DE102019216412A1 - Electric charging process, vehicle, charging device and system from it - Google Patents

Abstract

Electric charging process, which comprises at least the following process steps:
• determining at least one first time corridor (30) which is assigned to a first user (10) and a charging device (210),
• determining at least one second time corridor (40) which is assigned to a first user (10) and the charging device (210) and
• Beginning of a charging process when there is a charging request to the charging device (210), which is assigned to a second user (20), if the charging request is not within a second time corridor (40), the first time corridor (30) being determined in such a way that it does not temporally overlap with other first time corridors assigned to the charging device, characterized in that the second time corridor (40) is temporally within the first time corridor (30) and the start and / or end time of the second time corridor (40) is temporally within the first time corridor (40) is determined and / or changed as a function of at least one user-specific parameter.

Description

The invention relates to an electric charging method according to the preamble of claim 1 and a system comprising an electrified vehicle and a charging device according to claim 7. Furthermore, the invention relates to an electrified vehicle according to claim 8 and a charging device according to claim 9.

Electrified vehicles have a battery to provide electrical energy to drive the vehicle. In most cases, this battery can be electrically charged via an external interface. As a rule, this charging takes place on an electrical charging device, for example a charging station, by means of conductive or inductive energy transfer. For technical reasons, the charging power that can be realized is limited. Charging processes therefore take some time, which leads to a high utilization of the charging infrastructure. The ability to plan charging processes still gives users of electrified vehicles reliable access to charging options.

In this connection the document discloses DE 10 2012 203 127 A1 a reservation procedure for vehicle charging stations. First, the availability of a specific charging station is automatically verified. If the test is positive, the charging station is reserved.

A disadvantage of the prior art is currently that it does not take into account that charging device users often reach a reserved charging device some time before or after the start of the reservation period. In this case, the reserved charging device is either still occupied or has been reserved unused for some time. This in turn has a negative effect on the availability and degree of utilization of the charging infrastructure.

The object of the present invention is accordingly to at least partially improve the availability and / or the degree of utilization of the charging infrastructure.

The invention relates to an electric charging method according to the preamble of claim 1 and a system comprising an electrified vehicle and a charging device according to claim 7. Furthermore, the invention relates to an electrified vehicle according to claim 8, and a charging device according to claim 9.

This object is achieved according to the invention by an electric charging method with the features according to claim 1, as well as with a system according to claim 7, an electrified vehicle according to claim 8 and a charging device according to claim 9. Advantageous developments of the invention are characterized in the dependent claims. The features listed individually in the patent claims can be combined with one another in a technologically sensible manner and can be supplemented by explanatory facts from the description and / or details from the figures, with further design variants of the invention being shown.

• • Bestimmen wenigstens eines ersten Zeitkorridors, welcher einem ersten Nutzer und einer Ladevorrichtung zugeordnet ist,
• • Bestimmen wenigstens eines zweiten Zeitkorridors, welcher einem ersten Nutzer und einer Ladevorrichtung zugeordnet ist und
• • Beginn eines Ladevorgangs bei Vorliegen einer Ladeanfrage, welche einem zweiten Nutzer zugeordnet ist, falls die Ladeanfrage nicht innerhalb eines zweiten Zeitkorridors liegt.

The electrical charging method according to the invention comprises at least the following method steps:

• • Determination of at least one first time corridor which is assigned to a first user and a charging device,
• • Determining at least one second time corridor which is assigned to a first user and a charging device and
• • Beginning of a charging process when there is a charging request that is assigned to a second user if the charging request is not within a second time corridor.

The first time corridor is determined in such a way that it does not temporally overlap with other first time corridors assigned to the charging device. This means that several first and second time corridors according to the invention can be assigned to a charging device, but these do not overlap in time. This can be achieved, for example, in that the method is terminated as soon as a first time corridor is determined which chronologically overlaps a time corridor already assigned to the charging station.

The method according to the invention is characterized in that the second time corridor lies within the first time corridor and the start and / or end time of the second time corridor is determined and / or changed within the first time corridor depending on at least one user-specific parameter.

An electrical charging method is to be understood as a method by means of which electrical energy is transferred from at least one energy source to at least one energy sink in a charging process. The energy sources and / or energy sinks can be energy stores such as batteries and / or capacities. At least one of the energy sources and / or energy sinks is particularly often an energy distribution network. Electrical energy is preferably transmitted from this energy distribution network to a battery, in particular a traction battery, for an electric vehicle. The term In this context, the traction battery describes that the energy stored in the battery is used to a large extent, in particular almost completely or completely, to drive an electric vehicle.

The electrical energy can be transmitted conductively during the charging process, for example by means of a charging plug. This version is characterized by a particularly high level of efficiency.

Alternatively, the electrical energy can be transmitted inductively, for example via a charging plate mounted below, above, in front of, behind or next to the vehicle. An inductive energy transmission has the advantage that it can be handled particularly well, since a connection for the transmission of electrical energy can be established particularly easily without any action on the part of the vehicle user.

The first time corridor according to the invention is also referred to as a reservation corridor. The second time corridor is also known as the booking corridor. Both corridors are assigned to a first user and a charging device. This means that they are specific to a first user and a charging device. In other words, information is linked to the time corridors, by means of which information can be drawn about the first user and a charging device. This can also mean that the information is used to identify a specific vehicle and / or a specific energy store, in particular a specific traction battery, and / or a specific charging station.

In the context of the present invention, determining is generally to be understood as a process at the end of which there is the entry of a first and second time corridor in a data memory. For example, a data record can be transmitted to the computing unit of a charging device which contains time information which contains the beginning and end of the first and second time corridors. This data record is usually generated by a computing or input unit assigned to the user and transmitted by radio or wired by means of a signal line. The computing or input unit can be, for example, a navigation device or a personal mobile radio device of the user. After the data record has been received, the start and end times are then entered in a data memory linked to the loading device. Alternatively, the time corridors and / or data used to determine the time corridors can be specified directly by the first user, for example by means of an input device.

However, it is also possible that only information, such as a predicted arrival time, is transmitted by means of the data record, by means of which the determination of the time corridors is carried out by the computing unit linked to the charging device. In particular, the transmitted information contains a user-specific parameter according to the invention, by means of which the determination of the time corridors is then carried out by the computing unit linked to the charging device. This procedure has the advantage that the time corridors are determined centrally, which can also take into account conflicting needs of different users.

A charging request in the sense of the invention is a request that is manifested in a technical signal and directed towards the immediate start of a charging process at a specified charging device. This can be, for example, a signal that is triggered by the input of a user on a charging device itself, which signals to the charging device that a charging process should begin. It is also possible for a vehicle system to transmit a corresponding signal to a computing unit of a charging device by radio and / or by cable, in particular via a signal line in the charging plug.

The charging request according to the invention is also assigned to a second user. This second user is different from the first user. As a rule, the first user is not in the vicinity of the charging device and endeavors to ensure that a charging device is available for carrying out a charging process when he reaches it. The second user is usually located directly at the charging device and endeavors to start a charging process directly.

According to the invention, it is provided that the second time corridor is temporally within the first time corridor. This means that the start time of the second time corridor is later than the start time of the first time corridor or is identical to it and the end time of the second time corridor is earlier than the end time of the first time corridor or is identical to it.

It is further provided that the start and / or end time of the second time corridor is determined and / or changed temporally within the first time corridor as a function of at least one user-specific parameter. First of all, this means that the second time corridor can continue to be adapted continuously after an initial determination. The total duration of the second time corridor is preferably not changed.

The determination is aimed at ensuring that the start time of the second time corridor coincides with a probable start time of a charging process of the first user and / or the end time of the second time corridor coincides with a probable end time of a charging process of the first user. In this context, agreement is, of course, also to be understood as meaning that the times coincide within technically meaningful and / or implementable tolerances.

Furthermore, a charging process by a user denotes the technical charging process of an energy sink assigned to the user. In particular, the energy sink is a battery or an accumulator, preferably a traction battery of an electrified vehicle and particularly preferably the traction battery of an electrified land vehicle that is not rail-bound.

A user-specific parameter is accordingly generally understood to be a parameter which can be traced back to a first and / or second user and which contains information about the predicted start and / or the predicted end of a charging process on the relevant charging device.

In one possible embodiment of the method according to the invention, the parameter describes a predicted arrival time and / or a predicted departure time of a vehicle at the charging device. The start and end times of the booking can thus advantageously be determined particularly precisely.

In a further embodiment, the parameter describes a predicted charging time for a vehicle on the charging device. The departure time, and thus the end time of the second time corridor, can thus be determined and / or changed in a particularly advantageous manner, since the length of time a user stays at a charging device often depends largely on the charging time.

In the context of the exemplary embodiments mentioned, predicted means that the times are determined for the future by means of a calculation rule, for example by means of a mathematical algorithm. Because it relates to the future, this is a value with a certain degree of inaccuracy.

It is also possible for the user-specific parameter to contain information about the state of use of the charging device by a second user. By taking into account the state of use, the degree of utilization of a charging device is increased again. According to the invention, the usage state indicates whether and / or to what extent a second user is interacting with the charging device at a past and / or current and / or future point in time. This includes, in particular, the indication of whether and / or for what period of time the charging device is and / or will be occupied due to a charging process by a second user. It is accordingly provided in some embodiments of the method according to the invention that the second time corridor is only shifted as far as the charging device is not occupied by a second user.

In one group of embodiments, the first and second time corridor are determined and / or changed by transmitting a first and a second time corridor from an electrified vehicle to a charging device. This means that the time corridors are determined by means of the user-specific parameter by a computing unit of an electrified vehicle. The electrified vehicle is a vehicle assigned to a first user in the sense already mentioned. It goes without saying that a computing unit in the sense of all embodiments of this invention does not have to be a single computing unit located in the vehicle, such as a single control device, for example. Rather, it can also be a network of computing units in the vehicle, for example. In addition, the computing unit or the computing units can be partially or completely in a cloud-based or backend-based device connected to the vehicle via a communication interface. The advantage of defining the time corridors in the vehicle itself is that no complex computer systems have to be kept in the charging device itself.

It is also possible for the first and second time corridor to be determined by transmitting at least one user-specific parameter from an electrified vehicle to a charging device and then evaluating the parameter, and in the case of the second time corridor to be determined and / or changed. In this group of embodiments, the time corridors are determined taking into account the user-specific parameter in a computing unit of the charging device. This receives the at least one user-specific parameter by means of a communication device from a computing unit assigned to the electrified vehicle. The central definition of the user-specific parameter in a computing unit assigned to the charging device improves the central coordination of various user interests, and is therefore particularly advantageous if there is a large number of first users.

In a further embodiment it is provided that the charging process is aborted as soon as the second time corridor is entered and / or a charging request assigned to a first user is present. In other words, a charging process is aborted as soon as a second time corridor begins and / or a charging request assigned to a first user is present. This ensures that the charging device is available to the first user to whom the second time corridor is assigned to carry out a charging process at the latest when the user is at the charging device.

In connection with the invention, there is also a system comprising an electrified vehicle, at least having a first processing unit and a communication interface and a charging device, likewise having at least a second processing unit and a communication interface. In this case, data can be exchanged between the first and the second arithmetic unit by means of the communication interfaces. Furthermore, the first and the second computing unit are designed to carry out the electrical charging method according to the invention in combination. This means that the execution of the method steps is divided between the first and second processing unit. The electrified vehicle is a vehicle that is at least partially driven by means of one or more electrical energy converters, in particular by means of an electric motor, which is particularly preferably supplied with electrical energy from a traction battery. Furthermore, the vehicle is in particular a land vehicle, preferably a non-rail-bound land vehicle, particularly preferably a passenger or truck. The communication interfaces in the sense of all embodiments of the present invention are preferably non-wired communication interfaces such as devices for participating in a wireless (“WLAN”) or cellular network. The data exchange between the communication interfaces is by no means to be understood exclusively as a direct data exchange. Rather, it preferably takes place with the aid of the infrastructure usually associated with the operation of communication networks, such as servers and transmission masts. Alternatively, it is also possible that the communication can be carried out indirectly via a back-end or a cloud system.

• - einen Energiespeicher,
• - eine dem Energiespeicher zugeordnete Energiespeicher-Steuereinheit,
• - eine Ladeschnittstelle,
• - eine Recheneinheit,
• - eine Eingabevorrichtung,
• - eine Navigationseinheit und
• - eine Kommunikationsschnittstelle aufweist.

The invention also relates to an electrified vehicle, which at least

• - an energy storage device,
• - an energy storage control unit assigned to the energy storage,
• - a charging interface,
• - an arithmetic unit,
• - an input device,
• - a navigation unit and
• - Has a communication interface.

In the present case, an electrified vehicle is to be understood as meaning a vehicle with at least one electrical energy converter which at least partially provides the energy required to drive the vehicle. It is preferably a land vehicle, particularly preferably a land vehicle that is not rail-bound. The vehicle can be, for example, a purely electric vehicle, a plug-in hybrid vehicle or a fuel cell vehicle.

The energy store is in particular a battery, preferably a lithium-ion battery. It preferably has a voltage level between 100 and 1500 V, particularly preferably between 200 and 1000 V. It can be charged using the charging interface. The charging interface is designed to receive energy, in particular electrical energy, from an energy source located outside the vehicle. In this case, electrical energy is preferably transmitted inductively and / or conductively.

The energy storage control unit can be a classic battery management system, for example. Among other things, it is set up to determine important energy storage status information. This can mean reading in individual cell voltages and / or temperatures, for example. In this context, “determine” can also be understood to mean the computational determination of information relating to the entire energy store, such as energy content or state of charge.

According to the invention, the input device detects an operating action by a user and generates a signal therefrom and forwards it to the computing unit. To detect the operator action, buttons and / or touch-sensitive surfaces and / or touch-sensitive screens and / or camera systems can be used, among other things. It is also possible that the input device is a customer's mobile terminal such as a smartphone, which communicates with the processing unit by means of a wireless connection. In particular, the user input determines a charging device preferred by the user. This can be done, for example, by means of the suggestion, preferably by means of a display, of various available charging devices through the input device and selection of one of the proposed charging devices by the user. It is also possible for the user to use the Input device only enters a preference, from which the input device finally determines a preferred charging device. This can be, for example, the entry of an appointment with a location in a calendar by the user. The input device then determines an available charging device in the vicinity of the appointment.

According to the invention, a navigation unit is to be understood as a device which is able to relate the current position of a user and / or a vehicle to a geographic reference system, for example a digital road map. It is also able to determine information about an estimated time of arrival at the destination at least as a function of a vehicle position, at least one piece of route information and at least one destination. A destination preferably corresponds to the position of the charging device preferred by the user. Route information contains information that is suitable for determining at least one route to the destination. Particularly preferably, this includes road courses, height information and / or traffic information. Naturally, an estimated time of arrival cannot be precisely determined. Due to unpredictable influences on the arrival time such as the traffic situation or the driving behavior of a vehicle user, a calculated estimated arrival time is subject to an uncertainty. The information about an estimated time of arrival determined by the navigation unit is accordingly designed in such a way that it also allows conclusions to be drawn about the accuracy of a determined estimated time of arrival. For example, the information about an estimated time of arrival includes an estimated time of arrival and a tolerance value. The tolerance value is preferably a time corridor which indicates how much earlier or later an arrival at the destination is also conceivable. Particularly preferably, the information on an expected arrival time comprises an early, in particular the earliest possible, and / or late, in particular the latest possible, arrival time.

• - von der Eingabevorrichtung wenigstens eine Information über eine bevorzugte Ladevorrichtung für die Durchführung eines in der Zukunft liegenden Ladevorgangs,
• - von der Energiespeicher-Steuereinheit wenigstens eine Energiespeicher-Zustandsinformation und
• - von der Navigationseinheit wenigstens eine Information zu einer voraussichtlichen Ankunftszeit an der bevorzugten Ladevorrichtung zu erhalten
• - und auf Basis dieser Informationen einen ersten und einen zweiten Zeitkorridor zu bestimmen.

The arithmetic unit is designed to

• - from the input device at least one piece of information about a preferred charging device for carrying out a charging process in the future,
• - From the energy storage control unit, at least one piece of energy storage status information and
• to receive from the navigation unit at least one piece of information about an estimated time of arrival at the preferred charging device
• - and to determine a first and a second time corridor based on this information.

Furthermore, the communication interface is designed to transmit the first and second time corridors to the preferred charging device.

The invention also relates to a charging device for electrified vehicles, having a communication interface and a computing unit, the communication interface being designed to exchange data with an electrified vehicle and the computing unit being designed to carry out the method according to the invention.

In one embodiment, the charging device according to the invention is characterized in that it comprises a display device which is designed to display time information that describes the time corridor up to the next second time corridor. This has the advantage that a second user immediately recognizes how long the charging device is still available for a charging process.

• 1 einen beispielhaften Ablauf des erfindungsgemäßen Verfahrens,
• 2 eine beispielhafte einfache Anordnung der zwei mit dem erfindungsgemäßen Verfahren bestimmten Zeitkorridore auf einem Zeitstrahl,
• 3 einen beispielhaften Ablauf einer einfachen Ausführungsform des erfindungsgemäßen Verfahrens,
• 4 eine weitere beispielhafte Anordnung der zwei mit dem erfindungsgemäßen Verfahren bestimmten Zeitkorridore auf einem Zeitstrahl,
• 5 einen beispielhaften Ablauf einer weiteren Ausführungsform des erfindungsgemäßen Verfahrens,
• 6 ein beispielhaftes System aus elektrifiziertem Fahrzeug und einer Ladevorrichtung zur Ausführung des erfindungsgemäßen Verfahrens.

Further advantages and advantageous embodiments and developments of the invention are shown on the basis of the following description with reference to the figures. It shows in detail:

• 1 an exemplary sequence of the method according to the invention,
• 2 an exemplary simple arrangement of the two time corridors determined with the method according to the invention on a time line,
• 3 an exemplary sequence of a simple embodiment of the method according to the invention,
• 4th Another exemplary arrangement of the two time corridors determined with the method according to the invention on a time line,
• 5 an exemplary sequence of a further embodiment of the method according to the invention,
• 6th an exemplary system of an electrified vehicle and a charging device for carrying out the method according to the invention.

Embodiments of the method according to the invention are illustrated with reference to the figures.

1 shows an exemplary sequence of the method according to the invention. In a first step S10 becomes a first time corridor 30th and in a second step S20 a second time corridor 40 generated. These are thereby a first user 10 assigned. In a third step S30 is finally when there is a charging request from a second user 20th a charging process has started, provided that the charging request is not within the in step S20 determined second time corridor 40 lies.

2 shows a simple exemplary arrangement of the first time corridor 30th and the second time corridor 40 over time 50 which, for example, in the data memory of a loading device 210 can be stored. In the exemplary embodiment shown here, the first are time corridors 30th as well as the second time corridor 40 over time 50 fixed. This means that they are determined once by means of the method according to the invention and then no longer changed. For example, navigation data is used to determine the time corridors. This data is used to determine a possible arrival time tolerance 80 , i.e. a time interval within which an arrival of the first user 10 on the loading device 210 likely is determined. At the start time of this start time tolerance 80 now determines the beginning of the first time corridor 30th . The end time of the arrival time tolerance 80 determines the start time of the second time corridor 40 . This does not mean in each case that the points in time coincide exactly. In the case of the second time corridor 40 is the start time of the second time corridor 40 shortly before the end time of the start time tolerance 80 to determine the likelihood of charging device availability 210 at the time of the arrival of the first user 10 to increase. The end time of the second time corridor is determined on the basis of its start time via a probable loading time for the first user 10 on the loading device 210 . This charging time depends, for example, on the state of charge of the energy store 220 of the first user 10 at the time of the start of charging. Since this state of charge, as well as other variables influencing the charging time, cannot usually be predicted exactly, there is a departure time tolerance 90 , i.e. a time interval within which the first user leaves the charging device 210 likely is determined. The start time of the departure time tolerance 90 is based on the probable end time of the charging process. Again, the times do not necessarily coincide. Rather, it is the starting time of the departure tolerance 90 shortly before the end of the second time corridor 40 . This is due to the approximated character of the second time corridor 40 Invoice. The end time of the first time corridor 30th is ultimately determined by the end time of the departure time tolerance 90 . A loading process by a second user 20th , which is on the loading device 210 is only outside the second time corridor 40 began. In the event that a second user is actively charging 20th at the beginning of the second time corridor 40 this loading process is ended. The advantage of this embodiment is that there is a core time range, the second time corridor 40 in which the first user 10 the corresponding loading device 210 is safely available, since no second users are charging 20th possible are. At the same time, it is ensured that there is sufficient availability of the charging device even in the event of a late arrival or a longer charging time 210 for the first user 10 given is. The determination of the time corridors 30th , 40 is designed particularly simply, so that especially with a large number of first users 10 no complex coordination of various first time corridors assigned to a charging device 30th is required.

3 shows a total of four scenarios 110-140 which, assuming the in 2 shown embodiment of the method according to the invention can set at different times. In the first scenario 110 becomes the procedure at the time of observation 100 carried out for the first time. The first user 10 is not yet in motion. It will be a first time corridor 30th as well as a second time corridor 40 determines which are not changed in the following scenarios. The determination is dependent, among other things, on a probable time of arrival at one of the charging devices 210 , which is designed here as a charging station. In addition to the traffic and road situation, the probable arrival time also depends on the probable departure time of the first user 10 dependent. In the second scenario 120 the first user begins 10 his drive to the loader 210 earlier than this in determining the time corridors 30th , 40 was accepted. However, there is no change in the time corridors 30th , 40 instead of. Should be the first user 10 the loading device 210 before the start of the second time corridor 40 reach, it is not ensured that the loading device 210 is immediately available for a charging process. The following scenario 130 describes the case that although the first time corridor 30th begins the first user 10 the loading device 210 however has not yet reached. In this case, it blocks the first user 10 assigned second time corridor 40 wrongly, since it can also be assumed that the second time corridor begins, although the first user 10 the loading device 210 has not yet reached. Due to the delayed arrival of the first user 10 on the loading device 210 in the fourth scenario 140 the actual charging time goes beyond the end of the first time corridor 30th out. This creates the risk that the charging process of the first user 10 cannot be completed.

That for those in the 2 and 3 Embodiments shown is indicated that the time corridors 30th , 40 , especially the second time corridor 40 that cannot be changed after a one-time determination is of course not to be understood without exception. If there are particularly large deviations between the actual and the forecast arrival time or if the route is changed, a change or redefinition is of course possible.

4th describes one of the 2 similar arrangement of the first time corridor 30th and the second time corridor 40 over time 50 . However, it is provided here that the second time corridor 40 in the period of the journey of the first user 10 the location of the initial determination of the time corridors 30th , 40 to the loading device 210 is changed. An earliest possible second time corridor is therefore exemplary 60 and a latest possible second time corridor 70 listed. These only represent two extremes. Of course, second time corridors of different duration in between are also conceivable.

5 shows the in 3 described scenarios 110-140 assuming a continuously changing second time corridor 40 . In the first scenario 150 will be like in the 3 the first time corridor 30th and the second time corridor 40 certainly. With an earlier departure as in the second scenario 160 However, it now becomes the second time corridor 40 Moved forward in time to ensure that if the first user arrives earlier 10 on the loading device 210 , this is available in any case. Instead, it turns out as in the third scenario 170 a delay becomes the second time corridor 40 postponed to a later date. After all, it can despite continuous changes in the second time corridor 40 as in the last scenario 180 shown to one over the second time corridor 40 prolonged charging. However, this does not go beyond the first time corridor 30th addition, ensuring that the charger 210 is available until the end of the charging process.

6th finally shows a system from a first electrified vehicle 190 and a charger 210 . The vehicle is equipped with an energy storage device 220 equipped, which provides electrical energy for the propulsion of the vehicle. In particular, it is a lithium-ion battery. This energy store 220 is with a charging interface 240 connected, by means of which - for example at a charging station - electrical energy for storage in the energy store 220 can be transferred. The energy storage 220 is still with an energy storage control unit 230 connected, which, for example, state variables of the energy store 190 receives, monitors and forwards. Data transmission is central in the vehicle 190 furthermore an arithmetic unit 250 provided, which data transfer with the energy storage control unit 230 , an input device 260 as well as a navigation unit 270 and a communication interface is connected. The arithmetic unit 250 is set up for a first time corridor 30th and a second time corridor 40 to be determined based on the data received. These are now via the communication interface 280 by radio, in particular via a telecommunications network, to a server 300 transfer. This in turn transmits the data to the communication unit 281 a loading device 210 . Data is also exchanged on this communication channel to ensure that the first time corridor is in place 30th not with others of the charger 210 assigned first time corridors overlaps. For example, on the part of the loading device 210 the ones already in the charger 210 assigned first time corridors to the first vehicle 190 be transmitted. That of the loading device 210 assigned communication unit 281 is in data-transmitting communication with one of the charging devices 210 assigned arithmetic unit 251 . The time corridors 30th , 40 can on a not shown here, the loading device 210 assigned data memory. Using the time corridors obtained in this way 30th , 40 is that of the loading device 210 assigned arithmetic unit 251 now able to start a charging process in response to a charging request from a second, also electrified, vehicle 200 to start if this is outside the time of the first vehicle 190 assigned second time corridor 40 lies. The processing unit also sends 251 a signal to the display device 290 , which is the period until the start of the next charging device 210 assigned second time corridor 40 describes. The display device 290 finally displays this information, for example in the form of a counting down clock, particularly visible to a second user. The first vehicle shown here 190 and the loading device shown here 210 assigned time corridors 30th , 40 are of course representative of all a first vehicle or first user and this charging device 210 understand assigned time corridors. In other words, the charging device 210 a large number of first 30 and second time corridors according to the invention 40 be assigned.

List of reference symbols

S10

Process step 1

S20

Step 2

S30

Step 3

10

First user

20th

Second user

30th

First time corridor

40

Second time corridor

50

over time

60

Earliest possible second time corridor

70

Latest possible second time corridor

80

Arrival time tolerance

90

Departure time tolerance

100

Observation time

110

Scenario 1

120

Scenario 2

130

Scenario 3

140

Scenario 4

150

Scenario 5

160

Scenario 6

170

Scenario 7

180

Scenario 8

190

First vehicle

200

Second vehicle

210

Loading device

220

Energy storage

230

Energy storage control unit

240

Charging interface

250

Arithmetic unit

251

second computing unit

260

Input device

270

Navigation unit

280

Communication interface

281

second communication interface

290

Display device

300

server

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102012203127 A1 [0003]

Claims (10)

An electrical charging method comprising at least the following method steps: determining at least one first time corridor (30) which is assigned to a first user (10) and a charging device (210), determining at least one second time corridor (40) which is assigned to the first user (10) and the charging device (210) and • the beginning of a charging process when there is a charging request to the charging device (210), which is assigned to a second user (20) if the charging request is not within a second time corridor (40) the first time corridor (30) is determined in such a way that it does not temporally overlap with other first time corridors assigned to the charging device, characterized in that the second time corridor (40) is temporally within the first time corridor (30) and the start and / or End time of the second time corridor (40) temporally within the first time corridor (40) depending on the least s is determined and / or changed by a user-specific parameter. Electric charging method according to one of the preceding claims, characterized in that the parameter describes a predicted arrival time and / or a predicted departure time of a vehicle (190) at the charging device (210). Electric charging method according to one of the preceding claims, characterized in that the parameter describes a predicted charging time for a vehicle (190) on the charging device (210). Electric charging method according to one of the preceding claims, characterized in that the user-specific parameter contains information about the state of use of the charging device (210) by the second user (20). Electric charging method according to one of the preceding claims, characterized in that the first (30) and second time corridor (40) by means of transmission of a first (30) and a second time corridor (40) from an electrified vehicle (190) to a charging device (120) is determined or that the first (30) and second time corridor (40) is determined by transmitting at least one user-specific parameter from an electrified vehicle (190) to a charging device (210) and then evaluating the parameter. Electric charging method according to one of the preceding claims, characterized in that the charging process is aborted as soon as the second time corridor (40) is entered and / or a charging request assigned to a first user (10) is present. System comprising an electrified vehicle (190), at least having a first processing unit (250) and a communication interface (280) and a charging device (210), also having at least a second processing unit (251) and a communication interface (281), whereby by means of the communication interfaces (280, 281) data are exchangeable between the first (250) and the second computing unit (251) and the first (250) and second computing unit (251) are designed to carry out the method according to one of the preceding claims in combination. Electrified vehicle (190), at least one having - an energy store (220), - An energy storage control unit (230) assigned to the energy storage (220), - a charging interface (240), - a computing unit (250), - an input device (260), - a navigation unit (270) and - A communication interface (280), the computing unit (280) being designed, - From the input device (260) at least one piece of information about a preferred charging device (210) for carrying out a charging process in the future, - From the energy storage control unit (230) at least one energy storage status information item and to receive from the navigation unit (270) at least one piece of information about an estimated time of arrival at the preferred charging device (210) - and to determine a first (30) and a second time corridor (40) on the basis of this information, the communication interface (280) being designed to transmit the first (30) and second time corridor (30) to the preferred charging device (210). Charging device (210) for electrified vehicles, having a communication interface (281) and a computing unit (251), wherein the communication interface (281) is designed to exchange data with an electrified vehicle (190) and the computing unit (251) is designed, the method according to one of the Claims 1 to 6th to execute. The charging device (210) according to the preceding claim, characterized in that it comprises a display device (290) which is designed to display time information showing the Describes the time interval up to the next second time corridor (40).

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