar system 8th output. Depending on the selected charging profile LP1 to LPn, these data comprise the different ratio of each for charging the energy store 3 from the electrical network 11 and the solar system 8th extracted electrical energy. To determine the conditions become a real charge history or performance curve during the charge of the energy storage 3 of the vehicle 4 as well as the real existing solar curve SK of the solar system 8th used, where the real solar curve SK, ie the real performance of the solar system 8th about the between the solar system 8th and the data processing unit 13 trained interface or between a server of a solar system operator and the data processing unit 13 is transmitted.

Furthermore, the user will spend in% a share of CO ₂ -free charging in relation to the entire charging process. Furthermore, the user receives an overview of a number of the solar-optimized, the purely solar charging processes and the charges in eco mode. In addition, the user is given an evaluation of the capacity in kWh in relation to the annual mileage and a monetary saving by solar charging.

By means of the user interface 14 will continue to evaluate the data entered by the user as well as from the network 15 received data for individual and fleet vehicles, in particular for defined periods performed, with results of these evaluations are also issued to the user. For these evaluations over defined periods of time is a long-term storage of various information, in particular the real charging curve of the energy storage 3 of the vehicle 4 and the real solar curve SK, provided.

In addition, the user also receives relevant parameters and data of the vehicle 4 , In particular, a state of charge of the energy storage 3 output.

The output of the information with the user interface 14 allows him to have an insight into the current charging process of his vehicle at any time 4 to have. Also, the user can inform himself in a particularly advantageous manner about the degree of use of solar energy SE and is to load the energy storage 4 by means of the solar system 8th generated electrical energy motivated.

Depending on the load profile selected by the user LP1 to LPn is the energy storage 3 loaded. The goal is always there, except in the Eco mode, the energy storage 3 to fully charge within the loading time determined by the departure time. For this it is necessary that the of the solar system 8th generated electrical power and from the electrical network 11 related electrical power must be at least so large that the energy storage 3 of the vehicle 4 can be fully charged until the departure time. Thus, the user can decide on the choice of the departure time and the selected charging profile LP1 to LPn in an advantageous manner, as well as how fast and from which energy source of energy storage 3 should be charged.

After the selection of the corresponding charging profile LP1 to LPn, this is done via the data connection between the data processing unit 13 and the vehicle 4 to the vehicle 4 transfer. In one possible embodiment, the selected charging profile LP1 to LPn additionally by means of a vehicle 4 available algorithm optimized.

2 shows a second embodiment of the system 1 with a device 2 for charging an electrical energy storage 3 of a vehicle 4 , In the illustrated embodiment, the device 2 designed such that these for simultaneous charging of multiple energy storage 3 several vehicles 4 suitable is.

For this purpose, the device comprises 2 unlike in 1 illustrated first embodiment of several of the charging connections shown and described there 6 and charging cable 7 , Charging or power specifications are via the charging cable 7 preferably in accordance with Standard ISO / IEC 15118 transfer.

Another difference is a separate control computer 16 provided, which connects to the supraregional network 15 having. The control computer receives and processes via this connection 16 analogous to the data processing unit 13 according to 1 the performance data of the solar system 8th , For this purpose, a corresponding algorithm in the control computer 16 implemented. In addition to the performance data of the solar system 8th be from the supraregional network 15 Data about the specific location and orientation of the solar system 8th received, which are provided by the external service.

The determination of the predicted and current performance data is analogous to the first embodiment, wherein for processing the data collected by the solar logger between the solar system 8th and the control computer 16 an interface is formed. Alternatively or additionally, the solar logger also has a communication interface to the supraregional network 15 on to a shipment of the instantaneous values of the solar system 8th to enable.

The control computer 16 connects to the vehicles 4 The connection preferably uses an internet protocol, in particular a so-called TCP / IP protocol. Based on an IP address of the vehicles 4 is a targeted communication with the individual vehicles 4 is possible. The vehicles 4 identify themselves by a unique identifier. The control computer communicates 16 with every vehicle 4 separately over the so-called ISO / IEC 15118 communication protocol and includes not shown in addition to the algorithm for determining the incentive curve AK and the load profiles LP1 to LPn, a load management algorithm, vehicle monitoring, load monitoring, external interfaces and other key components.

The communication of the respective vehicle 4 with the associated charging port 6 takes place via the respective charging cable 7 by means of the so-called "Powerline Communication". In the area of preferably designed as a wallbox charging port 6 a so-called PLC modem receives the communication of the vehicle 4 and converts them to Ethernet.

The control of several vehicles 4 is by means of the control computer 16 implemented load management controlled. This function is also carried out via the "Powerline Communication".

Communication with the vehicles 4 goes from the control computer 16 out. The respective charging connection 6 itself is not a communication participant of "Powerline Communication". The local charging ports 6 a vehicle fleet or a load management unit preferably have connections according to the Standard ISO / IEC 61851-1 ,

In this case, preferably all connections within a load management unit have the same performance variables and / or transmit their power limit according to the Standard ISO / IEC 61851-1 to the respective vehicle 4 which in turn provides this information to the load management system.

Also in the second embodiment is the user interface 14 provided the same functions as in 1 having shown first embodiment. The user interface 14 is with the control computer 16 coupled and / or integrated in a so-called front-end system. Over the network 15 received performance data of the solar system 8th as well as via the user interface 14 entered user specifications are from the data processing unit 13 in the calculation of the incentive curve AK with calculated. For this purpose, this includes a corresponding algorithm. The in the control computer 16 Calculated incentive curve AK and from this determined and selected by the user charging profiles LP1 to LPn are then via the "Powerline Communication" to the respective vehicle 4 transfer. In one possible embodiment, the incentive curve AK and the charging profiles LP1 to LPn are additionally by means of an in-vehicle 4 available algorithm optimized.

Both described embodiments have the advantage that users have their own solar system 8th for loading one or more vehicles 4 use.

Depending on the customer specifications, the charging process is optimized in such a way that costs are optimized and, if possible, solar charged.

Based on the user interface 14 the user can use his solar system 8th self-configure and has always insight on solar-specific information during the charging process of the energy storage 3 ,

Furthermore, the user can decide on the setting of Ladeend- or departure time itself, if possible solar, with electrical energy from the solar system 8th and the electrical network 11 or in the eco mode only solar is to be loaded.

Both embodiments allow different levels and are thus either for residential customers with a vehicle 4 or Fleet and Smart Home customers with multiple vehicles 4 realizable.

The backend-based approach according to the first embodiment represents a purely software-based solution, which in addition to the preferably designed as a wallbox charging port 6 or of the charging cable, preferably designed as a mode 2 cable 7 requires no additional hardware to realize the concept.

Both embodiments further allow a timely charging of the energy storage 3 of the vehicles 4 with solar power, which is realized by means of the appropriate algorithms.

The control-computer-based approach offers additional connection possibilities to a separate energy management system, whereby the controlled charging can be made more efficient taking into account further consumers at the local power connection.

The 3 to 6 each show a charging profile LP1 to LP4, in each of which the electrical power P is removed over the time t.

The determination of the charging profiles LP1 to LP4 is effected, as already described, by means of a central algorithm, according to the first exemplary embodiment, integrated in the data processing unit 13 and integrated according to the second embodiment in the control computer 16 , The algorithm calculates the charging profiles LP1 to LP4 on the basis of a plurality of input data, with a charging profile LP1 to LP4 being selected by the user following the vehicle 4 is transmitted.

Factors influencing the algorithm are the user specifications, in particular the predefined departure time, the desire for an instant loading and the activation of the eco mode, since the respective charge profile LP1 to LP4 is determined therefor.

Another influencing variable is the power curve of the solar system 8th in [W] or [kW], ie the solar curve SK, which is converted into an incentive curve AK, in which the costs for the electrical energy over the time t are removed.

Furthermore, a maximum connected load of the entire system may 1 , For example, a house connection, in the charge of or the energy storage 3 not be exceeded.

For a solar-optimized charging, there is the possibility that the maximum power in the charging profile LP1 to LP4 is from the maximum connected load to the maximum output of the solar system 8th is reduced. This is only possible if the charging time is sufficient to the energy storage 3 of the vehicle 4 completely load. By reducing the power, there is an increase in efficiency for solar charging.

The by means of the user interface 14 In the so-called front-end entered by the user day / night times are preferably taken into account in the case of solar-optimized charging. This depends on whether the user has activated day / night function and has set a departure time.

When solar charging in the eco mode according to the second embodiment, ie the control computer-based approach, the current instantaneous values of the solar system 8th used that over the ISO / IEC 15118 communication protocol to the respective vehicle 4 be transmitted.

If the user chooses an instant charge of the energy store 3 , charging with maximum charging power according to the in 3 shown first Charging profile LP1 activated. The charging takes place in accordance with an available maximum electrical power P _{max of} the system 1 , wherein the available electrical energy from the solar energy SE according to the solar curve SK and the required difference from the network energy NE composed. A solar-optimized charging of the energy storage 3 is not possible with this charging profile LP1.

A time t1 indicates the time in which the vehicle 4 or its energy storage 3 with the charging port 6 is coupled. A time t2 is the departure time specified by the user. A minimum electrical power P _min indicates the electrical power that is at least required to efficiently charge the energy storage 3 to enable.

In 4 a second performance profile is shown in which the departure time represented by the second time t2 is after the minimum possible charging time, but is insufficient to, as in 5 shown to load solar if possible. Thus, a solar-optimized charging is possible.

For this purpose, first by means of the data processing unit 13 or of the control computer 16 checks that the time until the departure time is not sufficient for charging as solar as possible. Furthermore, daytime / nightly power requirements are taken into account in the form of a first incentive curve AK1, if these are activated. Furthermore, a further incentive curve AK2 is taken into account, which shows the current energy price as a function of the time of day. Taking into account these specifications, the ratio between the solar energy SE and grid energy NE is set such that the energy store 3 is fully charged until the second time t2. D. h., The energy storage 3 is charged with the maximum available charging power from solar energy SE and grid energy NE.

In the illustrated embodiment, the charging power is at a maximum power P _{max-Sol of} the solar system 8th limited.

5 shows a third performance profile LP3, in which a possible solar charging is to be realized. If possible, solar is charged if the departure time is much greater than the possible end-of-charge time and, moreover, the time until the departure time is sufficient for the energy store 3 to be charged exclusively with solar energy SE.

This is again by means of the data processing unit 13 or by means of the control computer 16 Checks whether the time until the departure time is sufficient for charging as solar as possible.

When charging the charging current is limited to the pure solar power. This is done via a power limitation, which corresponds to the solar curve SK, but losses V occur.

In bad weather conditions and other consumers, the energy storage 3 charged in a manner not shown with grid energy NE, since temporarily no solar energy SE is available.

In 6 is a fourth charging profile LP4 shown, when selected by the user of the energy storage 3 always fully charged with solar energy SE in eco mode. That is, it is loaded in eco mode if explicitly requested by the user. The execution of the eco mode is independent of the departure time and an instant loading. In the first exemplary embodiment, the specifications for loading are made via the pulse-width-modulated signal and in the second exemplary embodiment by means of the control computer 16 about the "Powerline Communication".

The eco-mode allows a purely solar charging without access to the grid energy NE. The power limitation corresponds exactly to the instantaneous values from the solar system 8th , Because there is a possibility that the energy storage 3 in bad weather at the time of departure of the user is not fully loaded and the charging process can last several days, an explicit notice is issued to the user to inform him of these peculiarities.

LIST OF REFERENCE NUMBERS

1

system

2

contraption

3

energy storage

4

vehicle

5

loader

6

charging port

7

charge cable

8th

solar system

9

inverter

10

Solar electricity meters

11

Electrical network

12

AC power meter

13

Data processing unit

14

User interface

15

network

16

tax calculator

AK, AK1, AK2

incentive curve

LP1 to LPn

load profile

NE

network energy

P

power

P _max

maximum power

P _{max sol}

maximum power

P _min

minimal power

SE

solar power

SK

solar curve

t

Time

t1, t2

time

V

loss

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

• DE 102011008674 A1 [0003]
• DE 102011008675 A1 [0004]
• DE 102011008676 A1 [0005]

Cited non-patent literature

• Standard ISO / IEC 15118 [0051]
• ISO / IEC 15118 communication protocol [0054]
• Standard ISO / IEC 61851-1 [0057]
• Standard ISO / IEC 61851-1 [0058]
• ISO / IEC 15118 communication protocol [0075]

Claims (9)

Method for charging an electrical energy store ( 3 ) of a vehicle ( 4 ), wherein the energy storage ( 3 ) with a loading device ( 5 ) and at least one charging profile (LP1 to LPn) is determined and set as a function of user specifications and boundary conditions, characterized in that the energy store ( 3 ) at least by means of a solar system ( 8th ) of the charging device ( 5 ) is charged from solar radiation generated electric solar energy (SE), wherein in the determination and adjustment of the charging profile (LP1 to LPn) at least one user specified departure time and as a constraint an available amount of solar energy (SE) are taken into account. A method according to claim 1, characterized in that based on current weather data and / or a weather forecast and / or time of day-dependent data of a lighting level and / or current electrical data of the solar system ( 8th ) a time-dependent course of a generated electrical power of the solar system ( 8th ) is determined. A method according to claim 2, characterized in that from the predicted course of the generated electrical power of the solar system ( 8th ) the available amount of solar energy (SE) for charging the energy store ( 3 ) is determined. Method according to one of the preceding claims, characterized in that depending on the departure time and the available amount of solar energy (SE) a charging time and a charging power by means of the charging profile (LP1 to LPn) are specified. Method according to one of the preceding claims, characterized in that depending on the departure time and the available amount of solar energy (SE), an additional from an electrical network ( 11 ), for charging the energy store ( 3 ) is specified electrical network power (NE). A method according to claim 5, characterized in that a ratio between the solar energy (SE) and the network energy (NE) is automatically and / or manually predetermined. Method according to one of the preceding claims, characterized in that a plurality of charging profiles (LP1 to LPn) and associated boundary conditions are output to a user for selection. Method according to one of the preceding claims, characterized in that, as further boundary conditions, technical boundary conditions of the loading device ( 5 ), in particular a maximum charging power of a charging connection ( 6 ) and a current distribution of an electric power of the charging device ( 5 ) to several charging ports ( 6 ), and commercial boundary conditions, in particular different charging tariffs, when charging the energy store ( 3 ). Contraption ( 2 ) for charging an electrical energy store ( 3 ) of a vehicle ( 4 ), wherein the energy storage ( 3 ) with a loading device ( 5 ) and at least one charging profile (LP1 to LPn) can be determined and set as a function of user specifications and boundary conditions, characterized in that the charging device ( 5 ) a solar system ( 8th ) for generating electric solar energy (SE) from solar radiation comprises or is coupled to this and the energy storage ( 3 ) is chargeable at least with the electrical solar energy (SE), wherein a data processing unit ( 13 ) as a backend or a central control computer ( 16 ) is provided, by means of which the determination and adjustment of the charging profile (LP1 to LPn) as a function of a user-specified departure time and an available amount of solar energy (SE) as a boundary condition.

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