DE102015224075A1 - Method and system for supplying a plurality of vehicles with electrical energy and system - Google Patents

Abstract

The invention relates to a method for supplying a plurality of vehicles (11, 13, 15, 21, 23, 25) with electrical energy, in which an anticipated demand within a predetermined period of time of the respective vehicles (11, 13, 15, 21, 23 , 25) is determined by electrical energy. Depending on the anticipated need, a plurality of prospective operating points (A1, A2, A3) are determined, which are each representative of a presumably to be provided electrical energy for supplying the respective vehicles (11, 13, 15, 21, 23, 25) within a respective time interval within the given time period. The anticipated operating points (A1, A2, A3) are provided to a network operator for supplying the respective vehicles (11, 13, 15, 21, 23, 25) with electrical energy. A reference of electrical energy by the respective vehicles (11, 13, 15, 21, 23, 25) within a current time interval of the respective time intervals is determined, and the reference of electrical energy by the respective vehicles (11, 13, 15, 21 , 23, 25) are stimulated within future respective time intervals such that a respective deviation of the reference of electrical energy within the predetermined time period from the respective expected operating point (A1, A2, A3) provided to the network operator to at least one of the future of the respective time intervals becomes. Furthermore, a corresponding system (1) is given.

Description

A method is specified for supplying a plurality of vehicles with electrical energy. Furthermore, a system for supplying a plurality of vehicles with electrical energy is specified.

The object underlying the invention is to provide a method and a corresponding system for supplying a plurality of vehicles with electrical energy, which helps to ensure an efficient provision of the electrical energy.

The object is solved by the independent claims. Advantageous embodiments are characterized in the subclaims.

According to a first aspect, the invention relates to a method for supplying a plurality of vehicles with electrical energy.

An anticipated demand is determined within a given period of time of the respective vehicles of electrical energy. Depending on the anticipated demand, a plurality of prospective operating points are determined, each of which is representative of a presumably to be provided electrical energy for supplying the respective vehicles within a respective time interval within the predetermined period of time.

The expected operating points are provided to a network operator for supplying the respective vehicles with electrical energy. A reference of electrical energy by the respective vehicles within a current time interval of the respective time intervals is determined.

The receipt of electrical energy by the respective vehicles within future of the respective time intervals is stimulated such that a respective deviation of the reference of electrical energy is distributed within the predetermined period of time from the respective expected operating point provided to the network operator to at least one of the future of the respective time intervals.

This advantageously enables an adapted distribution of the electric power provided to the vehicles. In particular, expected operating points agreed with the network operator can thus be adhered to, so that an efficient provision of the electrical energy is contributed.

The predetermined period of time may, in particular, be a lead time specified by the network operator. For example, this is at least 60 minutes. The lead time can also be divided into several 15-minute intervals. For example, depending on the anticipated demand determined, an amount of energy is provided by the network operator in the predetermined period of time, with a corresponding reference of electrical energy by the respective vehicles within the individual intervals as well as a total reference of electrical energy by the respective vehicles in the entire predetermined Time period should correspond as far as possible to the anticipated operating points determined.

The anticipated operating points are, in particular, a respective estimate of how high an amount of energy to be provided to the plurality of vehicles fails in a corresponding time interval. For example, this is in each case a characteristic value which quantifies an electrical power which is to be provided at a corresponding point in time of the plurality of vehicles. This particular point in time can represent a sampling time at which the probable demand of the respective vehicles for electrical energy was determined. The respective time intervals each extend between two consecutive of the respective times. The respective time intervals can be, for example, 4 seconds. In particular, the respective time intervals do not overlap. For example, by averaging the quantified electrical power within the respective time intervals, the respective amount of energy to be provided thus results. For example, the respective estimate can be made on the basis of loading plans of the vehicles.

By successive stringing together of the anticipated operating points, it is possible in particular to determine an anticipated time profile of one of the plurality of vehicles to be provided with electric power.

The anticipated operating points are transmitted to the network operator in particular in a specific form, namely at a current time each of the prospective operating point, which represents the expected performance to be provided at the current time, as well as a future of the expected operating points, the expected performance to be provided at the corresponding future time represents. In particular, the corresponding future time has a predetermined time interval from the current time, for example 5 minutes. An interval with which the current and future operating point are jointly provided to the network operator coincides, for example, with the above-mentioned respective time interval and is for example 4 seconds. In other words, by way of example, the estimated current power request and the estimated power request are transmitted to the network operator in 5 minutes every 4 seconds. A current, prospective operating point provided to the network operator can also be referred to as an "operating point". A prospective operating point provided to the network operator can also be referred to as a "leading operating point".

The determination of the reference of electrical energy by the respective vehicles within a current time interval of the respective time intervals comprises, in particular, detecting changes in the determined anticipated demand. In this case, for example, processes can be detected in which a respective vehicle of the vehicles is connected or disconnected to a power supply, so that a requirement of the supply of the plurality of vehicles with electrical energy changes.

These may in particular also be planned events, for example in the event that it is determined in the current time interval that due to a changed, planned departure time a charging behavior of a vehicle changes in future of the respective time intervals with regard to the originally determined, anticipated demand ,

In this context, the reference of electrical energy by the respective vehicles within the future of the respective time intervals is stimulated, for example by corresponding change of a supply voltage and / or a supply current of the respective vehicles. Alternatively, the reference may be stimulated by providing cost estimates to the respective vehicles associated with providing the electrical power.

In this case, the procedure is such that a deviation of the reference of electrical energy within the predetermined time period from the determined, prospective operating points is kept low. For example, in this context, therefore, individual vehicles are stimulated to load more or less. A deviation that is unavoidable even by such an excitation is thereby distributed in particular to at least one further of the future time intervals, so that the deviation in the respective prospective operating point provided to the network operator is low. By way of example, it is thereby possible to avoid exceeding a predefined limit value of the deviation in respective time intervals, thereby contributing to efficient grid operation. For example, related penalties or the like can thus be prevented.

A stimulation of the reference of electrical energy by the respective vehicles is carried out by adjusting the aforementioned parameters such as the charging voltage or the effort estimate communicated to the respective vehicle in the respective time intervals to a new standard value; For a certain amount of energy to be removed in a respective time interval, therefore, an appropriate charging voltage is to be applied by way of example. This new guideline value can also be referred to as an operating point, in particular as a changed operating point.

In an advantageous embodiment according to the first aspect, in the method, the reference of electric energy is stimulated by the respective vehicles such that the respective deviation of the reference of electrical energy within the predetermined period of the respective expected operating point provided to the network operator evenly on several of the future the respective time intervals are distributed. As a result, a small and constant deviation is achieved, which allows the network operator particularly well to compensate for the deviation occurring in the respective time interval.

In a further advantageous embodiment according to the first aspect, in each case changed operating points are determined in the method for the future of the respective time intervals.

The reference of electrical energy by the respective vehicles within the future of the respective time intervals is controlled depending on the changed operating points.

The changed operating points do not necessarily have to include actually changed data, but rather can correspond to the expected operating points. In this case, the reference of the electrical energy by the respective vehicles corresponds, for example, to the determined, anticipated demand.

A change in the expected operating points may, for example, result from the fact that the reference of electrical energy changes and thus an actual requirement for electrical energy deviates from the determined, anticipated demand. In order to influence a power consumption of the respective vehicles, the prospective operating points can now be adapted to changed operating points in such a way that the deviation of the reference from the changed operating points becomes as small as possible. For this purpose, the changed operating points, for example, evenly on several of the future of the respective time intervals distributed.

In a further advantageous embodiment according to the first aspect, in the method by the network operator, a first energy quantity characteristic value is provided, which is representative of an average amount of energy available for supplying the respective vehicles with electrical energy. The changed operating points are determined as a function of the first energy quantity characteristic value.

For example, depending on the first energy quantity parameter and the anticipated demand, a difference for the current and / or a future time interval can be determined, which is representative of a deviation between the planned amount of energy and the amount of energy actually consumed. Based on this, for example, the demand of the respective vehicles for electrical energy can be redetermined.

In a further advantageous embodiment according to the first aspect, in the method, a power parameter is provided by the network operator, which is representative of an indicative value of an electrical power to be supplied to the vehicles. The changed operating points are determined depending on the performance characteristic.

Advantageously, this allows consideration of unforeseen fluctuations in the provision and / or generation of electrical energy by the network operator. For example, spontaneously occurring load peaks and / or excess energy can be distributed to the respective vehicles.

In a further advantageous embodiment according to the first aspect, the respective power parameter is a secondary control power signal.

The secondary control power signal may also be considered as an energy change request. In the secondary control power signal, although an amount of energy is known, which is to be recorded by the vehicles, but not the duration of the recording.

In a further advantageous embodiment according to the first aspect, in the method, the changed operating points are determined in each case depending on a respective temporally preceding operating point.

The temporally preceding operating point may be an anticipated operating point provided to the network operator and / or an altered operating point.

In a further advantageous embodiment according to the first aspect, the method provides the network operator with a second energy quantity characteristic value, which is representative of an amount of energy to be provided to the vehicles, depending on the demand within the predetermined period of time.

The second energy quantity characteristic value provided to the network operator may in particular be an amount of energy demanded by the network operator, which represents the electrical energy to be provided by the network operator within the predetermined period of time. The second energy quantity characteristic can also be referred to as planned or ordered amount of energy.

In a further advantageous embodiment according to the first aspect, the method determines at least one evaluation matrix for at least one of the vehicles depending on the changed operating points. The at least one evaluation matrix comprises evaluation parameters that are representative of a respective expense associated with supplying electric power within the respective time intervals. The evaluation matrix is provided for controlling the reference of electric power by the respective vehicles within the future of the respective time intervals to the respective vehicles.

Advantageously, this contributes to the fact that a supply of the vehicles with electrical energy can be influenced indirectly. By way of example, such a predetermined decrease of electrical power can take place from a common power grid, wherein a charging behavior of the vehicles is influenced, in particular, without a hard limitation of a maximum current decrease. Thus, depending on the evaluation matrix, the vehicle can decide autonomously at what time which electrical power is to be supplied, so that, for example, a desired departure time of the vehicle can be maintained, or a particularly battery-saving charging behavior is made possible.

In other words, it is helped to ensure a predetermined performance decrease by the plurality of vehicles and at the same time enables a vehicle-specific charging behavior. Thus, an amount is provided to ensure efficient provision of the electrical energy.

The respective evaluation matrix is representative of a probable effort, the is associated with the supply of electrical power within the respective time intervals. For example, this may be an expected CO2 emission that is generated in connection with providing the electrical power or costs that the network operator requires for this.

• – Anzahl von bisherigen Lade-Neuverhandlungen mit dem jeweiligen Fahrzeug,
• – Notwendigkeit eines Ladezustandswechsels des jeweiligen Fahrzeugs,
• – Anzahl eines bisherigen Einbeziehens des jeweiligen Fahrzeugs zur Steuerung des Bezugs von elektrischer Energie,
• – geplante Abfahrtszeit des jeweiligen Fahrzeugs,
• – maximale Ladeleistung des jeweiligen Fahrzeugs,
• – verbleibende Ladekapazität des jeweiligen Fahrzeugs, und
• – Abfahrtsmindestladezustand des jeweiligen Fahrzeugs.

In a further advantageous embodiment according to the first aspect, in the method, a selection of the vehicles that are included for controlling the reference of electrical energy is determined depending on at least one of the following criteria:

• Number of previous reloading negotiations with the respective vehicle,
• - the need to change the state of charge of each vehicle,
• Number of previous incorporation of the respective vehicle for controlling the reference of electrical energy,
• - planned departure time of the respective vehicle,
• - maximum charging power of the respective vehicle,
• - remaining load capacity of the respective vehicle, and
• - Departure minimum charge state of the respective vehicle.

Advantageously, this allows a particularly uniform distribution of the respective deviation of the reference of electrical energy within the predetermined time period of the respective network operator provided probable operating point, so that it contributes to a number of renegotiations, ie in particular providing the respective evaluation matrix, as well to minimize the determination of changed loading plans. Furthermore, for example, a constant charge change between the vehicles can be avoided.

In a further advantageous embodiment according to the first aspect, a respective charging profile is provided in the method by the respective vehicles, which is representative of an anticipated time course of the reference of electric power by the respective vehicle. The anticipated demand within the given period of time of the respective vehicles of electrical energy is determined depending on the respective charging profiles.

In a further advantageous embodiment according to the first aspect, in the case of the fact that a respective changed loading profile is provided by the respective vehicles, the changed operating points are determined as a function of the respective changed loading profiles.

According to a second aspect, the invention relates to a system for supplying a plurality of vehicles with electrical energy. The system includes a backend that is coupled to communicate with each of the vehicles. The system is designed to carry out a method according to the first aspect.

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

Show it:

1 a system for supplying a plurality of vehicles with electrical energy,

2 a flowchart for operating the system according to 1 .

3 an exemplary time division of the predetermined period in operating the system according to 1 .

4 - 6 a first embodiment of a supply of the plurality of vehicles with electrical energy,

7 - 12 A second embodiment of the supply of the plurality of vehicles with electrical energy, and

13 - 17 a third embodiment of the supply of the plurality of vehicles with electrical energy.

Elements of the same construction or function are provided across the figures with the same reference numerals.

As part of an intelligent control of a charging behavior of electric vehicles, a merger control (so-called "pool" control) is provided by a back-end server, which communicates with participating electric vehicles. Advantageously, requirements of vehicle users, temporal fluctuations in the availability of renewable energy and infrastructural conditions should be taken into account in order to make a technical and economic contribution to the charging of mobile energy storage devices.

A key focus is the development of the storage capacity of EV batteries and the controllability of charging to maintain grid stability in general and to compensate for the volatility of feed-in from renewable sources such as wind energy and photovoltaic in particular. Specifically, this is the generation of reserve power from a vehicle pool (so-called "vehicle pool").

1 shows a system 1 with a backend 100 communicating with a plurality of vehicles 11 . 13 . 15 . 21 . 23 . 25 is coupled. The vehicles 11 . 13 . 15 . 21 . 23 . 25 is in each case a power supply unit 12 . 14 . 16 . 22 . 24 . 26 associated with which they are coupled to the supply of electrical energy.

The vehicles 11 . 13 . 15 . 21 . 23 . 25 and / or power supply units 12 . 14 . 16 . 22 . 24 . 26 are in regional groups 10 . 20 divided, each representing an aforementioned vehicle combination.

The backend 100 is to a communication interface of a power network operator 200 coupled. For example, the network operator 200 be reported as an operating point that is representative of the vehicles 11 . 13 . 15 . 21 . 23 . 25 or a respective regional group 10 . 20 supplied electric power at a current time and / or a future time, for example, in five minutes.

Furthermore, the backend 100 be provided by the grid operator with a performance index representative of a guideline value of the vehicles 11 . 13 . 15 . 21 . 23 . 25 or the respective regional group 10 . 20 electrical power to be supplied in a given period of time. By way of example, the power characteristic value is a secondary control signal, for example a negative secondary control signal.

The backend 100 is in particular designed to perform the aforementioned merger control. In other words, this is the backend 100 for controlling the charging power of the entire fleet of vehicles 11 . 13 . 15 . 21 . 23 . 25 responsible. Certain limits must be met. These relate to customer settings, energy to be ordered in advance and contractual ties to the "secondary control power" (SRL). The rules of the energy market must be taken into account at all times.

For example, the required charging energy is determined on the basis of a calculated operating point, AP, (also referred to as "operating point", OP). This working point refers to the entire fleet of electric cars 11 . 13 . 15 . 21 . 23 . 25 , The operating point is strongly linked to a planned amount of energy, which is based on the daily requirements of the fleet and exemplary, at least 60 minutes in advance, a network operator 200 must be communicated. By way of example, this process corresponds to an ordering process in which the planned amount of energy for supplying the vehicle combination with electrical energy is ordered. For example, intervals of 15 minutes may be decisive, but within the first 5 minutes of each interval, the operating point can not be changed. For example, an intra-day order at 15:05 would include a value of the amount of energy needed at 16:15.

The disadvantage here is that neither secondary control power signals, nor work points to be observed are included in the calculations for controlling the charging behavior. However, an uneven energy distribution leads to large deviations from the operating points. Furthermore, a breach of a duty to accept secondary reserve power can not be prevented. Furthermore, when a decrease in secondary control power, a source of revenue is not fully exploited. In other words, it may possibly happen that unfavorable or unadapted control the secondary control power signal can not or not be well served. Furthermore, for example, an unfavorable merger control is disadvantageous in which vehicles are switched on and off more frequently. As already mentioned in the general part of the description, it is better to adapt the performance of already charging vehicles, so that switching the charging electronics on or off is not necessary and thus these, as well as other vehicle resources, are spared.

To counter these problems is the system 1 , especially the backend 100 , associated with a data and program memory in which a program is stored, which is described below with reference to the flowchart of 2 is explained in more detail.

The program is started in a step S11 in which, for example, variables are initialized. For example, the backend 100 first loading profiles of the respective vehicles 11 . 13 . 15 . 21 . 23 . 25 are provided, which are representative of an estimated time course of a reference of electrical power by the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 , The loading profiles are based on, for example ISO15118-2: 2014 , In particular, this is the version dated April 01, 2014 titled "Road Vehicles - Vehicle-to-Grid Communication Interface - Part 2: Network and Application Protocol Requirements" of the International Organization for Standardization (ISO). The program is then continued in a step S13.

The following steps are performed every 4 seconds and also to the network operator 200 sent as an aggregator.

In step S13, the energy for the currently calculated energy demand of the fleet is ordered. This is based on the loading profiles of the vehicles 11 . 13 . 15 . 21 . 23 . 25 shipped out.

In this context, therefore, initially depends on the loading profiles of the respective vehicles 11 . 13 . 15 . 21 . 23 . 25 a demand for electrical energy within a predetermined time t1 of exemplarily 60 minutes determined. The network operator 200 For example, this requirement is provided as a second energy quantity parameter E1 (hatched area in FIG 3 ).

In the event that a new timetable based on the above-mentioned ISO standard for each vehicle 11 . 13 . 15 . 21 . 23 . 25 was sent, the backend appreciates 200 the charging profile for the vehicle 11 . 13 . 15 . 21 . 23 . 25 Vehicle information based on received status data, customer settings and the like. These estimates should be as accurate as possible, which is why the same software is used for profile calculation as in LIM. LIM denotes here a charging interface module, in particular with charging controller mechanisms, which also according to ISO-15118 can communicate. This estimate is used until the real charging profile of the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 is sent.

The second energy quantity characteristic value E1 is then received and processed, for example, by a corresponding point ("dealer") as an energy order. Also energy is returned that could not be ordered. This is for example the case with energy fluctuations within the given time interval t1 + X (cf. 3 ), so the next 60 + X minutes to the next "full" quarter of an hour of the case. For example, a second energy quantity parameter E1 at 14:02 contains the anticipated demand of the respective vehicles 11 . 13 . 15 . 21 . 23 . 25 or energy consumption until 15:15. The amount of energy to be provided in accordance with the second energy quantity parameter E1 may be, for example, purchased energy portions E2-1, E2-2, E2-3, E2-4 of 15-minute intervals t2-1, t2-2, t2-3, t2-4, respectively be divided. Within the respective 15-minute intervals t2-1, t2-2, t2-3, t2-4, the associated purchased energy portion E2-1, E2-2, E2-3, E2-4 is to be consumed, making it more efficient Mains operation can be guaranteed. The program is then continued in a step S15.

In step S15, several prospective operating points AP1, AP2, AP3 are determined ( 4 - 6 ), each of which is representative of an expected to be provided electrical energy for the supply of the respective vehicles 11 . 13 . 15 . 21 . 23 . 25 within a respective time interval t3-1, t3-2, t3-3 within the predetermined period t1 and the intervals t2-1, t2-2, t2-3, respectively. Initially, these prospective operating points AP1, AP2, AP3 result, for example, directly from the charging profiles of the respective vehicles 11 . 13 . 15 . 21 . 23 . 25 ,

Subsequently, different time periods are considered to calculate a future operating point, in particular after 5 minutes. For this purpose, the next 5 minutes are considered first. Within this time span, the respective prospective operating point AP1, AP2, AP3 can no longer change. At the beginning of the period, the respective operating point from the last calculation is used for the next 5 minutes.

Thereafter, 15 minute intervals t2-1, t2-2, t2-3, t2-4 are considered in which an energy quantity change is made by the network operator 200 could not be considered. There is a difference between the second energy quantity parameter E1, ie the planned / ordered amount of energy, and the average amount of energy available from the network operator 200 calculated for the remainder of the current 15 minute interval and the following entire 15 minute interval. This difference is stored, for example, as the first energy quantity characteristic.

It may happen that excess energy is present, so more energy was planned than was really consumed. Such excess energy can also be called "negative energy". In such events, the planned energy is set to 0Wh and the "negative energy" is subtracted at times when the planned amount of energy is even higher than 0Wh.

The merger control then links the operating point of the first 5 minutes with the newly calculated operating point and relates this to the planned energy quantity or the second energy quantity parameter E1. Based on this, the energy requirements of the fleet will be realigned.

In the event that the backend 100 a secondary control power signal from the network operator 200 is provided, for example, as the vehicle combination 10 . 20 additional secondary reserve energy should decrease, it must be distributed to the fleet. The previously purchased energy according to the second energy quantity parameter E1 must then be distributed elsewhere. The secondary control power may also be considered later as an energy change request.

The program is then continued in a step S17.

In step S17, a secondary control power signal is included in the association to calculate a final energy demand for the deviation. When a secondary control power signal has been received, the amount of energy is known but not the duration of the recording. In practice, this may for example be only a few minutes. To simplify the calculation, the merger control takes a duration of at least 5 minutes. In addition, it is assumed that the signal is valid until the end of the 15 minute interval t2-1, t2-2, t2-3, t2-4. A function is created that considers / maps a duration between 5 and 20 minutes.

The energy change for the next 5 minutes then results from the operating point minus the planned energy according to the second energy quantity parameter E1 plus the secondary control power. This formula is also valid if the merger control calculates with a secondary control power function. The program is then continued in a step S19.

In step S19 the calculated deviation is then communicated to a merge enhancement and via network to the vehicles 11 . 13 . 15 . 21 . 23 . 25 transfer. The merge control thus receives the real / actual deviations from the merge enhancement. If it is decided to change the charging strategy, a new operating point is calculated again after 5 minutes (compare step S15), but with the recalculated requirements of the merger. The result is then used for the operating point calculation in the next round.

In case of omission or need of additional service from the merger, which was not purchased in accordance with intraday orders or otherwise and can no longer be bought or sold accordingly, the merger control reacts to the vehicles 11 . 13 . 15 . 21 . 23 . 25 so stimulated with energy costs that the current operating point is still considered to be met under certain criteria. The energy costs are initially simulated with cost levels. However, these can and should be formed at a relative cost in terms of performance thresholds. For a finer power regulation is possible.

Further, the merger control reacts to uniformly set the future operating point along the current merge prediction, with the purchased energy being maintained by the future operating point. That is, the difference between future operating point and merger power is consistent.

Further, the merge control is responsive to corresponding higher or lower costs of vehicles 11 . 13 . 15 . 21 . 23 . 25 for the points in time where the future operating point and the pool performance deviate significantly and the operating point is considered not to be met.

Finally, the merge control reacts to receive new load profiles from vehicles 11 . 13 . 15 . 21 . 23 . 25 The operating point is again interpreted such that the difference between the future operating point and the merger power is consistent.

• – Anzahl von Lade-Neuverhandlungen mit dem jeweiligen Fahrzeug 11, 13, 15, 21, 23, 25,
• – notwendiger Ladezustandswechsel des jeweiligen Fahrzeugs 11, 13, 15, 21, 23, 25 (ein ständiger Ladewechsel zwischen Fahrzeugen 11, 13, 15, 21, 23, 25 soll vermieden werden),
• – „faire“ Selektion von Fahrzeugen 11, 13, 15, 21, 23, 25, so dass jedes Fahrzeug 11, 13, 15, 21, 23, 25 eingebunden einmal eingebunden wird,
• – geplante Abfahrtszeit des jeweiligen Fahrzeugs 11, 13, 15, 21, 23, 25,
• – maximale Ladeleistung des jeweiligen Fahrzeugs 11, 13, 15, 21, 23, 25,
• – restliche Ladekapazität des jeweiligen Fahrzeugs 11, 13, 15, 21, 23, 25,
• – Sicherheits-, Abfahrtsmindest-Ladezustand des jeweiligen Fahrzeugs 11, 13, 15, 21, 23, 25.

At the above points vehicles can 11 . 13 . 15 . 21 . 23 . 25 to merge control according to at least one of the following criteria:

• - Number of loading renegotiations with the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 .
• - Necessary state of charge of the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 (a constant charge change between vehicles 11 . 13 . 15 . 21 . 23 . 25 should be avoided),
• - "fair" selection of vehicles 11 . 13 . 15 . 21 . 23 . 25 so every vehicle 11 . 13 . 15 . 21 . 23 . 25 integrated once,
• - planned departure time of the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 .
• - maximum charging power of the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 .
• - remaining load capacity of the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 .
• - Safety, departure minimum state of charge of the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 ,

The need for additional energy may, for example, be provided by a (negative) secondary control power fetch. The elimination of additional energy demand can be done for example by the elimination of a (negative) secondary control power retrieval, which previously analog and what the vehicles 11 . 13 . 15 . 21 . 23 . 25 was stimulated by the merger controller with energy costs such that they could service the additional secondary control power fetch. The omission can also be made by a positive secondary control power fetch, or by an unforeseen staking of a vehicle 11 . 13 . 15 . 21 . 23 . 25 ,

For the future stimulation of the vehicles 11 . 13 . 15 . 21 . 23 . 25 for which the energy can still be bought / sold, the merger control stimulates the vehicles 11 . 13 . 15 . 21 . 23 . 25 such that at any time, or based on a History at certain peak times, enough reserves are available to additionally serve a potential secondary control power demand.

Advantageously, therefore, the secondary control power is taken into account. There is also an adapted distribution of power to the vehicle combination 10 . 20 , Here, only a few new charging plans through intelligent distribution are required and a small number of renegotiations.

In the 4 - 6 is a first embodiment of a supply of the plurality of vehicles 11 . 13 . 15 . 21 . 23 . 25 represented with electrical energy. By way of example, the 15-minute interval t2-1 (cf. 3 ) are each shown time periods t3-1, t3-2, t3-3 of 5 minutes. 4 shows an initial situation in which the prospective operating points AP1, AP2, AP3 to the anticipated demand for electrical energy of the respective vehicles 11 . 13 . 15 . 21 . 23 . 25 which is characterized by power levels P1, P2, P3 in the respective time periods t3-1, t3-2, t3-3. In 5 is an unforeseen staking out of one of the vehicles 11 . 13 . 15 . 21 . 23 . 25 which results in a deviation of a power level P1 'from the prospective operating point AP1 in the time period t3-1. In the further time periods t3-2, t3-3, however, no deviation of the power levels P2 ', P3' from the prospective operating points AP2, AP3 is effected. In 6 Finally, there has been a corresponding stimulation of the merger with energy costs with an adaptation to the respective prospective operating point. The deviation of the reference electrical energy in the period t3-1 was distributed to the time periods t3-1, t3-2, t3-3, so that a deviation of the by the respective vehicles 11 . 13 . 15 . 21 . 23 . 25 Actually related power levels P1 '', P2 '', P3 '' in the respective periods t3-1, t3-2, t3-3 each low and, for example, does not exceed a predetermined threshold.

7 - 12 show a second embodiment of the supply of the plurality of vehicles 11 . 13 . 15 . 21 . 23 . 25 with electrical energy. Analogous to 4 shows 7 an initial situation in which an expected operating point AP1, AP2, AP3 was determined for every four seconds, which, as shown, yields an expected course AP. In addition, there is an expected demand B11, B13, B15 of electric power of the respective vehicles 11 . 13 . 15 shown.

In the 8th becomes the vehicle 11 staked so that there is a deviation between the prospective course AP and the remaining requirement B13, B15 (shown as unfilled area).

In 9 For example, an additional vehicle with a need B17 is consulted according to one of the aforementioned criteria. However, this is preferably one of the already loading, remaining vehicles 13 . 15 with the need B17, so that a state of charge of the respective vehicles 11 . 13 . 15 . 21 . 23 . 25 does not change unnecessarily often. The probable course AP is changed to a modified course AP 'of changed operating points ( 10 ), which compared to the probable course AP of 8th only has a slight deviation in the respective time intervals (again shown as unfilled area). The modified course AP 'or the modified operating points are then used, for example, to the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 with the need to encourage B17 to obtain the amount of energy corresponding to demand B17. For example, the respective vehicle 11 . 13 . 15 . 21 . 23 . 25 For this purpose, an evaluation matrix provided, which is representative of a particularly low-cost, so for example, cost-charging, in the appropriate time intervals.

In the case that the respective deviation is tolerable and no further vehicle 11 . 13 . 15 . 21 . 23 . 25 is available for an improvement, there is no further adaptation of the changed course AP 'or the changed operating points. Another vehicle, like in the 11 and 12 is shown, only with significant deviation, also in relation to the second energy quantity parameter E1 or the purchased energy, used.

In such a case ( 11 or 12 ), in addition to requirement B17, a further need B19 is used. This is in particular an alternative if, for example, another vehicle is available. If possible, however, this case should be avoided, since such a denomination is at the expense of a charging electronics of the corresponding vehicle. In addition, in this context, it is difficult to estimate what amount of energy this vehicle actually loads and how well blocks are formed accordingly. 11 and 12 represent each other exemplary alternatives.

Analogous to the 7 - 12 is in 13 - 17 a third embodiment of the supply of the plurality of vehicles 11 . 13 . 15 . 21 . 23 . 25 shown with electrical energy, where 13 an initial situation, 14 a staking out of the vehicle 11 . 15 an adaptation of fictitious working points, 16 a bringing in of an additional vehicle and 17 in turn shows an adaptation of fictitious operating points, where in 17 the fictitious operating point is redistributed according to the demand B13, B15, B17 or along a resulting, predicted consumption line which was actually received by the respective vehicle. An interaction is evident here. Advantageously, this results in a simpler control without interruption for a control unit. In particular, the smaller deviation is better handling by the network operator 200 or aggregators.

The fictitious operating point does not necessarily have to be distributed equally. It can also be distributed with the aid of prognosis in such a way that a greater stimulation in the form of a higher fictitious operating point is presented during periods with greater predicted power consumption potential.

LIST OF REFERENCE NUMBERS

1

system

10, 20

regional group

11, 13, 15, 21, 23, 25

vehicle

12, 14, 16, 22, 24, 26

 Power supply unit

100

backend

200

Electricity network operator

S11, ..., S19

program step

E1

Amount of energy characteristic value

E2-1, E2-2, E2-3, E2-4

Purchased energy portion

t1

time interval

t2-1, t2-2, t2-3, t2-4

 time interval

t3-1, t3-2, t3-3

time interval

P1, P2, P3

power stage

P1 ', P2', P3 '

power stage

P1 '', P2 '', P3 ''

power stage

AP, AP ', AP1, AP2, AP3

 working

B11, B13, B15, B17, B19

 requirement

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 non-patent literature

• ISO15118-2: 2014 [0061]
• ISO-15118 [0065]

Claims (13)

Method for supplying a plurality of vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) with electrical energy, in which - an anticipated demand within a given period of time of the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) is determined on the basis of the expected demand, a plurality of prospective operating points (A1, A2, A3) which are each representative of an expected electrical energy supply for the supply of the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 within a given time interval within the predetermined period of time, the estimated operating points (A1, A2, A3) to a network operator for supplying the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) are supplied with electrical energy, - a reference of electrical energy by the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) is determined within a current time interval of the respective time intervals, and - the reference of electrical energy by the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) is stimulated within future of the respective time intervals such that a respective deviation of the reference of electrical energy within the predetermined period of time from the respective network operator provided expected operating point (A1, A2, A3) is distributed to at least one of the future of the respective time intervals. Method according to Claim 1, in which - the supply of electrical energy by the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) is stimulated such that the respective deviation of the reference of electrical energy within the predetermined period of time from the respective network operator provided prospective operating point (A1, A2, A3) evenly distributed to several of the future of the respective time intervals. Method according to one of the preceding claims, in which - modified operating points are determined in each case for the future of the respective time intervals, and - the reference of electrical energy by the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) is controlled within the future of the respective time intervals depending on the changed operating points. Method according to claim 3, in which - the network operator provides a first energy quantity characteristic which is representative of a supply of the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) average amount of energy available with electrical energy, and - the changed operating points are determined as a function of the first energy quantity characteristic value. Method according to one of the preceding claims 3 or 4, in which - a power parameter is provided by the network operator which is representative of a reference value of the vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) supplied electrical power, and - the changed operating points are determined depending on the performance characteristic value.  The method of claim 5, wherein - The respective power characteristic is a secondary control power signal.  Method according to one of the preceding claims 3 to 6, in which - The changed operating points are each determined depending on a respective temporally preceding operating point. Method according to one of the preceding claims, in which - depending on the demand within the predetermined period of time, the network operator is provided with a second energy quantity parameter (E1) which is representative of one of the vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) amount of energy to be provided. Method according to one of the preceding claims 3 to 8, in which - depending on the changed operating points, at least one evaluation matrix for at least one of the vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ), comprising evaluation characteristics which are representative of a respective expense associated with supplying electric power within the respective time intervals, and - the evaluation matrix for controlling the reference of electrical energy by the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) within the future of the respective time intervals the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) provided. Method according to one of the preceding claims, in which a selection of the vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ), which are included to control the reference of electrical energy, is determined depending on at least one of the following criteria: number of previous charging renegotiations with the respective vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ), - a need to change the state of charge of each vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ), - number of previous involvement of the respective vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ) for controlling the purchase of electrical energy, - planned departure time of the respective vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ) - maximum charging power of the respective vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ), - remaining load capacity of the respective vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ), and - Departure minimum charge state of the respective vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ). Method according to one of the preceding claims, in which - by the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) is provided in each case a charging profile, which is representative of an estimated time course of the reference of electrical power by the respective vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ), and - the anticipated demand within the given time span of the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) is determined on electrical energy depending on the respective charging profiles. Method according to Claim 11, in which - in the event that the respective vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) is provided in each case a modified loading profile, the changed operating points are determined depending on the respective modified loading profiles. System ( 1 ) for supplying a plurality of vehicles ( 11 . 13 . 15 . 21 . 23 . 25 ) with electrical energy, comprising a backend ( 100 ), which communicate with each vehicle ( 11 . 13 . 15 . 21 . 23 . 25 ), the system ( 1 ) is adapted to perform a method according to any one of the preceding claims 1 to 12.

Images