EP2704918A2 - Procédé pour détecter un milieu de volume déterminable et transférable d'une première unité à une deuxième unité - Google Patents

Procédé pour détecter un milieu de volume déterminable et transférable d'une première unité à une deuxième unité

Info

Publication number
EP2704918A2
EP2704918A2 EP12721458.3A EP12721458A EP2704918A2 EP 2704918 A2 EP2704918 A2 EP 2704918A2 EP 12721458 A EP12721458 A EP 12721458A EP 2704918 A2 EP2704918 A2 EP 2704918A2
Authority
EP
European Patent Office
Prior art keywords
unit
medium
entity
authorization
electricity
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Withdrawn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
EP12721458.3A
Other languages
German (de)
English (en)
Inventor
Thomas WOLLINGER
Matthias Küster
Ralf Montino
Bernd Burchard
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.)
Burchard Bernd
Montino Ralf
Original Assignee
Elmos Semiconductor SE
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 Elmos Semiconductor SE filed Critical Elmos Semiconductor SE
Priority to EP16175548.3A priority Critical patent/EP3093184A1/fr
Priority to EP12721458.3A priority patent/EP2704918A2/fr
Publication of EP2704918A2 publication Critical patent/EP2704918A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • 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
    • B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/70—Interactions with external data bases, e.g. traffic centres
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/10—Driver interactions by alarm
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • 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
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the invention relates to a method for detecting a quantifiable medium transferable from a first unit to a second unit, e.g. for detecting commercial power supply data for operation e.g. an electrically driven vehicle or a (in particular mobile) electrically operated device.
  • WO-A-2010/074644 discloses a method of detecting a quantifiable medium transferable from a first unit to a second unit, namely electrical energy, e.g. for detecting commercial power supply data for the operation of, for example, an electric powered vehicle or a (particularly mobile) other electrically powered device.
  • electrical energy e.g. for detecting commercial power supply data for the operation of, for example, an electric powered vehicle or a (particularly mobile) other electrically powered device.
  • both the energy supplier side and the energy receiver side the transferred amount of energy is detected. If the two values deviate from each other by more than a predefinable minimum value, the transfer process is aborted.
  • a problem here is the availability of a suitable filling station network
  • the system should be able to detect safety-critical errors.
  • the invention has as its object to make a transfer process of the aforementioned kind safely.
  • the above five requirements should be met.
  • the key issue here is certain characteristics that the vehicle should fulfill.
  • the invention proposes a method for detecting a quantitatively determinable medium which can be transferred from a first unit to a second unit, with the following steps, wherein the subsequent sequence of steps is not mandatory, Selecting a supplier of the medium to be transferred, in particular at the first unit (by, for example, a fixed terminal) or away from it (eg by a mobile terminal),
  • the person identifies himself to the electricity supplier as a contract customer or as a person who has a credit balance, for example on the basis of an advance payment (prepaid card), with the electricity supplier or an institution in connection with it.
  • prepaid card advance payment
  • the medium supplier Prior to the actual transfer process of the medium, the medium supplier is selected, namely at the location of the first unit by terminals present there, such as terminals, or by fixed or mobile terminals arranged remotely from the location of the first unit (for example in the second unit).
  • the entity paying the transferred amount of media can decide freely about the supplier and, for example, is not bound to any contracts or the like. Tied bonds between the charging station operator, network operator or supplier. Also plays for the payment, the second unit (for example, the vehicle) does not matter.
  • the first unit is a medium producer and / or a medium supplier and / or a medium transmitter or is associated with at least one of them or belongs to at least one of these and that the second entity is an entity processing the amount of medium (eg natural or legal person) or that the second entity is or is associated with at least one of the medium creator and / or medium supplier and / or medium transmitter; belongs to at least one of them and that the first entity is an entity that processes the amount of medium or a stored amount of medium (eg natural or legal person).
  • the classic case is that the medium comes from the producer or supplier and that the second entity is a customer.
  • the case of the electricity supplier and the customer may be mentioned, but it may also be the other way round, that the producer or supplier from the customer medium, which he has previously delivered to this would like to know backtransfered.
  • the invention provided identification and authorization by an entity standing outside the two entities (natural or legal person),
  • the invention is also suitably an adjustment of a delivered quantity a medium, in particular an energy carrier, provided with the amount of received medium.
  • both units namely the power supplying unit and the power receiving unit, each have a measuring and detecting device.
  • different actions can then be initiated. For example, the transfer process may be aborted. or an error message can be output, whereupon an appropriate troubleshooting can be carried out (eg checking of contacts o.dgi, electrical connections for proper functioning),
  • the invention it would be possible to detect, for example, the smallest deviations of the detected received quantity of medium from the respectively delivered quantities of medium. If charging for the acquisition period has always been from the same first unit or units of one and the same operator (one and the same or different second units), it would be possible to accumulate smallest deviations in the charges until a minimum value is exceeded, if necessary then lead to the termination of the currently performed charging process. Such a scenario with accumulation of smallest deviations per charge could also occur between a plurality of first units distributed locally, or several groups of first and second units operated per group and group-to-group different companies.
  • the accumulation of potential smallest Deviations may therefore occur between each of a plurality of first units and each of a plurality of second units or a plurality of groups of second units.
  • the latter case may be of interest to vehicle fleet management where the vehicles receive electrical power from a company operating multiple first units.
  • the measurement or detection units are expediently checked and calibrated on a regular basis (for the invention, however, it is not necessary for one of the two units to be calibrated, for example). Since, therefore, calibrated measuring and detection units need not be assumed, the two-sided measurement proposed according to the invention has, in addition to the undoubtedly necessary benefit of safety, the decisive advantage that the two units or their responsible persons are aware of the quantity of delivered delivered medium some and therefore no hindsight Dispute over the delivered quantity can arise.
  • the transfer of the medium from the first unit to the second unit is interrupted as soon as the quantities detected during the transfer process differ from one another by more than one predefinable difference value.
  • a warning o.dgi. Information regarding the intended termination of the transfer to the second unit or an entity responsible for the second unit (e.g., owner of an electric vehicle).
  • the unit receiving the medium or its responsible entity continues to run the process despite a detected, reported deviation and, if appropriate, also confirms this.
  • the medium is, in particular, an energy source, such as e.g. Electricity, gas or water.
  • the medium is electrical current
  • the first unit is stationary and the second unit is mobile and that the second unit is an electrically rechargeable vehicle or a person carried, electrically operated and in particular also electrically rechargeable equipment such as for example, a computer, a telephone or other mobile terminal.
  • both the first unit and the second unit each have a particular has maintained and adjusted measuring and detecting device for the delivered or received amount of medium.
  • the expression of the invention can be, for example, as follows:
  • vehicle having an energy storage device for electrical energy and a charging unit and a measuring device for electrical charging energy, wherein the charging of the electrical energy storage device by an encrypted seltes signal via an encrypted data line from an external
  • Computer can be started or stopped or controlled by means of a coded command or a coded command sequence, and wherein a process that leads to the start of the charging at a basically arbitrary time of the process a personalized authorization - especially PIN input - to a particular by a SIM Card requires personalized handset and this identification is used to carry out the charging process associated power supply contract.
  • Vehicle with an energy store for electrical energy and a charging unit and a measuring device for electrical charging energy, wherein the measured values detected by the measuring device can be compared during charging with the measured bets of a similar device of the current collection point and that the control computer of the vehicle for charging this Can make comparison.
  • FIG. 2 shows an exemplary configuration using a charging station
  • Handset in the way that the power customer inputs via an input means, such as the keyboard, a key combination (PIN). This one comes with the key compared to the SIM card. This will put the handset in an authorized state.
  • PIN key combination
  • This person identification can now be used to organize the electricity supply contract.
  • This link is a first essential feature of the invention.
  • an encrypted connection between the handset and the car is first established. This can be done on a physical level, for example by a Bluetooth connection 29, which is additionally encrypted.
  • the car can display the readiness to initiate the charging process via its own display or via a display on the cordless handset 22. It would be particularly advantageous if the sampling point is designed intelligently. But this is not a mandatory requirement.
  • the said control computer 14 of the car via its own first interface and the associated data connection 15 - typically a radio link - and an interface 16 of the removal story contact with a computer 18 of the electricity network provider and via this with a public Record communication network 31.
  • the computer 18 may be located in the immediate vicinity of the sampling stall, but need not. It can also be a computer verbund act, in which a part as the central computer of the Stomnetzbetreibers located in a very different place.
  • the control computer 14 of the car is now a connection to the handset 22 ago and asks the user interface to the permission to prepare for the charging of the handset owner.
  • the power customer (handset owner) acknowledges this. If necessary, the PIN stored in the SIM card is queried again or a second independent PIN. This re-identification is actually no longer necessary if it is ensured that the Mobiiteil can not operate without PIN authorization and if it is accepted and contractually required that the handset is always under supervision after authorization.
  • the identification unit can also be permanently installed in the vehicle. Depending on the needs, an additional identification of the user is then necessary or, for example, in the fleet mode, also not.
  • the car After this acknowledgment via the protected data connection 29, the car establishes an encrypted data connection to the central computer 25 of a first authorization point - typically the telecommunications provider or - (network) operator - via the mobile part or another available encrypted data line. This is necessary because authentication must be verified by the contracting parties of the electricity customer.
  • This encrypted connection is easiest across the chain
  • the central computer of the telecommunication service provider and the mobile unit check with the aid of at least one random message (which are secured by means of predefined, mobile-specific keys and are returned by the telecommunication provider to the mobile unit and from this again after decoding and return and the reverse procedure, where the handset encrypts a random message, sends it to the telecommunications provider and decrypts it, re-encrypts and returns it again), whether the respective partner is an approved partner. This authorizes the telecommunications service provider to the handset owner.
  • control computer 14 of the car transmits a predefined encrypted start signal which is only for the correct, i. authorized telecommunication provider is legible.
  • the telecommunication provider uses the established encrypted connection to the handset and acknowledges the beginning of the contract negotiation procedure. Typically, the handset owner may be given the opportunity to cancel the procedure appropriately. This secured receipt avoids accidental contracting.
  • the central computer 25 of the telecommunications provider now produces an encrypted connection to the central computer 20 of at least one electricity supplier.
  • this might be an electricity supplier pre-selected by the handset owner. But it is also possible to contact several electricity suppliers. In this case, these requirements requirements of the vehicle can be transmitted. If multiple electricity suppliers are available for selection, the telephone network operator may return a list of potential suppliers and tariffs with projected costs to the handset for decision by the handset owner. If this has decided or is clear which electricity supplier to choose, the central computer of the electricity supplier 20 via an encrypted communication channel - for example via the public telecommunications network 31 - a contact to the central computer of the power grid operator 19 ago.
  • the handset owner is asked about the existing encrypted communication chain and his handset to Identtfikationsmerkmale (eg meter number, electricity network operator, street, house number, name of the Ent Seastellenbesitzers, possibly electricity supplier of Ent Seastellenbesitzers etc. on the handset or vehicle).
  • This communication is again encrypted like the entire communication that takes place in this connection. Not all information will be required here.
  • Useful but not necessary here is an inexpensive bar code marking the sampling point, which can be read for example via a reader or a camera on the handset 22.
  • the central computer of the electricity network operator 19 informs the owner of the power grid connection 12. This again takes place via an encrypted connection.
  • this owner should have an electricity meter 9,10, with which, for example, his power consumption compared to its electricity supplier 20 is billed.
  • a problem is that at the connection of the sampling point 7,8 more consumers 27, for example, the power supply for a detached house can be connected. The control of the current via a separate controller 11 therefore eliminates the presence of additional consumers 27 in these cases.
  • the removal owner of the owner receives via a suitable device - eg his mobile phone 26 - the possibility to allow the current drain.
  • the electricity take the electrical connection 3,4,7,8 is prevented at this time by the charging device 2 in the car.
  • This approval can, for example, via a web portal, an SMS or by email or other signaling device via a turn encrypted communication channel.
  • Charge approval may also have been contractually agreed in advance for certain SIM cards by owners of the mobile part 22.
  • the computers 14, 25, 18, 19, 20 of the supply chain may still exchange technical data (eg voltages) , Maximum currents, incompatibilities, etc.). If the final tariff selection has not yet been made, the handset owner must be requested via his handset 22 for tariff selection at this point at the latest.
  • the institutional contracting parties exchange encrypted communication channels with each other for certification purposes, as exemplified above for Mobiltei! and telecommunications providers described. This ensures that only such agencies as telecommunications providers, electricity providers, etc., who are actually authorized to do so, can act. Only then is it ensured that only an authorized authorization point can start the loading process.
  • one of the contractual partners preferably the authorizing telecommunications network operator, authorizes the charging process to all contractual partners by means of a corresponding cryptographed final start signal.
  • the contract is concluded.
  • This signal can be recorded by the contract partners. It therefore makes sense to protect it regardless of the encryption with an electronic watermark.
  • the Handset owner obtains at least one acknowledgment over said encrypted communication chain.
  • the control computer in the car 14 verifies the free code. Which code allows enabling the charging process, the control computer 14 of the car for the purpose of the central computer of the authorizing contractor - typically the telecommunications provider 25 - over the protected Kirunikationskanai - unreadable for the handset owner - have transmitted at the beginning of the process.
  • the control computer 14 receives in the car from the authorizing contracting party - typically from the central computer of the telecommunications network operator 25 - an authorization key which the control computer 14 verifies in the car at a central authorization part 32 - typically at the automobile manufacturer - via a protected, encrypted communication channel. This sends to the control computer 14 in the car, the activation signal, this, as already mentioned above, then passes on to the telecommunications network operator.
  • the charging electronics 14,2 switches the charging process free.
  • the measuring device 6, 5, 13 detects the transmitted amount of energy and transmits it via said communication channel to the authorizing contract partner, preferably the central computer of the telecommunication provider 25. This transmits the amount of energy to the central computer 20 of the electricity provider, who then creates the bill. Typically, this bill is sent to the telecommunications provider, who in turn passes this on to the handset owner.
  • the central computer of the Strom netzbetrelbers 19 receives this information and deducts the supplied amount of electricity from the amount of electricity in the next utility bill of the removal point owner 26. If necessary, the exit point operator can be credited with a remuneration for the service. This makes it possible to use any network connections for the charge of any car.
  • the removal point is provided with the possibility to measure the amount of energy delivered during the charging process 9,10,17 and to feed this information into the information chain.
  • errors can be detected. These can either be due to a malfunction of the measuring instruments or a defect in the electrical connection by z. B. indicate leakage currents.
  • the delivery data reported by the Compared with contractors in the supply chain. If, for a predetermined period of time, the deviation of the two measured values exceeds a still permissible maximum value, this typically represents a fault.
  • the power connection and hence the charging process can be interrupted, which is typically caused by a control command from an authorized contractor to the Control computer 14 of the car or an optional, equivalent unit 11 takes place in the sampling point.
  • the interruption can thus be done both in the car and at the sampling point by appropriate means 11,2.
  • the authorized contractor sends a corresponding message via the encrypted information channel to the participants. If a simultaneous temperature monitoring of the electrical connection takes place, it can be determined whether the cause was a safety-relevant leakage current. This may possibly lead to a fire.
  • This double measurement has the further advantage that it makes it possible to check both measuring devices for their functionality. Unless the
  • Deviations at a sampling point were repeatedly too large, it is likely that the measuring device is defective or at least must be recalibrated.
  • both facilities are each provided with a Kaiibrier owned 13,17. These each have a non-manipulatable memory area for the calibration data. This storage area is only accessible to special maintenance personnel.
  • the described infrastructure can be used to load defined amounts of electricity at a special sampling record of a special authorized site owner - eg TÜV etc- with additional calibration permission from the driver and to compare the determined values of the measuring system.
  • the manageable frequency of the exhaust gas may be predetermined by the vehicle at the factory, but may also be required by contractual partners.
  • sampling points can be done by using a now mobile reference system.
  • the measuring instruments 9, 10, 17 are compared with the sampling point (electricity tank station).
  • the current can preferably be measured without a shunt resistor, for example when the magnetic field of the charging current is evaluated for the measurement.
  • the current measurement itself should therefore meaningfully be carried out without relevant energy loss.
  • Particularly suitable for this purpose are measuring devices which evaluate the magnetic field, while the classical (shunt-based) systems presuppose a voltage drop and thus energy consumption by the measurement itself.
  • the system is also suitable for "plug-less" (inductive) charging. Bridging the charging control unit and / or replacing the energy storage unit in the car is prevented or detected by protective measures. Other manipulations on the measuring devices 6, 5, 13, the charging control computer 14, the charge control 2 and the data channel from the control computer 14 should be prevented by suitable measures such as casting, encrypting, locking the access, etc.
  • the current measuring device 6 should be protected from interference fields, for example by a magnetic shielding EMC. Since the measuring device 6, 5, 13, the charge control computer 14, the charge control 2 and the data channel can be assumed to be safe from the control computer 14 out of the car, you are also suitable for recording tax. relevant in the case of taxation of the energy required for electromobility.
  • An energy storage device 1 preferably in a vehicle, is connected to a charge control unit 2, which is charged via the lines 4, 3 during the charging process.
  • a charge control unit 2 which is charged via the lines 4, 3 during the charging process.
  • the electrical power fed in via the plug or connectors 4, 3 is monitored via a voltage meter 5 and a spark-free current sensor 6.
  • the transfer point 4,3 can also be designed contactless (inductive charging).
  • the current sensor does not measure the voltage drop at a shunt resistor, but detects it indirectly and thus without additional power loss, for example via the stray magnetic field of the conductor.
  • sensors may e.g. Hall sensors and / or AMR sensors.
  • the two sensors 5, 6 transmit the detected values to an evaluation and calibration unit 13, which typically corrects the detected values with a calibration function previously determined off-line in a calibration process.
  • the power values recorded in this way can then be transmitted from the vehicle to the computer via a computer with an interface 14, for example via a radio link 15 or a cable connection and a receiver in the power tank station 16.
  • In the power tank parts is a corresponding device for detecting the amount of energy delivered consisting of the sensors 9,10 and the associated calibration unit 17.
  • the computer system tem 18 of the electricity tank Stelie controlled via a control unit 11, the charging process from the Stromtankstelie.
  • the computer of the charging station 18 exchanges data with the computer network of the electricity provider 20 via the interface 19, which stores the data in a database 21 or extracts verification data, etc., from this database.
  • the computer system of the charging station 18 permanently compensates the values measured by the electricity tank station 9, 10, 17 with the values of the car from its measuring system 5, 6, 13.
  • both the vehicle and the charging station can send the corresponding readings via secure data channels to the computer system of the electricity provider 20, 21, with the vehicle possibly being able to use the infrastructure connection of the filling station. It also constantly compares the values measured by the two parties.
  • the refueling process is carried out in such a way that the electrical connection between the car and the electric fuel tank is first established without electric energy being already made available. Then the data connection between charging station and car is made. These two steps can also be done in reverse order.
  • the car identifies itself at the charging station.
  • the identification can also be supported by cryptographic protocols.
  • the authenticity of the partners involved (at least vehicle and gas station, but also possibly the electricity supplier), as well as secure communication for billing purposes, is secured by cryptographic primitives. If necessary, both exchange technical conformity data in order to obtain a technically rich charging assured !! If the test is positive on both sides, the process continues. Otherwise, an error message is generated in the respective device and transmitted to the other device. The process is aborted in this way, as with other abort conditions described below.
  • the contractual conformity is fixed by exchanging contract data or specifying the payment methods and the associated authentication.
  • the contract can also be made driver dependent, e.g. a SIM card 22 is evaluated, which is for example wired or wirelessly connected to the computer 14.
  • the electricity provider is a mobile radio operator who evaluates the SIM card of a mobile telephone connected to the vehicle for identification and / or for payment.
  • the determining party can stop the refueling process with an error message and inform the other two parties.
  • the three parties involved are therefore at least one car, the charging station and the electricity supplier. Through the process, all three have at all times the amount of energy absorbed by the car and delivered by the charging station.
  • the electricity supplier withdraws, if he fixes the discrepancy, in this case the electricity charging station e for this refueling operation the permission to offset amounts of electricity.
  • the car immediately aborts the refueling process in case of deviations and stores the process in a memory area of the computer system 14 that can not be manipulated by the user.
  • This storage area is read-only by maintenance personnel.
  • the electricity charging station If the electricity charging station detects a discrepancy, it acts in the same way.
  • the described infrastructure can be used for the adjustment of the measuring device in the vehicle by specially authorized partners (eg TüV), if necessary after release by the driver, supplying a defined amount of electricity and the already described measuring system in the vehicle then adapts the used adjustment values to it ,
  • the required frequency of this adjustment process can be determined from the number of above Abbruchvor ⁇ gears itself the vehicle.
  • the adjustment of charging stations can be done by using a now mobile reference system.
  • a defined amount of electricity can also be supplied and the electricity tank parts adjust their adjustment values, so that the measurements match the amounts of electricity specified by the reference system.
  • the necessary frequency of the adjustment process can be determined from the occurred demolition processes again.
  • the communication of each partner is securely encrypted and authorized. At least for the described equalization steps, an additional release for carrying out the adjustment can take place via a separate channel.
  • the invention offers maximum flexibility in terms of the selection of the (contract) partners or institutions involved in the process described above and the contractual conditions (in particular electricity tariffs). For example, a car rental driver can purchase electricity from "his" electricity supplier at any electricity charging station. The billing is done according to the invention independently eg from the vehicle, the charging station and the electricity supplier.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Analysing Materials By The Use Of Radiation (AREA)
  • Manufacturing Of Magnetic Record Carriers (AREA)

Abstract

L'invention concerne un procédé pour détecter un milieu de volume déterminable et transférable d'une première unité à une deuxième unité, comprenant les étapes consistant à : détecter en continu le volume de milieu transféré de la première unité à la deuxième unité, détecter en continu le volume de milieu que la deuxième unité a reçu de la première unité, comparer en continu les deux volumes détectés, et évaluer le résultat actuel de cette comparaison. Ce procédé peut fonctionner de manière bidirectionnelle.
EP12721458.3A 2011-05-04 2012-05-04 Procédé pour détecter un milieu de volume déterminable et transférable d'une première unité à une deuxième unité Withdrawn EP2704918A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP16175548.3A EP3093184A1 (fr) 2011-05-04 2012-05-04 Procede de detection d'un milieu pouvant etre determine en fonction de la quantite et transferable a partir d'une premiere unite vers une seconde unite
EP12721458.3A EP2704918A2 (fr) 2011-05-04 2012-05-04 Procédé pour détecter un milieu de volume déterminable et transférable d'une première unité à une deuxième unité

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP11164800 2011-05-04
EP11181806 2011-09-19
EP12721458.3A EP2704918A2 (fr) 2011-05-04 2012-05-04 Procédé pour détecter un milieu de volume déterminable et transférable d'une première unité à une deuxième unité
PCT/EP2012/058265 WO2012150341A2 (fr) 2011-05-04 2012-05-04 Procédé pour détecter un milieu de volume déterminable et transférable d'une première unité à une deuxième unité

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP16175548.3A Division EP3093184A1 (fr) 2011-05-04 2012-05-04 Procede de detection d'un milieu pouvant etre determine en fonction de la quantite et transferable a partir d'une premiere unite vers une seconde unite

Publications (1)

Publication Number Publication Date
EP2704918A2 true EP2704918A2 (fr) 2014-03-12

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EP12721458.3A Withdrawn EP2704918A2 (fr) 2011-05-04 2012-05-04 Procédé pour détecter un milieu de volume déterminable et transférable d'une première unité à une deuxième unité
EP16175548.3A Withdrawn EP3093184A1 (fr) 2011-05-04 2012-05-04 Procede de detection d'un milieu pouvant etre determine en fonction de la quantite et transferable a partir d'une premiere unite vers une seconde unite

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EP16175548.3A Withdrawn EP3093184A1 (fr) 2011-05-04 2012-05-04 Procede de detection d'un milieu pouvant etre determine en fonction de la quantite et transferable a partir d'une premiere unite vers une seconde unite

Country Status (3)

Country Link
EP (2) EP2704918A2 (fr)
DE (1) DE112012001461A5 (fr)
WO (1) WO2012150341A2 (fr)

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DE102017105014A1 (de) * 2017-03-09 2018-09-13 Elektro-Bauelemente Gmbh Ladestation und Betriebsverfahren hierfür
DE102018201672A1 (de) * 2018-02-05 2019-08-08 Audi Ag Verfahren und System zum Nachweis eines Ladevertrags eines Benutzers zum Freigeben eines Ladevorgangs zum Laden eines Elektrofahrzeugs an einer Ladeinfrastruktur
CN118790100A (zh) * 2019-02-01 2024-10-18 深圳市华芯电子科技有限公司 按耗电量计费的新能源车共享电池系统
EP3751296A1 (fr) * 2019-06-12 2020-12-16 LEM International SA Compteur cc pour station de charge de véhicule électrique
DE102020113342A1 (de) 2020-05-18 2021-11-18 Audi Aktiengesellschaft Verfahren und System zur Energiemengenverifikation eines elektrischen Ladevorgangs sowie Servereinrichtung für das System
DE102020206499A1 (de) 2020-05-26 2021-12-02 Volkswagen Aktiengesellschaft Verfahren zum Betrieb einer Ladesäule und eines Kraftfahrzeugs
DE102020003789A1 (de) 2020-06-25 2021-12-30 Gebauer Elektrotechnik GmbH & Co. KG Ladestation zum Laden von Batterien in batteriebetriebenen Elektrofahrzeugen und Verfahren zum Betreiben der Ladestation
DE102020124154A1 (de) * 2020-09-16 2022-03-17 Charge-ON GmbH Ladestation für Elektrofahrzeuge mit einer manipulationsgeschützten Bezahlvorrichtung
DE102022123999A1 (de) 2022-09-19 2024-03-21 Brusa Elektronik Ag Verfahren und Vorrichtung zum Bestimmen einer Korrektur für eine Energiemessung in einem induktiven Ladesystem
DE102023102287A1 (de) * 2023-01-31 2024-08-01 Bayerische Motoren Werke Aktiengesellschaft Ladesteuergerät, Benutzerschnittstellensteuergerät, Fahrzeug und entsprechende Verfahren und Computerprogramme

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Also Published As

Publication number Publication date
EP3093184A1 (fr) 2016-11-16
WO2012150341A3 (fr) 2013-08-15
DE112012001461A5 (de) 2014-03-27
WO2012150341A2 (fr) 2012-11-08

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