DE102020206499A1 - Method for operating a charging station and a motor vehicle - Google Patents

Abstract

The invention relates to a method (46) for operating a charging station (24) for charging an energy store (8) of a motor vehicle (2), which has a connection (28) for connection to the motor vehicle (2), the connection (28) a first current sensor (34) and a first voltage sensor (36) are assigned. A charging process via the connection (28) of the charging column (24) is started, and a first electrical current (38) flowing via the connection (28) of the charging column (24) is transmitted by means of the first current sensor (34) and a first electrical current applied there Voltage (40) is detected by means of the first voltage sensor (36). A second electrical current (18) picked up by the energy store (8) and a second electrical voltage (20) applied there are recorded. The first electrical current (38) is compared with the second electrical current (18) and the first electrical voltage (40) is compared with the second electrical voltage (20). A first error message (62) is generated as a function of the comparison. The invention also relates to a method (48) for operating a motor vehicle (2) as well as a charging station (24) and a motor vehicle (2).

Description

The invention relates to a method for operating a charging station and a method for operating a motor vehicle. The invention also relates to a charging station and a motor vehicle. The motor vehicle has an energy store, and the charging column is used to charge the energy store of the motor vehicle. For this purpose, the charging station has a connection for connecting to the motor vehicle.

A charging column is usually used to charge an energy store of a motor vehicle, in particular a high-voltage battery. This has a connection on the outside that is plugged into a corresponding plug of the electric vehicle, for example. As an alternative to this, the connection itself is designed as a plug into which a line is plugged, which in turn is connected to the motor vehicle. Different standards are used depending on the configuration of the connection.

The charging column itself is designed to be stationary, for example, and is electrically connected to a supply network. Thus, an essentially unlimited number of charging processes can be carried out by means of the charging column, and maintenance is essentially not necessary, or only to a comparatively small extent. An alternative embodiment provides for the charging station to be designed to be mobile. In this case, there is only a mechanical connection between the charging station and the floor or another stationary object. The charging column itself has a power store, from which the energy store of the motor vehicle is fed during operation. Once the electricity storage of the mobile charging station has been learned, it is necessary to dismantle it and to take it to an appropriate charging point for recharging. Thus, an operating cost is increased. However, it is possible to change the location of the mobile charging station depending on the prevailing requirements and thus to set up the mobile charging station in different positions during its operating time.

The charging process of the energy storage device of the motor vehicle is carried out according to a specified electrical (target) voltage and a specified electrical (target) current in order to avoid overloading the charging station on the one hand and overloading the energy storage device on the other. It is also possible in this way to increase the service life of the energy store. So that the charging process can be carried out gently, it is necessary to measure the electrical voltage applied to the connection of the charging station and the electrical current flowing over it and to compare it with the specifications (current / voltage). If there is a discrepancy, it is necessary to adjust the charging process accordingly.

If the charging station was serviced a comparatively long time ago, in particular if it is designed to be stationary, it is possible that the sensors used to record the electrical current and the electrical voltage have increased measurement errors, in particular a so-called drift. As a result, the charging process is not carried out optimally, and damage to the energy storage device is to be expected. To avoid this, the motor vehicle usually also has corresponding sensors by means of which the charging process is monitored. If the applied electrical voltage or the electrical current does not comply with the specifications, the charging process is aborted by the motor vehicle. With these sensors, too, a new calibration is required at certain time intervals, since measurement errors can also occur there. If comparatively large errors occur in the measuring processes, the charging process of the motor vehicle is not possible, although the actually flowing electrical current or the applied electrical voltage are within the specifications.

The invention is based on the object of specifying a particularly suitable method for operating a charging column and a particularly suitable method for operating a motor vehicle as well as a particularly suitable charging column and a particularly suitable motor vehicle, advantageously simplifying maintenance and / or avoiding total failure.

With regard to the method for operating a charging station, this object is achieved by the features of claim 1, with regard to the method for operating a motor vehicle by the features of claim 2, with regard to the charging station by the features of claim 9 and with regard to the motor vehicle by the features of claim 10 solved according to the invention. Advantageous further developments and refinements are the subject of the respective subclaims.

The procedure is used to operate a charging station. The charging column is suitable, in particular provided and set up, for charging an energy store of a motor vehicle. For this purpose, it is possible to electrically connect the energy store and the charging column to one another at least temporarily, in particular by means of a line, such as a cable. For connection to the motor vehicle, the charging column has a connection which, for example, meets a certain standard. In particular, the connection is designed as a charging plug or has at least one charging plug. The charging plug is for example designed according to a certain standard, preferably according to type 1 or type 2.

A first current sensor and a first voltage sensor are assigned to the connection. It is possible here to use the first current sensor to detect the electrical current flowing via the connection. This is referred to below in particular as the first electrical current and represents the value of the electrical current that is detected by means of the first current sensor. In this case, it is possible that the electrical first current deviates from the electrical current actually flowing via the connection, in particular if the first current sensor has a measurement error. By means of the first voltage sensor, it is possible to detect the electrical voltage applied to the connection. The recorded value is referred to in the following in particular as the electrical first voltage. Here, too, it is possible that this deviates from the actually applied electrical voltage due to measurement errors or inaccuracies. The first current sensor and the first voltage sensor are, for example, part of the connection or are separate from it, but are suitably connected to the connection.

The method provides that a charging process is started via the connection of the charging station. In particular, the motor vehicle is connected to the connection, in particular by means of a line. Thus, an electrical current flows from the charging station to the motor vehicle and is fed there in particular into the energy store of the motor vehicle. In order to start the charging process, a certain electrical voltage is suitably applied to the connection, so that an electrical current is produced.

Furthermore, the first electrical current flowing via the connection of the charging station is detected by means of the first current sensor. In addition, the first electrical voltage applied there is detected by means of the first voltage sensor. The charging process is suitably adapted as a function of the detected electrical first voltage and / or the detected electrical first current, so that the charging process is regulated. In particular, there is a specific target specification for the first electrical current or the first electrical voltage, depending on which the regulation takes place. In this case, the electrical voltage / electrical current is suitably set by means of certain semiconductor switches on the charging station.

Furthermore, a second electrical current consumed by the energy store of the motor vehicle is recorded. In addition, a second electrical voltage applied there is recorded. The electrical second voltage and / or the electrical second current is expediently measured by means of a respective sensor of the motor vehicle. The acquisition thus takes place in particular by receiving corresponding data that are sent from the motor vehicle to the charging station. For this purpose, any line is used in particular, which is also used to charge the energy store and which preferably has several strands or wires. In this case, at least one of the wires is used to transmit the data, whereas at least two or more of the remaining wires are used to charge the energy store. In an alternative to this, for example, the second electrical current and / or the second electrical voltage is read out directly from the motor vehicle by the charging station. In a further alternative, the exchange takes place by means of a radio link instead of over the line.

In a further work step, the first electrical current is compared with the second electrical current. Here, the respective measured values are compared, which may differ from the actual values due to measurement errors or inaccuracies. In the following, the electrical first current is also referred to in particular only as the first current and the electrical second current is only referred to as the second current. Furthermore, the electrical first voltage, hereinafter also referred to simply as the first voltage, is compared with the electrical second voltage, hereinafter referred to in particular only as the second voltage. Here, too, the measured values are used, which may differ from the actual value in each case. If there are no measurement errors and an electrical resistance is essentially negligible, the first current corresponds to the second current and the first voltage to the second voltage. If, on the other hand, there is a fault, for example a faulty design of any line that is arranged between the charging station and the energy store, or oxidation of any contacts of the connection, the line and / or the energy store, the values will differ from one another. Even if at least one of the sensors is incorrectly calibrated, the values are different.

A first error message is generated depending on the comparison. In particular, if the two currents deviate from each other by a specific limit value and / or the voltages absolutely deviate from each other by a specific further limit value, the first error message is generated. Alternatively or in combination with this, the first current is multiplied by the first voltage and the second current is multiplied by the second voltage. The values created in this way become one another compared. The first error message is only generated if these absolutely deviate from one another by more than a certain additional limit value.

Due to the method, a faulty line, for example, which is used to charge the energy store, is recognized at an early stage. Aging effects can also be recognized comparatively early, namely when the individual values differ from one another comparatively strongly. It is also possible to detect a malfunction of one of the sensors, that is to say of the first current sensor or the first voltage sensor, at an early stage. If this is the case, the charging process, in particular if it is regulated, is not carried out correctly, which leads to a non-optimal charging of the energy store of the motor vehicle. Due to the method, this is determined early, since a verification takes place by means of the second current and the second voltage provided by the motor vehicle. With a suitable choice of the respective limit values, it is thus possible to identify the measurement errors, in particular a missing or incorrect calibration, at an early stage, before complete charging of the energy store is prevented. Consequently, a total failure is prevented. A separate checking of the first current sensor and the first voltage sensor is also not necessary for the operator of the charging station at certain time intervals, since this is carried out by means of the motor vehicle. Maintenance is thus simplified.

The first error message is stored, for example, in an error memory in the charging station. However, the first error message is particularly preferably sent, in particular to a control center, for example a server. In particular, a radio link or wired communication is used for this.

The other method is used to operate a motor vehicle that has an energy store, such as a high-voltage battery. The energy store expediently comprises a housing, a battery cell being arranged within the housing. The motor vehicle is, for example, a land-based motor vehicle and is expediently designed with multiple lanes. As an alternative to this, the motor vehicle is, for example, single-track and, for example, a motorcycle. The motor vehicle expediently comprises an electric drive which is electrically connected to the energy store, in particular via a converter. The drive is thus supplied with current by means of the energy store. The drive acts in particular on any wheels of the motor vehicle. For example, the drive is formed by means of an electric motor or several electric motors. As an alternative to this, the electric motor additionally comprises an internal combustion engine, by means of which the electric motors or the electric motors are supported.

To charge the energy store, it is possible to connect the motor vehicle to a connection on a charging station. For this purpose, the motor vehicle has, in particular, a corresponding plug or some other further connection. For example, it is possible to connect the further connection of the motor vehicle directly to the connection of the charging station, or a possible additional line is used for this. Furthermore, the motor vehicle has a second current sensor and a second voltage sensor, which are assigned to the energy store. Here, by means of the second current sensor, it is possible to detect a second electrical current that corresponds to the detected electrical current that is received by the energy store, that is to say that flows into the energy store. By means of the second voltage sensor, it is possible to detect the electrical second voltage applied to the energy store. The electrical second current and the electrical second voltage are each measured values that can deviate from the actual values due to malfunctions of the respective sensors and / or aging effects.

The method provides that the charging process is first started using the charging station. Due to the charging process, energy is fed from the charging station into the energy store, so that an electrical current flows into the energy store, for which a corresponding electrical voltage is applied. By means of the second current sensor, the second electrical current consumed by the energy store is detected and expediently measured. By means of the second voltage sensor, the electrical second voltage applied to the energy store is detected, expediently measured. A first electrical current flowing via the connection of the charging station and a first electrical voltage applied there are also detected. These are expediently measured values that are created in particular by means of the charging station and sent to the motor vehicle or can be called up by the motor vehicle. The acquisition of these values according to the method takes place in particular by means of receiving the corresponding data by the motor vehicle.

In a further work step, the first electrical current is compared with the second electrical current and the first electrical voltage is compared with the second electrical voltage. This is done separately, for example, or the first electrical current and the first electrical voltage are suitable for a first auxiliary value and the second electrical current and the second electrical voltage are suitable for a second auxiliary value merged. In this case, the two auxiliary values in particular are used for the comparison. As a function of the comparison, a second error message is created, which is stored, for example, in an error memory of the motor vehicle. The second error message is expediently generated when the respective values differ from one another by more than a specific respective limit value.

Due to the method, it is thus also possible to check in the motor vehicle whether there are aging effects, an error or an incorrect calibration of the sensors, regardless of whether a corresponding check is carried out by the charging station. It is thus possible, by means of the motor vehicle, to recognize whether the charging column and / or the motor vehicle is faulty, regardless of the specific configuration of the charging column. The second error message is read out, for example, by a workshop during a routine check, so that a repair can be carried out there without a total failure of components of the motor vehicle having already occurred.

For example, when the first or second error message is present, this is only stored in a respective error memory and / or sent to a possible server or other control center. However, it is particularly preferable for the at least one of the sensors to be calibrated. In particular, one of the current sensors is calibrated as a function of the other current sensor. For example, the first current sensor is calibrated as a function of the second current sensor. As an alternative to this, the second current sensor is calibrated as a function of the first current sensor. The calibration is always carried out in such a way that, due to the calibration, the first current is the same as the second current. After the calibration, the two current sensors would thus deliver at least the same values, so that the first current is equal to the second current.

Alternatively or particularly preferably in combination with this, the first voltage sensor is calibrated as a function of the second voltage sensor or the second voltage sensor as a function of the first voltage sensor. Here, too, the calibration is carried out in such a way that the same voltage is measured for both voltage sensors after the calibration. To calibrate the sensors, for example, a corresponding offset is added and / or other parameters are adapted.

After the calibration, if one of the two methods is carried out again, the first electrical current would be the same as the second electrical current and the first electrical voltage would be the same as the second electrical voltage, so that error messages would no longer be generated. Due to the calibration, the charging station is therefore matched to the motor vehicle and vice versa during a subsequent charging process of the motor vehicle by the charging station, which is why the charging process is prevented from being interrupted, in particular if the charging process is aborted by the motor vehicle when the second stream and / or the second The voltage is in an impermissible range. If the first voltage sensor and / or the first current sensor are / are calibrated because they had an error, for example, a control is improved in a subsequent charging process, so that the durability of the energy store is increased.

For example, the first current sensor and the first voltage sensor are always calibrated, so that a new calibration of the sensors of the charging station is always carried out. Alternatively, the second current sensor and the second voltage sensor are always calibrated. In a further alternative, the calibration takes place as a function of certain parameters that are first checked.

A calibration date of the respective sensors is particularly preferably exchanged between the charging station and the motor vehicle. The motor vehicle thus has the knowledge when the sensors of the charging station were last calibrated. The charging station also has the knowledge when the calibration of the sensors of the motor vehicle took place. As a result, it is possible to assess whether the respective measured values provided, i.e. the first current, the first voltage, the second current and the second voltage were created using newly calibrated sensors, or whether the calibration was comparatively long ago, so that the reliability of the Sensors when determining the respective values is reduced.

Appropriately, when the sensors are calibrated, the respective calibration date is taken into account as a function of the respective other corresponding sensor. The sensor whose calibration date is older is expediently calibrated. In particular, if the calibration date of the first current sensor is older than the calibration date of the second current sensor, the first current sensor is calibrated as a function of the second current sensor. For example, if the calibration date of the second voltage sensor is older than the calibration date of the first voltage sensor, the second voltage sensor is calibrated as a function of the first voltage sensor. In this way, aging effects are taken into account and eliminated comparatively effectively. When a corresponding calibration has been carried out, in particular the respective calibration date is set to the current date or the calibration date of the sensor, as a function of which the calibration was carried out.

For example, the comparison is carried out comparatively quickly after the start of the charging process, that is to say in particular after 2 seconds, 5 seconds or 10 seconds. For example, the comparison is carried out when the loading process has not yet been completed. Any error message is therefore available at an early stage so that, for example, the charging process can already be adjusted. However, it is particularly preferable for the comparison to take place only after the charging process has been completed, that is to say when no more electrical current flows via the connection and, in particular, no more electrical voltage is present at the connection. This means that essentially the same point in time is used for the comparison both in the case of the charging station and in the case of the motor vehicle. The two error messages are thus created essentially simultaneously if the respective method is carried out both by the charging station and by the motor vehicle. In this way, it is also possible for a user to understand from when the respective error messages can be present. In addition, any effects that may occur at the start of the charging process, such as a brief overvoltage, are not taken into account in this way.

The electrical current is particularly preferably recorded several times and a respective time series is created. In other words, the first electrical current or the second electrical current, particularly preferably both the first electrical current and the second electrical current, is recorded several times, and a corresponding time series is created. Thus there are two time series. Alternatively or particularly preferably in combination with this, a corresponding time series is also created for the electrical first voltage and / or the electrical second voltage. Because of the repeated acquisition, short-term fluctuations are recognized and can be compensated for. For example, the respective time series are averaged and the respective average is used for the comparison. However, it is particularly preferred to use the complete time series for the comparison. It is thus possible in particular to deduce whether one of the sensors has an enlarged measurement error in a certain area, so that this can be taken into account in the eventual calibration.

The respective value is particularly preferably re-recorded between every 50 ms and every 200 ms. In particular, the electrical current and / or the electrical voltage is detected every 100 ms. Thus, comparatively large time series are available for the comparison, and it can be taken into account when creating the error message whether a possible deviation only lasted briefly or is systematic. If the charging process takes place in accordance with a specific, non-constant specification of the electrical current / electrical voltage, the sensors can be calibrated more precisely on the basis of the time series.

Due to the choice of 100 ms, there is no excessively large amount of data to be processed for each loading process, which is why hardware resources are conserved.

For example, it is output when the first and / or second error message has been generated. A user can thus understand whether the functionality of the charging station or the motor vehicle is impaired. It is particularly preferred when the first error message is present that this is transmitted to the motor vehicle. Alternatively or in combination with this, the motor vehicle transmits the second error message, if this was generated, to the charging station. In other words, the error messages are exchanged between the charging station and the motor vehicle. In this way, the creation of the error message is verified if it is created in accordance with the same specifications in the comparison. A check is therefore carried out to determine whether any other functionality of the motor vehicle or the charging stations is impaired.

In a further alternative, the charging station determines how much energy has been given off. In other words, the amount of energy released is determined. This is preferably used for billing the user of the motor vehicle. As an alternative or a particularly preferred combination of this, the amount of energy consumed in the motor vehicle is determined. This means that the user can verify whether the amount of energy billed also corresponds to the amount of energy actually consumed.

The sensors are preferably checked on the basis of their respective amounts of energy. In other words, a theoretically emitted amount of energy is determined by means of the electrical first current and the first voltage, in particular by means of multiplication. This is compared with the amount of energy given off. If the two values match, the two sensors in the charging station are working properly. If, on the other hand, there is a discrepancy, there is a fault in at least one of the sensors. Alternatively or particularly preferably in combination with this, a theoretically absorbed amount of energy is determined on the basis of the second current and the second voltage, and with the amount of energy absorbed compared. If these two values differ from one another, at least one of the sensors of the motor vehicle is malfunctioning. If a fault has been detected in the sensors of the charging station, these are preferably calibrated as a function of the sensors of the motor vehicle. If a fault in the sensors of the motor vehicle has been determined, these are expediently calibrated as a function of the sensors of the charging station. Thus, in particular, the respective amount of energy is used to evaluate whether and, if so, which of the sensors is being calibrated. Due to the amount of energy released and / or absorbed, there is thus an additional measured variable, on the basis of which verification takes place, which thus increases reliability and accuracy.

The charging station is used to charge an energy store in a motor vehicle. The motor vehicle is, for example, a bicycle that includes an electric motor. In particular, the bicycle is designed as a so-called pedelec. As an alternative to this, the motor vehicle is, for example, an electrically powered scooter or an electrically powered motorcycle. However, the motor vehicle is particularly preferably an electrically operated motor vehicle, in particular a passenger car. This expediently has an electric motor which is in operative connection with wheels. Here, the electric motor at least partially forms a main drive of the motor vehicle.

The energy store is preferably an electricity store, and is formed, for example, by means of one or more capacitors or comprises them. Particularly preferably, however, the energy store comprises one or more batteries and is expediently formed by means of these. The energy store is preferably a so-called high-voltage battery, that is to say a high-voltage energy store, by means of which an electrical voltage greater than 200 V is provided. In particular, the electrical voltage provided is between 400 V and 800 V.

The charging column has a housing that is made, for example, from a metal. Damage to components arranged in the housing is thus prevented. In the assembled state, the housing is preferably guided electrically to ground, preferably to ground. The housing expediently has corresponding devices for this purpose. Thus, during operation, the electrical potential of the housing is equal to ground. As a result, there is no risk of personal injury if they touch the housing. The housing is, for example, essentially cuboid, which facilitates transport and manufacture. Assembly is also simplified.

A power supply unit is preferably arranged in the housing, by means of which, in particular, an electrical voltage and an electrical current are provided. A certain electrical voltage is thus applied to the power supply unit. The charging station also has a connection. The power supply unit, if any, is expediently electrically contacted and connected to the connection. In other words, the connection is supplied by means of the power supply unit. During operation, it is possible to connect a line to the connector that is, for example, part of the charging station itself and, in particular, is permanently connected to it. Here, the connection is arranged, for example, in the housing. As an alternative to this, the line is detachably connected to the connection, and the line is, for example, a separate component or part of the motor vehicle. In this case, the connection is expediently arranged on the outside of the housing.

The connection is provided in particular by means of a charging plug, that is to say in particular a charging coupling, which is fastened directly to the housing and which protrudes from the housing. To charge the energy store of the motor vehicle, a corresponding line, for example a cable, is plugged into the connection. As an alternative to this, the connection comprises a cable which is fastened to the housing and in which several strands / wires or the like are guided. The charging plug is arranged at the remaining end. It is thus possible to insert the charging plug of the connection into a corresponding plug of the electric vehicle.

The connection, in particular any charging plug, expediently meets a certain standard, for example type 1 or type 2. For example, an alternating current is provided during operation by means of the power supply unit, so that an alternating current is also present at the connection. Particularly preferably, however, a direct current is provided by means of the power supply unit, so that a direct voltage is applied to the connection. In other words, the charging station is used for DC charging. The electrical voltage provided by means of the power supply unit and the electrical current supplied with it are preferably adapted to the energy store of the motor vehicle. In particular, an electrical direct voltage of 400 V or 800 V is provided by means of the connection.

In summary, the connection is used to connect to the motor vehicle. A first current sensor and a first voltage sensor are assigned to the connection. Here, the sensors are arranged and connected in such a way that it is by means of of the first current sensor is possible to detect an electrical first current flowing via the connection, for example to measure it directly. By means of the first voltage sensor, it is possible to detect an electrical first voltage applied to the connection and, in particular, to measure it directly.

The charging station is operated according to a method in which a charging process is started via the connection. In this case, in particular by means of the power supply unit, if any, an electrical first voltage is applied to the connection, so that an electrical first current flows through the connection. In this case, the applied electrical (first) voltage and / or the electrical (first) current is suitably regulated. The first electrical current flowing via the connection is detected by means of the first current sensor and the first electrical voltage applied to the connection is detected, suitably measured directly, by means of the first voltage sensor. A second electrical current picked up by the energy store and a second electrical voltage applied there are detected by the values being expediently read out from the motor vehicle or at least received from it. The first electrical current is compared with the second electrical current and the first electrical voltage is compared with the second electrical voltage. A first error message is generated depending on the comparison.

The charging station expediently has a control unit by means of which the method is at least partially carried out. The control unit is suitable for this, in particular provided and set up. The control unit expediently comprises a number of electrical and / or electronic components by means of which a circuit is implemented. The control unit has, for example, a processor which is designed, in particular, to be programmable. For example, the control unit is formed by means of the processor. The control unit suitably comprises an application-specific circuit (ASIC) or is formed by means of it.

The motor vehicle is preferably land-based and preferably has a number of wheels, at least one of which, preferably several or all of which are driven by means of a drive. One, preferably several, of the wheels is suitably designed to be controllable. It is thus possible to move the motor vehicle independently of a specific roadway, for example rails or the like. In this case, it is expediently possible to position the motor vehicle essentially at will on a roadway that is made in particular from asphalt, tar or concrete. The motor vehicle is, for example, a commercial vehicle such as a truck or a bus. Particularly preferably, however, the motor vehicle is a passenger car (passenger car).

The motor vehicle has, in particular, a drive by means of which the motor vehicle moves. The drive is at least partially designed electrically, and thus has an electric motor. The motor vehicle is preferably an electric vehicle in which only one or more electric motors are used for propulsion. In one alternative, the drive also has an internal combustion engine, so that the motor vehicle is designed as a hybrid motor vehicle. The electric motor or motors are operated by means of an energy store, which is expediently an electricity store. The energy store is suitably a battery or suitably comprises a battery. In particular, the energy store is a high-voltage battery or comprises at least one high-voltage battery. An electrical converter is preferably arranged between the energy store and the electric motor, by means of which the current supply to the electric motor is set.

An electrical direct voltage is expediently provided by means of the energy store, in particular the high-voltage battery, the electrical voltage being between 200 V and 800 V and, for example, essentially 400 V, for example. The energy store, expediently the high-voltage battery, has a battery cell, for example a plurality of battery cells. The battery cells include, for example, one or more galvanic elements that are electrically connected in series and / or in parallel with one another. In a further alternative, the battery cell comprises, for example, one capacitor or a plurality of capacitors. The energy store expediently comprises a plurality of such battery cells which are electrically and / or electrically connected in series with one another.

In addition, the energy store has a housing within which the battery cell, expediently all of the battery cells, are arranged. The housing is preferably made of a metal, for example a steel, such as a stainless steel, or an aluminum and / or in a die-casting process. In particular, the housing is designed to be closed. An interface, which forms a connection for the energy store, is expediently introduced into the housing. The interface is electrically contacted with the battery cell, so that feeding in electrical energy and / or withdrawing electrical energy from the battery cell from outside the energy store is possible, provided that the interface is connected to a corresponding connector. Here, the plug is preferably part of a power line of the motor vehicle.

Thus, at least the energy store can be charged via a connection of a charging column, a corresponding line being plugged into the interface, which is, for example, a component of the charging column or a component of the motor vehicle. In particular, the line is connected to the energy store in a detachable or non-detachable manner, depending on the affiliation of the line. The line suitably has several wires between the connection of the charging column and the energy store, preferably the interface, so that different electrical potentials and / or additional data can be transmitted.

A second current sensor and a second voltage sensor are assigned to the energy store. For example, one of the sensors is arranged within the possible housing, in particular both. As an alternative to this, the two sensors are arranged outside the housing, if any. For example, the sensors form part of any interface. At least it is possible to use the second current sensor to detect a second electrical current picked up by the energy store, that is to say in particular to measure the electrical current that flows into the energy store. By means of the second voltage sensor, it is possible to detect and, in particular, measure an electrical second voltage applied to the energy store, for example at the interface. For example, the second current sensor comprises a shunt or a magnetic field sensor, the flowing electrical (second) current being detected on the basis of the magnetic field.

The motor vehicle is operated according to a method in which a charging process is started by means of the charging station. In particular, the electrical current flowing by means of the charging column or at least into the energy store or the applied electrical voltage is regulated. The measurement data provided by means of the second current sensor and / or second voltage sensor, that is to say the second electrical current or the second electrical voltage, are suitably used here. A first electrical current flowing via the connection of the charging station and a first electrical voltage applied there are recorded. In particular, corresponding data are read out for this purpose, preferably by means of any line. The second electrical current picked up by the energy store is detected by means of the second current sensor and the second electric voltage applied there is detected by means of the second voltage sensor. The electrical first current is compared with the electrical second current and the electrical first voltage with the electrical second voltage, and a second error message is generated as a function of the comparison.

The motor vehicle, for example the energy store, expediently has a control unit by means of which the method is carried out. The control unit is suitable for this, in particular provided and set up. The control unit has, for example, a microprocessor which is expediently designed to be programmable. Alternatively or in combination with this, the control unit comprises an application-specific circuit (ASIC).

The advantages and developments described in connection with the method can also be applied to the charging station and the motor vehicle as well as to each other and vice versa.

• 1 schematisch vereinfacht ein Kraftfahrzeug und eine Ladesäule, und
• 2 ein Verfahren zum Betrieb der Ladesäule und des Kraftfahrzeugs.

An exemplary embodiment of the invention is explained in more detail below with reference to a drawing. Show in it:

• 1 schematically simplified a motor vehicle and a charging station, and
• 2 a method for operating the charging station and the motor vehicle.

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

In 1 is schematically simplified a motor vehicle 2 shown in the form of a passenger car. The car 2 has an electric motor 4th on, by means of which at least one or more of a number of wheels 6th of the motor vehicle 2 is driven. The wheels 6th serve to contact the electric motor 2 to a bottom not shown in detail. The electric motor 4th is by means of an energy store 8th operated, which is designed as a high-voltage battery. By means of the energy store 8th a converter, not shown, is energized, by means of which the electric motor 4th is operated. By means of the energy store 8th an electrical direct voltage of 800 V is provided, which is transformed by the converter into an alternating voltage, which is used to meet the power requirements of the electric motor 4th is adapted. The car 2 also has a further connection 10 on, the electrical with the energy storage 8th connected is. About the further connection 10 it is possible to have electrical energy in the motor vehicle 2 feed and thus the energy storage 8th to load.

The car 2 has a second energy meter 12th on, by means of which the energy storage device 8th via the further connection 10 absorbed energy is counted. The motor vehicle also includes 2 a second current sensor 14th as a second tension sensor 16 . These are the energy storage 8th assigned, and by means of the second current sensor 14th it is possible to use one of the electricity storage 8th recorded electrical second current 8th to measure and thus to record. By means of the second voltage sensor 16 is it possible to add one to the energy store 8th applied electrical second voltage 20th to measure and thus to record. The electrical second stream 18th as well as the electrical second voltage 20th are each measured values that correspond to the measurement inaccuracies of the respective sensors 14th , 16 are subject to and can therefore deviate from the actual values. The car 2 also has a second control unit 22nd on, by means of which from the sensors 14th , 16 the electrical second current 18th or the electrical second voltage 20th can be read out. Also is the control unit 22nd with the second energy meter 12th coupled in terms of signal technology so that it can be read out and / or controlled.

Furthermore, in 1 a charging station 24 shown, which has a substantially cuboid housing 26th having. The case 16 is made of a metal and attached to the floor by means of fastenings not shown in detail. The charging station 24 includes a connector 28 that has a charging plug at one end 30th includes, the outside of the housing 26th is connected. The charging plug 30th fulfills a certain standard, in particular that of type 1 or 2. The charging plug 3 corresponds to the further connection 10 , and it is possible to plug them into each other in a detachable manner.

The remaining end of the connector 28 is electrical with a power storage unit arranged in the housing 32 tied together. The power storage 32 itself is also designed as a battery in one embodiment or corresponds to a connection to a power line not shown in detail. The charging station has a first current sensor 34 and a first voltage sensor 36 on that the connector 28 assigned. It is thus possible by means of the first current sensor 34 an electrical first current 38 to measure who is on the connector 28 flows. By means of the first voltage sensor 36 it is possible to have an electrical first voltage 40 to measure and thus capture that at the connector 28 is applied. Also the first electric current 28 thus the electrical first voltage 40 are measured values that can be incorrect. The charging station 24 also has a first energy meter 42 on, by means of which the from the power storage 32 in the port 28 fed in energy can be counted. The first energy meter 42 , the first current sensor 34 and the first tension sensor 36 are with a first control units 44 connected in terms of signal technology, by means of which these can thus be controlled accordingly.

In 2 is a procedure 46 for operating a charging station 24 and a method 48 for operating a motor vehicle 2 shown, both of which run in parallel. Here, the method 43 is used to operate the charging station 24 from the first control units 44 and the procedure 48 to operate the motor vehicle 2 by means of the second control unit 22nd each carried out at least partially.

The two procedures 46 , 48 begin with a common first step 50 . In this a charging process is started. The shop plug is used for this 30th in the further connection 10 plugged in, so the energy storage 8th with the power storage 32 is electrically connected to one another via several elements. To start the charging process, the connection 28 a certain electrical voltage is applied according to a specification, so that an electrical current results. As a result, electrical energy is drawn from the power storage 32 in the energy storage 8th transferred.

In a second work step that follows directly in time 52 is by means of the first current sensor 34 the one about the connection 28 flowing electrical first current 38 measured. The first voltage sensor is also used 36 those on the connector 28 applied electrical first voltage 40 measured. This is done by means of the sensors 34 , 36 the electric first current 38 as well as the electrical first voltage 40 recorded every 100 ms, so that two time series are formed. The first energy meter is also used 42 from the power storage 32 The amount of energy released is recorded. The second step 52 is here the procedure 46 to operate the charging station 24 assigned.

In a simultaneously executed third work step 54 that the procedure 48 to operate the motor vehicle 2 is assigned, is by means of the second current sensor 14th the electrical second current 18th recorded every 100 ms and thus another time series is created. By means of the second voltage sensor 16 the second electrical voltage is also generated every 100 ms 20th measured and another time series created. Using the second energy meter 12th becomes that of the energy storage 8th The amount of energy absorbed is recorded.

After the charging process is complete, especially when the charging plug 30th from the further connection 10 is solved, the time series with the electrical second current 18th as well as with the electrical second voltage 20th from the motor vehicle 2 via the further connection 10 and the connection 28 , namely a wire provided for data exchange, to the charging station 24 transferred and from this in a fourth work step 56 recorded. The time series with the first electric current 38 as well as with the electrical first voltage 40 are from the charging station 24 over the connection 28 to the motor vehicle 2 transferred, and from this in a fifth step 58 recorded.

In a subsequent sixth step 60 from the charging station 24 is performed, the electrical first current 34 , namely the time series, with the electrical second current 18th , namely again compared to the respective time series. Also becomes the electrical first voltage 36 , namely again the time series, with the electrical second voltage 20th compared. If there are differences in the corresponding time series that are greater than a certain limit value, a first error message is issued 62 created. In the first error message 62 This includes how much the corresponding time series differ from each other, and at which values, i.e. in particular at which current strength or voltage strength, the difference exists.

At the same time from the motor vehicle 2 performed seventh work step 64 also becomes the time series of the electrical first current 38 with the time series of the electrical second current 18th compared. Also becomes the time series of the electrical first voltage 40 with the time series of the electrical second voltage 20th compared. Here, too, a check is carried out to determine whether the respective time series differ by more than the defined limit value, with precisely the same limit value being used for this as was also used in the sixth work step 60 is used. If this is the case, a second error message will appear 66 created, with the second error message 66 it is also stored how much the respective time series differ and at which values the difference occurs.

This will be the first error message 62 and the second error message 66 created in the same way and have the same structure. With the exception of the creation by the charging station 24 or the motor vehicle 2 the two error messages differ 62 , 66 not. Provided the control units 22nd , 44 work correctly, the first error message appears 20th created exactly if also the second error message 66 is created, and vice versa. If for example the second control unit 20th is incorrect, the second error message appears 66 not created, but the first error message 62 . There is also the first or second error message 62 , 66 only before if at least one of the current sensors 14th , 34 and / or one of the voltage sensors 16, 36 is faulty.

In a subsequent eighth step 68 is from the charging station 24 the first error message 62 if this has been created, as well as that using the first energy meter 42 measured amount of energy, i.e. the value of the charging station 24 delivered amount of energy to the motor vehicle 2 transmitted, for example by radio, or via the connection 28 if this is still connected to the other connection 10 connected is. A calibration date for the sensors is also provided 34 , 36 , i.e. a date of the last calibration of the first current sensor 34 as well as the first voltage sensor 36 transfer. The calibration of these sensors 34 , 36 took place when the charging station was set up 24 as well as in predetermined time periods.

In a ninth step 70 is from the motor vehicle 2 by means of the second energy meter 12th recorded amount of energy, i.e. the value of the energy storage device 8th absorbed amount of energy to the charging station 24 sent. You also get the second error message 66 , if this has been created, to the charging station 24 sent. A calibration date for the second current sensor is also provided 14th and a calibration date of the second voltage sensor 16 transfer. The last calibration of these sensors took place here 14th , 16 during routine maintenance of the motor vehicle 2 .

In a subsequent tenth step 72 is from the charging station 24 the second error message 66 and received the amount of energy recorded by the second energy meter. If that is the second error message 66 is detected, the erroneous detection is at least one of the sensors 14th , 16 , 34 , 36 verified. In this case, the time series of the electrical first current 38 as well as the electrical first voltage 40 a first theoretical amount of energy is formed, which is added to the means of the first energy meter 42 counted amount of energy corresponds if the first current sensor 34 and the first voltage sensor 36 work flawlessly. Also based on the electrical second current 18th as well as the electrical second voltage 20th a second theoretical amount of energy is formed, which is added to the means of the second energy meter 12th counted amount of energy corresponds if the second sensors 14th , 16 work flawlessly. These comparisons are used to determine whether one or both sensors 14th , 16 , 34 , 36 of the motor vehicle 2 or the charging station 24 are faulty. It is also checked whether the faulty sensor determined in this way 14th , 16 , 34 , 36 the calibration date is older than the calibration date of the corresponding sensor.

If in the tenth step 72 it is found that one of the sensors 34 , 36 the charging station 24 is faulty, so if the means of the first energy meter 42 If the amount of energy counted does not correspond to the first theoretical amount of energy, it is checked whether the calibration date of the first current sensor 34 and the calibration date of the first voltage sensor 36 older than that Calibration date of the second current sensor 14th or the second voltage sensor 16 is. If this is the case, a calibration of the first current sensor is carried out 36 depending on the second current sensor 14th carried out. For this purpose, the time series of the electrical first and second current 18th , 34 a parameter derived in the first current sensor 34 is fed in. On the basis of the changed parameter, the same procedure would be carried out again 46 the time series of the electrical first current 34 equal to the time series of the electrical second current 20th be. Also becomes the first voltage sensor 36 depending on the second voltage sensor 16 calibrated. Here, too, the respective time series are used and a corresponding parameter derived therefrom, which is fed into the first voltage sensor 36 fed in or based on which an existing parameter is changed. As a result of the change, the method would therefore be carried out again 46 the electrical first voltage 40 equal to the electrical second voltage 20th be.

In a simultaneous eleventh step 74 is also used in the motor vehicle 2 the first error message 62 , the calibration data of the sensors 34 , 36 the charging station 24 as well as that by means of the first energy meter 42 counted amount of energy recorded. Here, too, the first and second theoretical amounts of energy are formed and, if necessary, a calibration of the second current sensor 14th and / or the second voltage sensor 16 depending on the respective sensor 34 , 36 the charging station 24 carried out. In other words, the activities carried out correspond to those in the tenth step 72 carried out with the eleventh step 74 however on the part of the motor vehicle 2 is carried out.

In summary, therefore, in the eighth to eleventh work step 68 , 70 , 72 , 74 exchanged the given or absorbed amount of energy, i.e. its respective value. Also the error messages 62 , 66 between the charging station 24 and the motor vehicle 2 replaced as well as the calibration date of the sensors 14th , 16 , 34 , 36 so that the calibration in the tenth and eleventh work steps 72 , 74 can be carried out. One of the current sensors is used for this 14th , 34 depending on the other current sensor 14th , 34 calibrated if one of the error messages 62 , 66 is present. Also becomes one of the voltage sensors 16 , 36 depending on the other voltage sensor 16 , 36 calibrated if one of the error messages 62 , 66 is present.

In a subsequent twelfth step 6th will, provided the first error message 62 was created, this is sent to a control center via a communication interface not shown, so that the operator of the charging station 24 maintenance of the charging station 24 can cause. The first error message 62 is only sent out if in the tenth step 72 also a calibration of the sensors 34 , 36 the charging station 24 took place, so if at least one of the sensors 34 , 36 was faulty. It is also communicated that a calibration has taken place, to be precise on the basis of the motor vehicle 2 . In addition, a specific serial number of the motor vehicle 2 as well as the calibration date of the motor vehicle 2 assigned sensors 14th , 16 transfer. In addition, regardless of the presence of the error messages 62 , 66 that by means of the first energy meter 42 Counted amount of energy is output on a display (not shown in detail) and / or sent to the control center. The user of the motor vehicle is billed on the basis of these values 2 .

In a thirteenth step 78 from the motor vehicle 2 is running, the second error message appears 66 if these were created, in a fault memory of the motor vehicle, not shown in detail 2 filed. It is also output for a user on a display not shown in detail that the second error message 66 was created. Unless the first error message 62 has been created, this is also output to the user so that he can bill the charging station 24 can check. In addition, if a calibration of the sensors 14th , 16 of the motor vehicle 2 carried out, this is stored in the error memory so that the correct calibration of the sensors is carried out during a subsequent workshop visit 14th , 16 can be verified.

The invention is not restricted to the exemplary embodiment described above. Rather, other variants of the invention can also be derived therefrom by the person skilled in the art without departing from the subject matter of the invention. In particular, all of the individual features described in connection with the exemplary embodiment can also be combined with one another in other ways without departing from the subject matter of the invention.

List of reference symbols

2

Motor vehicle

4th

Electric motor

6th

wheel

8th

Energy storage

10

further connection

12th

second energy meter

14th

second current sensor

16

second voltage sensor

18th

electrical second current

20th

electrical second voltage

22nd

second control unit

24

Charging station

26th

casing

28

connection

30th

Charging plug

32

Power storage

34

first current sensor

36

first voltage sensor

38

electrical first current

40

electrical first voltage

42

first energy meter

44

first control unit

46

Procedure for operating a charging station

48

Method for operating a motor vehicle

50

first step

52

second step

54

third step

56

fourth step

58

fifth step

60

sixth step

62

first error message

64

seventh step

66

second error message

68

eighth step

70

ninth step

72

tenth work step

74

eleventh step

76

twelfth work step

78

thirteenth step

Claims (10)

Method (46) for operating a charging station (24) for charging an energy store (8) of a motor vehicle (2), which has a connection (28) for connection to the motor vehicle (2), the connection (28) being a first current sensor ( 34) and a first voltage sensor (36) are assigned, in which - a charging process is started via the connection (28) of the charging station (24), - a first electrical current (38) flowing via the connection (28) of the charging station (24) by means of the first current sensor (34) and a first electrical voltage (40) applied there by means of the first voltage sensor (36), - a second electrical current (18) received by the energy store (8) and a second electrical voltage (20) applied there are detected, - The electrical first current (38) with the electrical second current (18) and the electrical first voltage (40) are compared with the electrical second voltage (20), and - A first error message (62) is generated as a function of the comparison. Method (48) for operating a motor vehicle (2) which has an energy store (8) which can be charged via a connection (28) of a charging station (24) and to which a second current sensor (14) and a second voltage sensor (16) are assigned to which - a charging process is started by means of the charging station (24), - a first electrical current (38) flowing via the connection (28) of the charging station (24) and a first electrical voltage (40) applied there are detected, - a second electrical current (18) recorded by the energy store (8) is detected by means of the second current sensor (14) and a second electrical voltage (20) applied there by means of the second voltage sensor (16), - The electrical first current (38) with the electrical second current (18) and the electrical first voltage (40) are compared with the electrical second voltage (20), and - A second error message (66) is generated as a function of the comparison. Method (46, 48) according to Claim 1 or 2 , characterized in that if one of the error messages (62, 66) is present, a calibration of one of the current sensors (14, 34) as a function of the other current sensor (14, 34) and / or one of the voltage sensors (16, 36) as a function of the other Voltage sensor (16, 36) is carried out. Method (46, 48) according to one of the Claims 1 until 3 , characterized in that a calibration date of the sensors (14, 16, 34, 36) is exchanged between the charging station (24) and the motor vehicle (2). Method (46, 48) according to one of the Claims 1 until 4th , characterized in that the comparison is carried out after the loading process has been completed. Method (46, 48) according to one of the Claims 1 until 5 , characterized in that the electrical current (18, 34) and / or the electrical voltage (20, 36) are each recorded several times and each time a time series is created using the time series for comparison. Method (46, 48) according to one of the Claims 1 until 6th , characterized in that the error messages (62, 66) are exchanged between the charging station (24) and the motor vehicle (2). Method (46, 48) according to one of the Claims 1 until 7th , characterized in that between the charging station (24) and the motor vehicle (2) an amount of energy that is emitted or consumed is exchanged. Charging column (24) for charging an energy store (8) of a motor vehicle (2), which has a connection (28) for connection to the motor vehicle (2), the connection (28) having a first current sensor (34) and a first voltage sensor ( 36) is assigned, and which is operated according to a method (46) according to one of the preceding claims. Motor vehicle (2) which has an energy store (8) which can be charged via a connection (28) of a charging station (24) and to which a second current sensor (14) and a second voltage sensor (16) are assigned, and according to a The method (48) is operated according to one of the preceding claims.

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