DE102020108744A1 - Dynamically changeable energy distribution system consisting of a number of electric vehicles that are temporarily present in the energy distribution system as electricity providers or electricity consumers - Google Patents

Abstract

The invention relates to an energy distribution system (1), preferably dynamically adaptable energy distribution system based on the connected energy storage device, comprising a plurality n of interfaces (Sn) which are designed to each have a corresponding number i with i ≤ n of electric vehicles for a certain period of time (Fi) to be able to couple for the exchange of energy, whereby the respectively coupled and electrically connected electric vehicles (Fi) for this purpose temporarily via a vehicle-side and / or system-side control (Si) and / or user interface (Bi) optionally as electricity supplier (A) or pantograph (E ) are integrated in the energy distribution system (1) and enable an energy exchange with one or more of the other electric vehicles (Fi) connected to an interface (Sn) via a wired or wireless transmission topology via a control (2).

Description

The invention relates to an energy distribution system for, in particular, simultaneous electrical charging and discharging of a large number of energy storage systems in vehicles. The invention relates in particular to a dynamically changing energy distribution system consisting of a number of electric vehicles that are temporarily present as electricity suppliers or collectors in the energy distribution system and enable energy to be exchanged with one or more other electric vehicles via a wired or wireless transmission topology.

In many electric vehicles, including plug-in hybrid electric vehicles, a vehicle battery is typically charged from a system power source such as a public or private system gateway that receives electricity, and hence electrically storable energy, from an electrical system. For charging, a charging cable is used to connect the system power source to the vehicle battery. After the electrical connection has been established, the vehicle charging system begins charging the vehicle battery until the battery is charged to a certain desired state of charge. For example, in order to reduce costs, a user can wait to couple a vehicle until the system tariffs are at a desired level, e.g. B. at a night electricity tariff during the night. With such a charging topology, however, it is always necessary that a combination of a system connection with a sufficiently high system capacity is available for the vehicle.

In the prior art, however, there are currently no useful and efficient solutions, such as without a connection to a permanently installed d. H. immobile network connection with a sufficient charging voltage level, a vehicle battery can be charged. This problem also exists in parking garages in which z. B. charging stations are still available, but too many vehicles need a charging process at the same time, while other vehicles have electrically stored energy available, but this is not available for other users.

Further problems in the prior art are also so far unsolved, such as, for. B. the problem that you can not transfer energy to an existing on-board battery of another vehicle from a possibly existing energy storage with the conventional charging cables attached to the vehicles, which are to be connected to a wall box or charging station, since the technical There are no prerequisites for this. Even the charging management would not allow a charging process. The case is also problematic when z. B. 10 charging stations are available, but 20 vehicles need a charging process, and at the same time 40 vehicles could provide excess electrical energy that the number of existing charging stations is always the limiting factor.

Another disadvantage is the fact that the owner or user of an e-vehicle is dependent on having to pay the electricity tariffs offered at the time of the charging process at the charging station if a charging process is necessary, while an e-vehicle is too essential could provide electricity at lower tariffs.

Particularly in multi-storey car parks, underground garages or in places where vehicles are parked for a period of time that is comparatively suitable for a charging process, it would be desirable if the aforementioned disadvantages were resolved in the prior art and a vehicle user of an e-vehicle both as a temporary electricity provider and could act as a temporary pantograph.

If one now looks at the large number of available electric vehicles that could mutually exchange electrical energy, there is a lack of technical equipment for how electrical energy can be transmitted between mobile energy storage devices in vehicles depending on the different charging constellations.

The invention is therefore based on the object of overcoming the aforementioned disadvantages in the prior art and of proposing a dynamically adaptable energy distribution system with which electrical energy can be transmitted between two or more mobile energy storage systems in vehicles on an offer and billing basis.

This object is achieved by the combination of features according to claim 1.

According to the invention, a dynamically changing or adaptable energy distribution system is proposed for this purpose, which has a multiplicity of interfaces in order to connect a number smaller or corresponding to the number of interfaces to electric vehicles for energy exchange for a certain predetermined period of time Vehicle-side and / or system-side control can be integrated as a power supplier or pantograph in the energy distribution system and allow or enable an energy exchange with one or more of the other electric vehicles via a wired or wireless transmission topology via the control.

According to the invention it is provided that the energy transfer of electrical energy from one to another vehicle or its energy storage only takes place via the release of a controller, for which purpose the controller is designed so that it is based on a preselected configuration of at least one or more operating parameters, preferably a release and enables activation of a charge-discharge process between a first electric vehicle connected to a first interface and a second vehicle connected to a second interface.

According to the invention, the energy distribution system has the following topology. An energy transmission network made up of electrical lines, a number of interfaces for wireless or wired coupling or connection of mobile energy storage devices to the energy transmission network, a central controller for controlling and monitoring operating parameters of the charge-discharge processes in the energy transmission network (such as the maximum permissible Stromstäre, the line temperature, etc.), a communication network that enables communication with the transmitting and receiving device provided for each electric vehicle, each with a user interface available via an input device that enables a vehicle owner to store charge-discharge parameters to which another Vehicle owner can access.

In a particularly advantageous embodiment of the invention, it is provided that communication and provision of vehicle data and charge / discharge parameters is also possible when the vehicles are not coupled to the energy distribution system. For this purpose, it is advantageously provided that each electric vehicle is equipped with its own controller, which, in addition to managing the charging and discharging process, also dynamically saves actual system parameters and provides current system parameters that can be called up dynamically in the communication network for other vehicle owners or participants. In addition, the location where the energy distribution system is located (such as a parking garage) can also be stored or read out automatically by the navigation device and, using statistical vehicle consumption data, it is possible to evaluate the remaining charge when the energy distribution system is reached other vehicles are available or what load is required to be able to cover a specified distance that has yet to be covered.

Based on this, the central computer evaluates all participants who are either on the way to the affected energy distribution system or who are already there and who have an active status. An active status within the meaning of the present invention is a status that can be recognized by the energy distribution system for readiness for charging or discharging at a specific location of the energy distribution system.

In an advantageous embodiment of the invention, it can be provided that several energy distribution systems according to the invention located spatially in a defined radius are also evaluated and one or more alternatives for charging and / or discharging are offered to the vehicle user.

In a likewise advantageous embodiment of the invention, it is provided that an input device and a user interface are also provided for each electric vehicle, which enables a vehicle owner or participant to store charging / discharging parameters for other participants or vehicle owners in the system to which another Vehicle owner or his control can access. Individual access can be secured using known password-protected and possibly encrypted procedures.

It is advantageously provided that at least one or all of the following charge-discharge parameters can be stored in the communication network for each subscriber: a minimum electricity price as an electricity provider, a maximum electricity price as a current collector, a maximum electrical power that can be drawn and / or a minimum residual charge of the energy store of the vehicle owner or participant. Of course, a large number of other parameters are also conceivable, which can optionally be stored as mandatory or only optional features. For example, the available charging time (i.e. the intended parking time) or the possibility of an early interruption of the charging process can be stored as a mandatory option. If another system participant or the vehicle owner appearing as a power provider in the system does not want to interrupt the charging / discharging process because he wants to offer a very specific amount of electricity, these participants would not be “matched” in the system, even if all of them other parameters would fit.

It is therefore further advantageously provided that the central control is designed so that the charge / discharge parameters of other participants are displayed via a display device to each participant active in the communication network and, in particular, those participants as a “match” if the charge / discharge parameters correspond to one another "Are displayed in a selectable ranking that match one, several or all of the required mandatory charge-discharge parameters of another participant.

In a likewise preferred embodiment of the invention it is provided that two participants who have a “match” status to each other also display the interfaces available for energy exchange in the system, so that the participants concerned can couple with their vehicles to the interfaces and the the corresponding interface is displayed to the other participant, to which the other participant has connected for energy exchange.

It is also advantageously provided that after the vehicles involved in the energy exchange have been coupled to the energy distribution system, the central control system queries the charging / discharging readiness of the two subscribers coupled for energy transmission via the communication network and, after receiving the release, controls the charging / discharging process a predetermined switch-off condition is met. Such a switch-off condition can, for example, be when one of the charge-discharge parameters stored in the system is reached by one of the two vehicles (Fi) involved in the charge-discharge process.

It is also advantageous if the actual parameters of each participant are dynamically updated automatically with the charge-discharge process via data communication between the central control and the vehicle controls of those vehicles coupled to the energy distribution system. This ensures that electric vehicles that had a certain charging status when they drove into the parking garage to use the energy distribution system are not mistakenly offered to another participant as a suitable charging / discharging partner, even though the status has changed in the meantime.

The energy distribution system is designed to transfer electrical energy between two mobile energy storage systems (e.g. vehicle batteries for driving electric motors) in vehicles, comprising an electrical connection line, at the ends of which an electrical vehicle connector is attached to an electrical one Establish connection with a respective charging socket on one of the respective vehicles or a capacitive and / or inductive charging interface, as well as a vehicle-specific control device which is designed to control an electrical energy transfer process with another energy storage system of another vehicle. According to the invention, the energy distribution system is also designed with an energy acquisition module, which acquires the electrical energy ΔE transmitted between the energy storage systems and its direction of transmission and generates data therefrom in order to be able to display them on an integrated or external display device.

In an advantageous embodiment, the energy distribution system between two interfaces for coupling vehicles or their energy storage device is designed as a bi-directional energy transmission device, which thus, regardless of which vehicle connector is plugged into which vehicle, optionally electrical energy from one to the other other vehicle or vice versa. Thus it does not matter for the transmission whether someone is connected to a very specific interface.

In a particularly advantageous embodiment of the invention, it is provided that the energy distribution system can also be used to transfer electrical energy from vehicles with a lower charge level to vehicles with a higher charge level. For this purpose, the control advantageously has at least one electronic voltage converter or a DC / DC converter in order to appropriately raise or lower the respective voltage level on the input side or on the removal side. The provision of a DC voltage intermediate circuit for buffering the electrical energy via an intermediate circuit capacitor is also advantageous. In addition, a further voltage converter can be provided after the DC voltage intermediate circuit, the voltage converter arranged on the input side being primarily intended for voltage conversion.

Also advantageously, a detection module is provided, preferably integrated in the central control and / or additionally in the vehicle-side control device, which is designed to detect electrical and / or physical properties of the connected energy storage systems and to control the energy transfer process between the energy storage systems as a function thereof. A comparator can also be used to compare the data stored in the system via the communication network and the data recorded by the acquisition module and, if a permissible deviation is exceeded, the participants can be informed that the “matching” does not match. The communication network can be implemented with one or more communication lines or by power line communication with the connected units.

In order to control the energy transfer and the charging or discharging process in an optimized way, the detectable electrical and / or physical properties of the connected energy storage systems that are detected by the detection module include at least the voltage level and / or the charge level and / or the available standing electrical energy in the respective energy storage.

In a further advantageous embodiment of the invention it is provided that a current detection module, preferably an electricity meter, is also provided in order to quantitatively record the current flowing or transmitted from one energy storage system to the other energy storage system or the transmitted electrical power in kW.

A user interface is also advantageous in order to enter technical parameters for the transmission, such as B. the maximum power to be transmitted in kW. This solution is only an example.

Rather, the invention provides that the entire system can be controlled with regard to the performance of the individual vehicles. This control is preferably carried out by a central computer or by the central computer. Parking spaces for vehicles are each equipped with self-sufficient charging stations. So there is hardly any control during the loading itself. A maximum power is preferably agreed upon at the beginning of the charging process, and then the maximum charge is made in each case. A change in the charging power during charging is not necessary or not intended, but could be made in addition. Communication with neighboring charging stations also does not take place with such a design. The idea is then to put the entire control system in a central control cabinet and only run the simple and inexpensive lines to the individual parking spaces. The contactors, fuses, etc. required for control can thus be combined at a central point in a cost-optimized manner. For the infrastructure, only power and communication cables to the charging points are required there. In this exemplary embodiment, the aim is to regulate each individual charging point / parking space and this specifically as a function of the overall system, i.e. dynamically during the charging process. Such a central control cabinet can of course also be subdivided, e.g. one central point per floor. A possible setting option for the power to be transmitted to the vehicle would be the CP signal (AC charging EN 62196 type 2).

Furthermore, it is advantageously provided that an evaluation device is provided which, from the electrical energy .DELTA.E transmitted between the energy storage systems, a value, in particular an economically measurable value z. B. determined in a selectable currency in order to be able to display it on an integrated or external display device. In this way, after the transfer process of a certain electrical power in kW, users can see which value is hidden behind it (e.g. 10 kW transferred for 2 EUR).

In a further advantageous embodiment of the invention it is provided that the control device of a vehicle comprises a processor which determines a charging scheme on the basis of the recorded electrical and / or physical properties of the connected energy storage systems and carries out the energy transfer according to this charging scheme after approval by the user . Optionally, on the basis of the parameters entered or stored by a user via the user interface for the control, the charging scheme can be determined accordingly by the processor or selected by a user.

Here, too, it can be sensible and advantageous to define a maximum power, in which case the central computer controls the charging process as soon as the charging takes place.

So z. B. optimized fast charging profiles (charging with maximum power) or the battery-saving charging profiles can be stored. This data can then be processed by the central computer.

1. a. Kommunizieren und Auswahl von wenigstens zwei E-Fahrzeugen deren jeweilige im System hinterlegten Lade-Entlade-Parametern zueinander korrespondieren;
2. b. Anzeigen freier Schnittstellen zur Durchführung des Lade-Entlade-Vorgangs an einer Anzeigevorrichtung der Besitzer oder Nutzer der E-Fahrzeuge;
3. c. Ankoppeln der betroffenen E-Fahrzeuge mit je einer Ladebuchse an je einer der angezeigten Schnittstellen des Energieverteilersystem;
4. d. Analyse mittels eines Erfassungsmoduls, ob die Ist-Parameter der beiden Fahrzeuge im angekoppelten Zustand den im System hinterlegten Lade-Entlade-Parametern entsprechen;
5. e. Bei Entsprechung innerhalb zulässiger Grenzen in Schritt d) Starten einer Übertragung von elektrischer Energie mittels der Steuerungseinrichtung;
6. f. Erfassen der zwischen den Energiespeichersystemen übertragenen elektrischen Energie ΔE;
7. g. Generieren von Daten als Äquivalent zur übertragenen elektrischen Energie ΔE, um diese an der integrierten oder externen Anzeigeeinrichtung darzustellen.

In addition to the energy distribution system, a further aspect of the present invention also relates to the method for transferring electrical energy from a first mobile energy storage system in a first electrically operated vehicle to a second mobile energy storage system in a second electrically operated vehicle by means of an energy distribution system as described above with the following steps:

1. a. Communicating and selecting at least two electric vehicles whose respective charging / discharging parameters stored in the system correspond to one another;
2. b. Display of free interfaces for carrying out the charge-discharge process on a display device of the owner or user of the electric vehicle;
3. c. Coupling of the affected electric vehicles, each with a charging socket, to one of the displayed interfaces of the energy distribution system;
4. d. Analysis by means of a detection module as to whether the actual parameters of the two vehicles in the coupled state correspond to the charge-discharge parameters stored in the system;
5. e. If they correspond within permissible limits in step d) start a transmission of electrical energy by means of the control device;
6. f. detecting the electrical energy ΔE transferred between the energy storage systems;
7. G. Generation of data equivalent to the transmitted electrical energy ΔE in order to display it on the integrated or external display device.

• 1 eine schematische Ansicht eines beispielhaften Ausführungsbeispiels eines Energieverteilersystems. und

Other advantageous developments of the invention are characterized in the subclaims or are shown in more detail below together with the description of the preferred embodiment of the invention with reference to the figures. It showed:

• 1 a schematic view of an exemplary embodiment of a power distribution system. and

In the following the invention with reference to the 1 described in more detail using a merely exemplary embodiment.

In the 1 Figure 3 is one embodiment of a power distribution system 1 shown, comprising a number of n = 14 interfaces Sn, which are designed to be able to couple a corresponding number i 14 electric vehicles Ei for energy exchange in each case thereto for a certain period of time. 5 exemplary vehicles are shown Fi having the energy storage It I or for the e-vehicle F1 the electrical energy store ES1, the e-vehicle 2 the electrical energy store ES2 etc.

It's the vehicles F1 and F2 as well as the two vehicles F3 and F4 each coupled and electrically connected for energy exchange. The vehicles F1 and F4 represent electricity providers, while the electric vehicles F2 and F3 act temporarily as a pantograph. For this purpose, a vehicle control ( Si ) and user interface (Bi) optionally the function as electricity supplier A or pantograph E is set. This can already take place via the communication network explained later in a non-coupled state or, as with the fifth vehicle, in the coupled state, without a corresponding vehicle for charging.

In the power distribution system 1 can the integrated vehicles Fi via the control shown 2 an energy exchange with one or more of the other electric vehicles connected to an interface Sn Fi in this exemplary embodiment via a wired transmission topology 10 enable. A common control concept of the higher-level control is therefore required 2 with the temporarily connected vehicle controls Si .

The specific energy transfer of electrical energy from one vehicle to another Fi or its energy storage It I takes place by means of a release from the higher-level controller 2 showing the connection of the correct interfaces Sn and carries out the switching of the transmission paths (lines or intelligent bus bar) and, if necessary, carries out a current detection and evaluation, for which the controller is designed in such a way that it is based on a preselected configuration of the operating parameters pi (those here are only examples for the vehicle F2 are shown, but are present at all participants) a release and activation of a charge-discharge process between the corresponding electric vehicles connected to the interfaces is activated.

The on-board controls Si then coordinate the energy exchange with the higher-level controller based on the system parameters of the transmission topology and the system parameters of the vehicle energy systems. So the higher-level controller can adjust the charging current z. B. to a system-specific value, although the two vehicle controls Si would technically allow a higher charging current or discharge current. This can e.g. B. serve to protect the lines of the existing power distribution system.

Furthermore, in the 1 a communication network 6th provided which a communication with one for each electric vehicle Fi existing transmitting and receiving device 7th made possible, preferably by means of a standardized transmission protocol.

Each of the in 1 shown electric vehicle Fi has an input device 8th and a user interface 9 that enable a vehicle owner or participant in the system to store charge / discharge parameters for other participants or vehicle owners, which can be accessed by another vehicle owner or their control. There are unchangeable, ie fixed parameters, such as the maximum charging capacity of an energy store, and dynamically changing parameters, such as the current charging status, for example. B. 60%.

In the communication network, various charge-discharge parameters can be stored for each participant, such as: B. a minimum electricity price as electricity provider A, a maximum electricity price as pantograph E, a maximum electrical power that can be drawn and a minimal residual charge of the energy storage of the vehicle owner who acts as the electricity provider.

However, the central control 2 starting with the actual parameters of each participant via their vehicle control Si recorded before the start of the energy exchange and dynamically during the charge-discharge process. Determines the central control 2 Before the energy exchange, a discrepancy between the detectable actual parameters and the input parameters would not result in a release for energy transfer. Otherwise the central control 2 the release to the vehicle controls Si and the affected vehicle owners or participants can start the process. It is conceivable that the process also starts automatically when the system has been released by the central computer.

The central control 2 is designed in this embodiment so that all participants active in the communication network, the charging / discharging parameters of the other participants are displayed via a display device, provided that this participant switches his parameters visible. It is also conceivable to block the parameters as “inaccessible” to third parties, so that only the central computer and that partner can see the parameters of the respective corresponding energy exchange partner. This is particularly useful if a charging process has already started and this vehicle is therefore temporarily no longer available for others.

Participants who are first looking for a suitable vehicle for a charging or discharging process only want to see available participants, in particular those with mutually corresponding charging-discharging parameters, thus those participants who are displayed as a "match" in a selectable ranking which are to one, several or all desired charge-discharge parameters match.

The transmission of electricity can be recorded and paid for using conventional means. At the end of the transmission process, the electrically transmitted power can be determined in KW and billed to the electricity consumer with the electricity price. For this purpose, the user interface can also provide a connection for conventional payment systems that can be operated directly on the user interface. It is particularly advantageous if the user interface allows communication via a smartphone, so that both the input data and the system data can be displayed on the smartphone display and, if they can be changed by the subscriber, also adapted.

The implementation of the invention is not restricted to the preferred exemplary embodiments specified above. Rather, a number of variants are conceivable which make use of the solution shown even in the case of fundamentally different designs.

Claims (10)

Energy distribution system (1), preferably dynamically adaptable energy distribution system based on the connected energy storage, comprising a plurality n of interfaces (Sn) which are designed to connect a corresponding number i with i ≤ n of electric vehicles (Fi) to it for a certain period of time To be able to couple energy exchange, whereby the respectively coupled and electrically connected electric vehicles (Fi) for this purpose temporarily via a vehicle-side and / or system-side control (Si) and / or user interface (Bi) optionally as electricity supplier (A) or pantograph (E) in the energy distribution system ( 1) and enable an energy exchange with one or more of the other electric vehicles (Fi) connected to an interface (Sn) via a wired or wireless transmission topology via a controller (2). Energy distribution system (1) according to Claim 1 , characterized in that the energy transfer of electrical energy from one to another vehicle (Fi) or its energy storage device (ESi) takes place only by means of a release of a controller, for which purpose the controller is designed so that it is based on a preselected configuration of at least one or more Operating parameters (Pi), preferably enabling and activating a charge-discharge process between a first electric vehicle (Fi) connected to a first interface and a second electric vehicle (Fi) connected to a second interface enables. Energy distribution system (1) according to Claim 1 or 2 , characterized in that the energy distribution system has the following: an energy transmission network (3) made of electrical lines, a number of interfaces (Si) for wireless or wired coupling or connection of mobile energy stores (ESi) to the energy transmission network (3), a central controller ( 5) for controlling and monitoring operating parameters (Pi) of the charge-discharge processes in the energy transmission network, a communication network (6) which enables communication with the transmitting and receiving device (7) provided for each electric vehicle (Fi). Energy distribution system (1) according to one of the preceding claims, characterized in that an input device (8) and a user interface (9) are also provided for each electric vehicle, which is available to a vehicle owner enables charging / discharging parameters to be stored for other participants or vehicle owners, which can be accessed by another vehicle owner or their control system. Energy distribution system (1) according to one of the preceding Claims 3 or 4th , characterized in that at least one or all of the following charge-discharge parameters can be stored in the communication network for each subscriber: a minimum electricity price as electricity provider (A), a maximum electricity price as electricity collector (E), a maximum electrical power that can be drawn and / or a minimal residual charge of the energy storage of the vehicle owner or participant. Energy distribution system (1) according to one of the preceding claims, characterized in that the central control is designed in such a way that each participant active in the communication network is shown the charging / discharging parameters of other participants via a display device and in particular when charging / discharging parameters correspond to one another, those participants are displayed as a "match" in a selectable ranking which match one, several or all of the desired charge / discharge parameters of another participant. Energy distribution system (1) according to the preceding claim, characterized in that two participants who have a “match” status also display the interfaces available for energy exchange, so that the participants concerned connect their vehicles to the interfaces and the other Participants the interface is displayed to which the other participant has connected for energy exchange. Energy distribution system (1) according to the preceding claim, characterized in that after coupling the vehicles to the energy distribution system (1), the central control queries the charging / discharging readiness of the two subscribers coupled for energy transmission via the communication network and, after receiving the release, the charging Discharge process controls until a switch-off condition is met. Energy distribution system (1) according to the preceding claim, characterized in that a switch-off condition is that one of the charge-discharge parameters stored in the system is reached by one of the two vehicles (Fi) involved in the charge-discharge process. Energy distribution system (1) according to the preceding claim, characterized in that the actual parameters of each participant dynamically with the charge-discharge process automatically via a data communication between the central control and the vehicle controls of the vehicles (Fi) coupled to the energy distribution system (1) updated.

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