EP2638612A2

EP2638612A2 - Method for operating a local energy network

Info

Publication number: EP2638612A2
Application number: EP11763639.9A
Authority: EP
Inventors: Johannes-Alexander Schaut; Friedrich Schoepf; Markus Brandstetter
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2010-11-11
Filing date: 2011-09-27
Publication date: 2013-09-18
Also published as: DE102010043752A1; WO2012062511A3; CN103210558A; CN103210558B; WO2012062511A2; US20130304272A1

Abstract

The invention relates to a method and an arrangement for operating a local energy network (70) which has a limited network utilization and in which multiple loads can be connected via a power network (94). An energy requirement of each load is detected, and the available energy is allocated to the loads dependent on a maximal utilization of the energy network (70). Communication is simultaneously enabled.

Description

description

title

Method for operating a local energy network The invention relates to a method for operating a local energy network and to an arrangement for carrying out the method.

Background Art Local energy networks include a number of consumers whose energy needs in the network must be ensured to ensure the functioning of the entire network. For example, it should be ensured in private households that sufficient energy, usually electrical energy, is available at all times. It should be noted that households only a limited electrical power is provided, for example, in houses and

Buildings is limited by a central home security. This is particularly problematic during periods when a peak load is in demand. This problem is compounded by the increasing number of electrical consumers. It should be noted in particular that more energy storage of electric vehicles are charged via the home network.

All electric vehicles currently under development will be charged either by plugging them into a standard power outlet, using a three-phase connection or by using a replaceable battery concept. The charging power is from 3 kW to 12 kW. Occasionally, there are also approaches for fast charging via DC voltage with up to 30 kW. However, the required chargers are very expensive, so that use in private households at the present time seems unlikely.

Document US 7 373 222 B1 describes a method for performing a decentralized load management in a system in which a number of load provided in connection with the system. The loads are assigned to classes. Furthermore, interconnected control units are provided in a network, which are assigned to the loads. These work together to decide which loads of energy to allocate. For this, priorities can be assigned to the loads. To query the control units, a main or master control unit is provided.

A charging and discharging strategy that looks at both different objectives, such as energy prices, charging speed, network load, battery status, frequency of use and C0 ₂ emissions, does not exist. This prevents the vehicle owner from being able to carry out a charging and discharging of the vehicle battery proceeding according to his ideas. The charging strategy is determined by the connection of the electric vehicle to the power grid by the driver, who is neither informed about the state of charge of the power grid nor can determine the cost of its charge via flexible tariffs.

However, this is no longer sufficient in the future. Based on the scenarios for the distribution of electric vehicles, these are preferably located in residential areas, which have a power supply in a sheltered garage and are within commuting distance to the workplaces.

Disclosure of the invention

Against this background, a method for operating a local energy network with the features of claim 1 and an arrangement for carrying out the method according to claim 8 are presented. Embodiments result from the dependent claims and the description.

With the presented method and the described arrangement, a load manager in a local power grid can be realized, by which the mentioned problems can be remedied and further functions can be realized. This load manager is integrated, for example, in a control unit and allows communication with the users, an internal exchange of the connected devices with each other and communication with other buildings or energy networks. Thus, an arrangement for load and feed management is presented, in particular in connection with electric vehicles for automatically controlling the charging and discharging of vehicle batteries taking into account freely selectable target parameters, such as costs, C0 ₂ emissions, charging speed, network utilization , Battery status, frequency of use, is appropriate.

This is done at given physical limits, e.g. Voltage, frequency of the vehicle, while preventing overloading of the building connection or house connection achieved. It should be noted that the combination of factors, namely steadily rising energy costs, substitution of primary energy consumption by electricity consumers (e-vehicles or heat pumps), especially in the private household, and the introduction of digital meters by legislators, load management in the household, which both acts in-house as well as adjusts the loads across the different buildings. Only in this way can a significant contribution to energy efficiency but also an economic use for network operators and end customers arise from the operation of electric vehicles. The presented load manager for electric vehicles avoids overloading the building connection technology and optimizes the costs of purchasing electricity according to the price signals in the power grid. In addition, the load manager enables participation in the balancing energy market, which, on the one hand, opens up income potential for the owner of the vehicle and, on the other hand, makes grid expansion unavoidable for the grid operator.

In addition, a qualitative improvement of the supply network is made possible by the entry of electric vehicles into the market. It should be noted that local power bottlenecks can also be compensated locally to avoid black outs in the building. The load management approach proposed here solves the requirement of communication both in the supply network and in the building and ensures easy operability for the end user. With the described method and the presented arrangement for carrying out the method, at least in some of the embodiments, the following objects can be achieved: avoidance of the overload of the house connection by the entry of electrical

Vehicles in the building infrastructure,

- avoidance of electricity network expansion due to the entry of electric vehicles into the market,

- minimizing the energy costs of charging electric vehicles,

- support the sale of battery storage capacity on the market, - rewarded optimization of network quality,

- Realization of an emergency power function for the building based on the vehicle battery (optional), - Immediate visualization of the energy consumption, namely time course and total, via suitable display devices, such as computers and smartphones, transmission by LAN, Powerline etc.

Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Brief description of the drawings

Figure 1 shows a load exceeded in a house connection. Figure 2 illustrates the expansion needs in residential areas. FIG. 3 shows a positioning of a load manager at an interface between building and service provider.

FIG. 4 shows an embodiment of the described arrangement.

Embodiments of the invention

The invention is schematically illustrated by means of embodiments in the drawings and will be described in detail below with reference to the drawings.

FIG. 1 shows a load overshoot in a house connection. In the illustration, the electrical power in kW is plotted on an ordinate 10. At 30 kW, a threshold 12 is plotted, over which an overload range 14 of the house connection is located. In the illustration, the performance requirements and thus the energy requirements of the consumers in the house, which in this case represents the local energy grid, are outlined for 2010. Here, a first block 16 shows the power requirements of household appliances and a second block 18, the requirements for heating and air conditioning. The illustration shows that the overall power requirements in the house are below threshold 12.

A corresponding breakdown of the energy requirements is also plotted for the year 2025. Neither is shown a first block 20 for the requirements of household appliances and a second block 22 for heating and air conditioning. In addition, there is now a third block 24 for electromobility and thus for one or more electric vehicles whose energy storage or batteries are to be charged via the local network. Figure 1 illustrates that it comes to a load exceedance and thus the home security is triggered.

The following scenarios clarify this with reference to FIG.

According to a first scenario, the electric vehicle is plugged into the house connection after the daily drive to work in the evening. The charge begins spontaneous. At the same time in the evening other loads in the household on the network, such as stove, television, washing machine, heat pump, etc., connected Due to the simultaneous energy demand of all loads it comes very quickly to overload the normal home connection, which is usually secured with a 30kW main fuse is. As a result, the main fuse disconnects the building from the grid.

According to a second scenario, the simultaneity of the returning vehicles is high. The parallel loads are also high. This creates a significant load peak, since there is no means to shift these loads, especially the electric vehicles, in time or even to use as storage or network stabilization element. The consequences are excessive network expansion, excessive power peaks and thus expensive reserve capacity, which must be maintained.

FIG. 2 shows in a graph a simulation of a highly developed network with high reserves. An abscissa 30 indicates a simultaneity factor and an ordinate 32 a vehicle penetration per household in%. In the graph, gradients of transformation services are entered in kVA. The illustration clarifies the expansion requirements determined by simultaneity and proportion of electric vehicles in residential areas.

The simulation shows that due to a fairly high simultaneity factor even in residential areas, expansion measures become necessary very quickly if intelligent load management is not used. Utilities are already considering supporting private solar systems with low-voltage network converters purely for these quality considerations.

The presented intelligent arrangement for load and feed management, which is provided in particular in connection with the charging of electric vehicles in a house connection, solves the problem illustrated.

FIG. 3 illustrates the positioning of a load manager at the interface between the building and the service provider. The figure provides utility or Service provider 40 a building 42 opposite, between the utility 40 and building 42, an interface 44 is provided.

On the provider side 40, three blocks are schematically illustrated, namely a first block 46 for a distributed energy supplier and a virtual network, a second block 48 for service providers for electricity sales and electric vehicles and a third block 50 for suppliers, Tariffs and price signals. The three blocks 46, 48 and 50 are interconnected via web services 52.

The interface 44 is realized in this case via an IP connection 60. The communication can take place, for example, via a power line or via a DSL line.

In the building 42, the local power grid 70 is provided. This comprises an arrangement 72 for operating the power grid 70, which is also referred to as a load manager, a first terminal 74 for an electric vehicle 76, a second connection 78 for heating and air conditioning and a third connection 80 for stove and other household appliances.

In the building 42 are also a digital power meter (smart meter) 84, a unit 86 for a data gateway and a laptop 88 and a mobile device 90, for example. A mobile phone, for visualization to inform the user or occupant of the building 42 provided. These devices can also be used to enter user instructions.

The communication takes place, for example, via the power line 94 by means of so-called powerline communication and, in particular outside the building, by means of IP via DSL or IP via Powerline.

FIG. 3 shows the networking of the load manager 72 at the interface 44 between the building 42 and the service providers 40. In this case, communication via powerline and IP is completely sufficient. The load manager 72 itself is to be installed with minimal effort, since it can either detect the total load of the building 42 via the digital current measuring device 84 or, alternatively, this is determined by induction clamps on the house connection itself. The connection of the consumer takes place, for example, at the terminals 74, 78 and 80 of the consumer itself, for example via communication-capable sockets, and / or via a fuse box, sit in the controllable fuses. For the function of the load manager 72, the switching of the large loads is sufficient to prevent the so-called "black out" of the house and to ensure the desired comfort function of the cost-effective vehicle charging and provision of storage energy from the vehicle 76 (inverse). business). Typically, load manager 72 includes a first unit for sensing a power request of each consumer and a second unit for allocating the available power to the consumer

Consumers depending on a maximum utilization of the power grid 70.

Alignment with the end user via desired charging scenarios may include, for example, immediate charging of the vehicle, prioritization of the consumers (e.g., heat pump Prio 3), and may be either via mobile phone 90,

Laptop 88 or display done. In this case, data-secure communication scenarios are expediently used, which in further expansion stages also support the sale of control energy via third-party providers or the automated trading of third-party electricity providers, such as, for example, decentralized energy suppliers.

FIG. 4 shows an embodiment of the described arrangement 100 in a schematic representation. This arrangement 100, which is also referred to as a load manager and integrated in a central controller, includes a powerline interface 102 which receives and transmits data (IP) via powerline 104. Furthermore, an integrated circuit arrangement 106, usually an electronic processing unit, interfaces 108 for devices and building control systems (GLT) and an interface 1 10 for LAN (local area network) and an interface 1 12 for WAN (wide area network) are provided ,

The integrated circuit arrangement 106 enables a multi-channel measurement of active and apparent power using current measuring coils, which can be attached to existing installation lines without galvanic contact. The current and power measurement is typically on multi-phase house connection and in addition to several safety circuits for the individual recording of circuits and consumers.

The current sensing coils may be implemented in a hinged design, also referred to as a so-called split-core, to allow easy retrofitting in an existing installation without wiring changes. The power and energy consumption data can also be transmitted via the existing data interfaces for visualization, almost in real time, to other display devices.

0

A common 1- or 3-phase mains connection serves both to supply the arrangement 100 or the load manager and to measure the voltage level and phase position of the supply lines and also to the network connection via the powerline communication.

5

The load manager 100 has a low self-consumption and can therefore be carried out in a protected against installation dirt closed housing. The housing can be easily installed in existing distribution cabinets or directly on the wall by DIN rail mounting. The load manager 100 has both built-in interfaces 108 for coupling to existing building automation, such as ZigBee, LON, RS485, etc., and optionally via a mobile radio interface for alternative connection to the Internet, if none DSL or similar access is available near the installation site. Outwardly wired radio signal antenna ports 5 also permit operation in shielded metal distribution boxes.

The integrated Powerline communication unit (PLC) couples the data signals to all 3 phases of the supply network. In this way, terminals and other communication devices can be reached independently of their phase membership. The PLC unit is designed with a transmission rate of at least 85 Mbit / s, so that it can serve as an access point for broadband data transfer away from the load management. The PLC communication also offers the advantage that in the case of an onboard charging unit installed in the electric vehicle without special plug-in connections, it is possible to communicate with the charging unit via a standard 5-pin power cable.

The load manager 100 may also provide the electric vehicle with data from the Internet for a range management, such as route data, traffic forecasting, weather forecasts, etc.

The consumer switching devices, which are also referred to as terminal nodes, can be used as a combination of socket, plug, switching unit, powerline

Communication module, radio communication module (eg ZigBee) and power / energy measurement module are executed. Furthermore, additional functions, such as, for example, a temperature measurement for heating control, or a brightness measurement for light control, can additionally be integrated into the end node and can be additionally integrated via the already existing communication channels (PLC, PLC).

Radio).

Claims

A method of operating a local power grid (70) that has a limited grid load and in which multiple loads may be connected via a power grid (94), each appliance consuming a power request and arbitrating in response to a maximum utilization of the power grid (70) the available energy is supplied to the consumers, the allocation being carried out with an arrangement (72, 100) which at the same time enables communication.

The method of claim 1, wherein the allocation is performed based on a priority.

The method of claim 1 or 2, wherein an electric vehicle (76) is connected to a battery as a consumer.

Method according to one of claims 1 to 3, wherein the communication with a user is performed.

Method according to one of claims 1 to 4, wherein the communication with a different energy network is performed.

Method according to one of claims 1 to 5, wherein a consumer is allocated less energy than corresponds to the corresponding energy requirement.

Method according to one of Claims 1 to 6, in which the communication takes place via a power network or power line (94, 104).

8. Arrangement for operating a local power grid (70), which has a limited network utilization and in which several consumers have a Power network (94) can be connected, in particular for carrying out a method according to one of claims 1 to 7, which is adapted to detect an energy demand of each consumer and the available energy to the consumers in response to a maximum utilization of the power grid (70 ), wherein the arrangement (72, 100) is adapted to enable a communication.

Arrangement according to claim 8, which is adapted to enable communication in the power grid (70) and / or with at least one other power grid.

10. Arrangement according to claim 8 or 9, which is adapted to provide a connected electric vehicle (76) data from the Internet for a range management.