EP2176935A1 - Système et procédé pour transférer de l'énergie électrique entre réseau électrique et véhicule - Google Patents

Système et procédé pour transférer de l'énergie électrique entre réseau électrique et véhicule

Info

Publication number
EP2176935A1
EP2176935A1 EP07813428A EP07813428A EP2176935A1 EP 2176935 A1 EP2176935 A1 EP 2176935A1 EP 07813428 A EP07813428 A EP 07813428A EP 07813428 A EP07813428 A EP 07813428A EP 2176935 A1 EP2176935 A1 EP 2176935A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
electrical power
grid
power
electrical
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07813428A
Other languages
German (de)
English (en)
Other versions
EP2176935A4 (fr
Inventor
Bradley D. Bogolea
Patrick J. Boyle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Itron Networked Solutions Inc
Original Assignee
CONSERVE I LLC
I-Conserve LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CONSERVE I LLC, I-Conserve LLC filed Critical CONSERVE I LLC
Publication of EP2176935A1 publication Critical patent/EP2176935A1/fr
Publication of EP2176935A4 publication Critical patent/EP2176935A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00006—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/008—Circuit arrangements for ac mains or ac distribution networks involving trading of energy or energy transmission rights
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H02J3/381—Dispersed generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
    • H02J2300/30—The power source being a fuel cell
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H02J3/40—Synchronising a generator for connection to a network or to another generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02B90/20—Smart grids as enabling technology in buildings sector
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S40/00—Systems for electrical power generation, transmission, distribution or end-user application management characterised by the use of communication or information technologies, or communication or information technology specific aspects supporting them
    • Y04S40/12—Systems for electrical power generation, transmission, distribution or end-user application management characterised by the use of communication or information technologies, or communication or information technology specific aspects supporting them characterised by data transport means between the monitoring, controlling or managing units and monitored, controlled or operated electrical equipment

Definitions

  • BEVs Battery electric vehicles
  • PHEVs Plug-In Hybrid Electric Vehicles
  • FCVs Fuel Cell Vehicles
  • the most basic example involves net metering, in which electricity can flow both directions in a residence, and the customer is billed only for the net electricity consumed during the billing period.
  • vehicles can be programmed to push electricity back onto the electrical grid to help reduce the total electricity consumed in the residence.
  • BEVs will use the storage in their batteries to push power onto the grid, and will need to pull power from the grid to recharge. Since the batteries charge primarily from the grid (some have solar or regenerative means while driving), when their batteries run out, they can no longer support distributed generation. PHEVs and FCVs can keep providing power as long as it is economical for the customer to do so.
  • PHEVs have a secondary fuel source, which can be gas, natural gas, etc., as go FCVs, and several systems have been disclosed which utilize the natural gas mains in the home to perpetually provide fuel to generate electricity from the vehicle. This is useful, but care must be taken to insure that the payments exceed the cost of electricity to recharge batteries or fuel to replace that used in the generation process, as well as wear-and-tear on the generator in the car.
  • the area with perhaps the most value is preventing or helping the utility recover from brownouts / blackouts.
  • the energy storage and/or generating capacity available in BEVs, PHEVs, and FCVs can assist in providing peak energy when the customer demand is approaching the utility supply. Instead of purchasing expensive power from a neighboring utility or running out of available power, the utility could tap into the energy from vehicles. This scenario typically happens only for a short duration only a few times a year, and the money earned from providing power to the grid would surely exceed the costs for the customer to provide it. If the customer is not in an area where the utility directly pays for and controls the energy generated during these super peak periods, the customer can still save money and help the situation by using the vehicle to provide household power and still push some back onto the grid to assist in the shortage.
  • the present invention is a system for controlling BEVs, PHEVs, and FCVs while plugged into the electric grid to provide the amalgam of useful functions to the customer and electric utility, including the following:
  • the controls for such a system will ideally come from the electric utility. This way, compensation can be given for vehicles during the times they are regulating power. Also, the utility is in the best position or organize and optimize the mitigation of brownout and blackouts by cycling the available vehicles similar to air-conditioner cycling in areas with load shedding to reduce peak demand. This way the available power is not all used up after a few short hours if there is still a shortage on the grid.
  • the disclosed system can still benefit the customer.
  • the system can be programmed to discharge the batteries when the cost of electricity is high enough to generate profits, recharge when it is cheapest, and regulate the power inside the home to help protect the loads within.
  • a configurable minimum amount of charge will be maintained at all times to ensure that the vehicle is available to be driven where it needs to go.
  • the generative means will be utilized if the price of electricity is higher than the cost of replacement fuel for the generator or fuel cell. If net metering is not available, the home can simple be powered partially or fully by the car's generative means or battery during high-price periods so the residents are not paying the utility peak prices for electricity.
  • the system is made up of the following: 1 .
  • a bi-directional outlet-type interface including measurement and monitoring of at least power in, power out, voltage, frequency, power factor (will use these measuring means to identify a power- related emergency such as a brownout / blackout.
  • a relay, breaker, or switch that is locally or remotely controlled to allow the outlet to disconnect the vehicle from the grid in the case of a power outage or other emergency (may be internal or external to the bi-directional outlet)
  • a communications means which may be one or more of the following: communication over power line (COPL), Bluetooth, 802. 15.4 / ZigBee, cellular wireless, IP computer network, used to establish communications with the utility directly, the utility meter, one or more BEVs/PHEVs/FCVs, and/or computers, PDAs, or other electronics devices.
  • COPL power line
  • Bluetooth 802. 15.4 / ZigBee
  • IP computer network used to establish communications with the utility directly, the utility meter, one or more BEVs/PHEVs/FCVs, and/or computers, PDAs, or other electronics devices.
  • Absolute location means which may be determined using GPS or extrapolated using a relative location means with respect to a known location such as the electric utility meter or outlet used to connect the vehicle to the grid.
  • a fuel line which connects to the natural gas or other fuel source to expand the producing capacity of the vehicle
  • the bi-directional outlet will have a means for connecting with the household electrical wiring, whether it is hardwired or connects through a standard H OV / 220V wall outlet. It will also have a receiving means for accepting an electrical connection to the vehicle, which may be in the form of a standard 1 10V / 220V plug.
  • the outlet will determine which vehicle is plugged into it by one or more of the following methods: load signature analysis (by power factor, current draw, harmonics, combination or other method, electronic communications with the vehicle, etc.
  • the information shared by utilities and accessed by the system either directly or through the utility meter may include a plurality of information, which may include: 1. Pricing information, both current and forecasted
  • the information collected by the utility or other entity which controls the system may include, but is not limited to:
  • Vehicle type including battery capacity, generator / fuel cell size, and available fuel / charge 2. Whether or not the vehicle is in a mode which will allow energy regulation, electricity generation, or charging
  • the system serves as a mediator between the utility, energy aggregator, home, and / or vehicle because each may be using a different set of monitoring, control, and communications protocols to communicate, including BACnet, LONworks, OpenWAY, etc. With updated communications profiles, the system will be able to mitigate the commands and transactions between any utility, home system, vehicle, and energy aggregator. This way there is no setup required for the system to work. Any vehicle can be used in any outlet, and the owner receives the benefits from his or her vehicle.
  • Knowing the vehicle type and power plant information allows the utility or aggregator to selectively allow charging/generation to maximize effectiveness of its load limiting and power reliability programs.
  • the utility may allow regulation during all hours, or only during times when ACE is outside the desired range specified by the utility.
  • the mode that the vehicle is in is important because utility or utility- sponsored charging and generation control programs will only be accepted if there is a way to opt out in situations when charging is needed immediately or a full charge (or tank of gas) is desired by the customer. Also, the vehicle or outlet is then able to keep track of customer settings, and the utility is saved a lot of data retrieval and processing.
  • the disclosed system will buffer the home and vehicle from the grid in the event of a severe brownout or blackout, allowing the home to receive electricity from the vehicle to provide power.
  • Utilities with smart meters can assist with recovering from energy emergencies by using the battery- powered AMI meters to block electrical flow to homes affected by the brownout / blackout in order to lower the amount of load on the grid
  • Residences and locations with EVs, PHEVs, and FCVs can then be brought back on the grid to help increase the available power, and then homes without generation means can be brought back online without fear of sending the grid back into chaos by turning on all residences at the same time
  • the disclosed system protects the vehicle(s) in an individual residence by separating them from the problems on the grid This protects the household electronics and the vehicle Most inverters will shut off when the electrical signal it is trying to match is altered or lost, but the ability for vehicles to help recover from the problem is lost in this case Separating the vehicle from the grid until it is safe to allow it to help power back on the local grid is both an efficient and rapid response to help get power back to the utility customers If there is not a means to communicate with the utility or energy aggregator, the system will simply separate the home from the grid during the power failure and power itself directly from the vehicle's power plant BRIEF DESCRIPTION OF THE DRAWINGS
  • Figure 1 shows a block diagram of the user module, as an embodiment of the present invention.
  • Figure 2 shows operation of the system for transferring electrical power from grid to vehicle and vehicle to grid, as an embodiment of the invention.
  • FIG 3 shows the normal operating state of the system for a Battery Electric Vehicle (BEV), as an embodiment of the invention.
  • Figure 4 shows the normal operating state of the system for a Plug-in Hybrid Electric Vehicle (PHEV) or a Fuel Cell Vehicle (FCV), as an embodiment of the invention.
  • BEV Battery Electric Vehicle
  • PHEV Plug-in Hybrid Electric Vehicle
  • FCV Fuel Cell Vehicle
  • Figure 5 shows the emergency operating state of the system as an embodiment of the present invention.
  • the present invention discloses a system for transferring electrical power between a grid and at least one vehicle.
  • the system further provides an electrical isolation between the vehicle, the grid and a building in case of a brownout or a blackout event.
  • the system also facilitates in providing electrical power to the building from the vehicle.
  • at least one battery is used as the means for storing electrical power in the vehicle.
  • other electrical power storage devices can also be used, without limiting the scope of the invention.
  • the system comprises of a user module connected to the grid and to the vehicle via a communication network.
  • the user module is further connected to a fuel source.
  • the communication network comprises of Communication Over Power Line (COPL), Bluetooth, IEEE 802.15.4, ZigBee, cellular wireless network or IP based computer network.
  • COPL Communication Over Power Line
  • the communication network uses protocols such as, for example, BACnet, LonWorks, OpenWay, OpenAMI, SmartGrid, ZigBee or AMI profile.
  • protocols such as, for example, BACnet, LonWorks, OpenWay, OpenAMI, SmartGrid, ZigBee or AMI profile.
  • communication networks and protocols other than those mentioned here can also be used, without limiting the scope of the present invention.
  • the user module is further capable of establishing direct communication with a utility meter, computer or a remote communication device such as, for example, a personal digital assistant (PDA).
  • the user module is also capable of exchanging information with at least one utility company.
  • Such information may include, cost of electrical power, energy supply information, status information and user notifications.
  • the cost of electrical power includes both, the current cost and the forecasted cost of electrical power.
  • Energy supply information includes energy conservation requests and electrical power generation requests for the user.
  • Status information comprises of power generation status and power charging / discharging status of the vehicle battery.
  • User notifications inform the user if there is an upcoming power emergency or failure. It might be apparent to the person skilled in the art that such information exchanged between the user module, utility company and the vehicle is directed to enhance the utilization of the grid, and any modifications in this regards must not be viewed as a limitation to the scope of the invention.
  • the utility company can also collect control information from the user and the vehicle via the user module.
  • the control information includes, but is not limited to, type of the vehicle, battery capacity of the vehicle, generator size, fuel cell size, available fuel, available charge and operating mode of the vehicle.
  • Electrical power transfer can be further controlled by checking whether the vehicle is in a mode for electrical power regulation or electrical power generation, as the operating mode.
  • the utility company allows electrical power regulation for the entire time period during which the vehicle is connected to the grid.
  • electrical power regulation is provided only for a definite time period. The definite time period is set by the utility company
  • electrical power regulation is provided depending upon the Area Control Error (ACE).
  • ACE Area Control Error
  • a low ACE value ensures a clean 60 Hz AC signal in the electrical power available from the grid. Utilities thus try to maintain, a very low ACE value.
  • electrical power regulation is provided when the ACE exceeds a predefined range set by the user. In another embodiment, the predefined range for ACE is set by the utility company.
  • the absolute geographical location of the vehicle helps in determining which utility is involved in the transfer of electrical power. Further, the user can be compensated by the utility company for providing electrical power to the grid. Knowing the absolute geographical location of the vehicle helps the utility company in identifying which user needs to be compensated.
  • the user module is capable of identifying the absolute geographical location of the vehicle. In an embodiment of the invention, GPS technology is used to identify the absolute geographical location of the vehicle. In another embodiment, the absolute geographical location of the vehicle is determined by extrapolating a relative geographical location with respect to a known geographical location. The known geographical location can further be determined by use of a utility meter. Using the extrapolation means to determine the absolute geographical location of the vehicle is more useful when majority of the vehicles are parked most of the time or when the vehicle is located underground.
  • FIG. 1 shows the block diagram of the user module, as an embodiment of the invention.
  • the user module comprises of a bi-directional outlet type electrical interface.
  • the bi-directional outlet type electrical interface monitors parameters such as, for example, power in, power out, voltage, frequency and power factor. These parameters can further be used to identify brownout and blackout events.
  • the bi-directional outlet type electrical interface is connected to a switch.
  • the switch can be a relay or a circuit-breaker.
  • the switch is used to electrically isolate the vehicle from the grid, in case of a power outage, a brownout or a blackout event. Further, the switch also electrically isolates the building from the grid, in case of a power outage, a brownout or a blackout event.
  • the switch is integrated into a utility meter.
  • the switch is integrated into the bi-directional outlet type electrical interface. Further, the switch can either be locally controlled or it may be remotely controlled by the bi-directional outlet type electrical interface.
  • the bi-directional outlet type electrical interface is capable of connecting to the electrical wiring of a building.
  • the connection between the bi-directional outlet type electrical interface and the electrical wiring of the building is hardwired.
  • the connection between the bi-directional outlet type electrical interface and the electrical wiring of the building is through a standard 1 1 OV / 220V outlet.
  • the bi-directional outlet type electrical interface is further capable of receiving an electrical connection from the vehicle.
  • the electrical connection from the vehicle is received through a standard 1 10V / 220V outlet.
  • the type of vehicle can be determined by the bi-directional outlet type electrical interface.
  • approaches such as for example, load signature analysis, power factor measurement or RFID can be used.
  • load signature analysis the information obtained by the bi-directional outlet type electrical interface can be entered into a load signature database or a neural network.
  • Load signature analysis further comprises of power factor analysis, current draw and harmonic analysis. It might be apparent to the person skilled in the art, that approaches other than those described here can also be used for determining type of the vehicle, without in any way limiting the scope of the present invention.
  • the user module further comprises of a processing unit, a memory module, a sensor module, a control module and a power source.
  • the processing unit includes a control logic.
  • the control logic controls various functions for transferring electrical power between the grid and the vehicle, such as, for example, controlling the electrical power supply to the vehicle, electrical power regulation and controlling the acquisition of electrical power from the vehicle.
  • the step of supplying electrical power to the vehicle further comprises of charging a battery of the vehicle.
  • the step of acquiring electrical power from the vehicle further comprises of discharging the battery of the vehicle.
  • the battery is simply used as a means for storage of electrical power and must not be considered as a limitation to the scope of the invention.
  • PHEV Plug-in Hybrid Electric Vehicle
  • FCV Fuel Cell Vehicle
  • electrical power can be supplied by an external fuel.
  • natural gas is used as the external fuel.
  • fuels other than natural gas can also be used, without affecting the scope of the invention.
  • the system is further capable of charging and discharging the vehicle battery in a price-sensitive manner.
  • the vehicle battery is charged when the cost of electrical power is below a certain predefined level. Electrical power is acquired from the vehicle by discharging the vehicle battery when the cost of electrical power is above a certain predefined level.
  • the predefined level can be set by either the user or the utility company.
  • the vehicle battery can be charged and discharged to ensure that a definite number of kWh are available to the grid for a specified time period.
  • the definite number of kWh can be selected by the utility company.
  • the specified time period is chosen as the peak electrical power usage period. In this way, the probability of occurrence of a brownout or a blackout event can be reduced.
  • the user can further be compensated by the utility company, for providing electrical power from the vehicle for the definite time period.
  • the system is further capable of charging and discharging the vehicle in a cyclic manner.
  • a group of vehicles are charged in a cyclic manner to ensure that a steady load is present during the night and other popular charging times.
  • Discharging the vehicle battery in a cyclic manner ensures that the vehicles are able to supply electrical power for a longer time period, thus helping the utility company in periods of peak electrical power usage.
  • Figure 2 shows operation of the system for transferring electrical power from grid to vehicle and vehicle to grid, as an embodiment of the present invention.
  • the system detects whether the vehicle is plugged into the user module.
  • the vehicle parameters are identified.
  • the vehicle parameters comprise of type of vehicle, absolute geographical location of the vehicle and amount of electrical power stored in the vehicle. Several parameters other than those mentioned here can also be identified, without limiting the scope of the present invention.
  • the system detects whether the grid is online. If the grid is not online, then the system enters into the emergency operating state at step 106.
  • the system tries to synchronize with the grid and checks whether the synchronization to the grid was successful.
  • the system enters into the normal operating state. If step either 102 or 104 fails, then the system enters the debugging state.
  • FIG. 3 shows the normal operating state of the system for a Battery Electric Vehicle (BEV), as an embodiment of the present invention.
  • BEV Battery Electric Vehicle
  • the system checks whether the vehicle requires regulation of electrical power. This is determined using the current price of electrical power or a service request from the user.
  • regulation of electrical power is begun by the system.
  • the system determines whether the battery of the BEV requires charging. If the battery requires charging, the system proceeds to step 204, wherein the vehicle battery is charged using electrical power from the grid.
  • the system either detects a fully charged battery or a stop request from the user.
  • the system proceeds to step 208, wherein the vehicle battery is discharged.
  • the vehicle supplies electrical power to the grid.
  • the system detects a low battery or a stop request from the user at step 206, the system re-enters step 203 and starts charging the vehicle battery again.
  • FIG. 4 shows the normal operating state of the system for a Plug-in Hybrid Electric Vehicle (PHEV) or a Fuel Cell Vehicle (FCV), as an embodiment of the invention.
  • the system checks whether the vehicle requires regulation of electrical power. This is determined using the current price of electrical power or a service request from the user.
  • regulation of electrical power is begun by the system.
  • the system determines whether the battery of the PHEV or FCV requires charging. If the battery requires charging, the system proceeds to step 305, wherein the vehicle battery is charged using electrical power from the grid. If it is not possible to charge the battery of the vehicle from the grid, then the system proceeds to step 304.
  • natural gas is used as the external fuel source.
  • the system either detects a fully charged battery or a stop request from the user.
  • the system proceeds to step 309, wherein the vehicle battery is discharged.
  • the vehicle supplies electrical power to the grid.
  • the system detects a low battery or a stop request from the user at step 307, the system re-enters step 303 and starts charging the vehicle battery again.
  • FIG. 5 shows the emergency operating state of the system.
  • the system disconnects the building from the grid. This may accomplished by using a switch connected to the bi-directional outlet type electrical interface.
  • the system detects whether the building has been successfully disconnected from the grid. Then at step 403, the system checks the participation of the user in the demand response program. Upon participation of the user, the system proceeds to step 404, wherein electrical power is provided to the building.
  • the system issues a command to start the generation of electrical power for the building.
  • the system allows the utility to connect the building back to the grid, as requested by the user.
  • the Battery Electric Vehicle (BEV) starts following instructions issued by the utility company.
  • the system checks whether the grid is restored.
  • BEV Battery Electric Vehicle
  • step 501 the system jumps to step 501 , wherein synchronization with the grid is achieved. After detecting successful synchronization with the grid at step 502, the system returns to the normal operating state. If the grid is not restored, then the system checks whether the battery of the BEV is at a minimum configurable level, at step 409. If the vehicle is a Plug-in Hybrid Electric Vehicle (PHEV) or a Fuel Cell Vehicle (FCV), the system proceeds to step 500, wherein the availability of an external fuel source is detected. If an external fuel source is available, the system proceeds to step 503 wherein instructions issued by the utility company are followed. At step 504, the system detects whether the grid is restored.
  • PHEV Plug-in Hybrid Electric Vehicle
  • FCV Fuel Cell Vehicle
  • step 501 the system jumps to step 501 , wherein synchronization with the grid is achieved. After detecting successful synchronization with the grid at step 502, the system returns to the normal operating state. If an unsuccessful synchronization with the grid is detected at step 502, the system enters into the debugging mode. At step 403, if the participation of the user is not detected, the system proceeds to step 505, wherein electrical power is provided to the building. At step 506, the Battery Electric Vehicle (BEV) continues providing power to the building. At step 507, the system checks whether the grid is restored. If the grid is restored, the system jumps to step 600, wherein synchronization with the grid is achieved. After detecting successful synchronization with the grid at step 601 , the system returns to the normal operating state.
  • BEV Battery Electric Vehicle
  • the system checks whether the battery of the BEV is at a minimum configurable level, at step 508. If the vehicle is a Plug-in Hybrid Electric Vehicle (PHEV) or a Fuel Cell Vehicle (FCV), the system proceeds to step 509, wherein the availability of an external fuel source is detected. If an external fuel source is available, the system proceeds to step 602 wherein the system provides electrical power to the home while maintaining a full battery charge. At step 603, the system detects whether the grid is restored. If the grid is restored, the system jumps to step 600, wherein synchronization with the grid is achieved. After detecting successful synchronization with the grid at step 601 , the system returns to the normal operating state. If an unsuccessful synchronization with the grid is detected at step 601 , the system enters into the debugging mode.
  • PHEV Plug-in Hybrid Electric Vehicle
  • FCV Fuel Cell Vehicle
  • the control logic is further capable of entering into an idling mode, wherein no control function is performed by the system.
  • the system enters into a debugging mode whenever an error is encountered in the normal or emergency operating states.
  • the error further includes loss of the grid, wherein it is not possible to charge or discharge the battery of the vehicle.
  • control logic is integrated into the processing unit. In another embodiment of the invention, the control logic is located external to the processing unit. If the utility company does not support control functions, the control logic can still be programmed to acquire electrical power from the vehicle in case of brownout or blackout events. Further, the control logic can also acquire electrical power from the vehicle when the cost of acquiring electrical power from the vehicle is less than the cost of acquiring electrical power from the grid. To determine the cost of acquiring electrical power from the vehicle, the control logic calculates the cost of supplying electrical power to the vehicle and the fatigue cost of the components involved in the process of electrical power supply and acquisition. In case of Plug-in Hybrid Electric Vehicle (PHEV) or Fuel Cell Vehicle (FCV), the control logic considers the cost of using an external fuel to supply electrical power to the vehicle.
  • PHEV Hybrid Electric Vehicle
  • FCV Fuel Cell Vehicle
  • the system maintains a configurable minimum level of charge in the Battery Electric Vehicle (BEV) to ensure that the vehicle can be driven by the user if required.
  • BEV Battery Electric Vehicle
  • PHEV Plug-in Hybrid Electric Vehicle
  • FCV Fuel Cell Vehicle

Abstract

La présente invention concerne un système pour transférer de l'énergie électrique entre un réseau électrique et au moins un véhicule. Le véhicule peut être un Véhicule Electrique à Batterie (BEV), un Véhicule Electrique Hybride Rechargeable (PHEV) ou un Véhicule à Pile à Combustible (FCV). Le type de véhicule sera reconnu et commandé par le système pour supporter une gestion d'énergie de réponse à la demande et côté alimentation. La reconnaissance du véhicule peut être réalisée par une analyse de signature de charge, une mesure de facteur de puissance ou des techniques d'identification par radiofréquence (RFID). Dans un mode de réalisation de l'invention, le réseau électrique est un réseau électrique intelligent. La présente invention concerne ici un procédé pour faciliter un transfert d'énergie électrique entre le réseau électrique et le véhicule.
EP07813428A 2007-07-26 2007-07-26 Système et procédé pour transférer de l'énergie électrique entre réseau électrique et véhicule Withdrawn EP2176935A4 (fr)

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KEMPTON W ET AL: "ELECTRIC VEHICLES AS A NEW POWER SOURCE FOR ELECTRIC UTILITIES", TRANSPORTATION RESEARCH PART D: TRANSPORT AND ENVIRONMENT, PERGAMON, AMSTERDAM, NL, vol. 2, no. 3, 1 September 1997 (1997-09-01), pages 157-175, XP007900918, ISSN: 1361-9209 *
See also references of WO2009014543A1 *

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WO2009014543A1 (fr) 2009-01-29
CN101828318A (zh) 2010-09-08
EP2176935A4 (fr) 2013-01-23
KR20100111658A (ko) 2010-10-15
CA2697015A1 (fr) 2009-01-29
AU2007356889A1 (en) 2009-01-29
AU2007356889A2 (en) 2010-04-01

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