EP2735072A1 - Fourniture d'énergie électrique - Google Patents

Fourniture d'énergie électrique

Info

Publication number
EP2735072A1
EP2735072A1 EP11749794.1A EP11749794A EP2735072A1 EP 2735072 A1 EP2735072 A1 EP 2735072A1 EP 11749794 A EP11749794 A EP 11749794A EP 2735072 A1 EP2735072 A1 EP 2735072A1
Authority
EP
European Patent Office
Prior art keywords
session
electrical energy
charging
current
master
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.)
Ceased
Application number
EP11749794.1A
Other languages
German (de)
English (en)
Inventor
Kolja Eger
Alexander Kepka
Andreas Zwirlein
Georg Von Wichert
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP2735072A1 publication Critical patent/EP2735072A1/fr
Ceased 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
    • B60L53/10—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
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • B60L53/67—Controlling two or more charging stations
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • 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
    • 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]

Definitions

  • Electromobility requires an infrastructure that allows electric vehicles to be recharged from a power grid.
  • the electric vehicles are preferably connected and charged via charging stations (e.g., publicly available charging stations).
  • charging stations e.g., publicly available charging stations.
  • the object of the invention is to provide an efficient and clean for the supply network approach to charging electric vehicles.
  • a charge ⁇ process for an electric vehicle can ei ⁇ ner centralized unit, eg a charge management, a variety of sessions are managed.
  • the provided electrical energy may include, for example, a charging current for the respective session.
  • This solution has the advantage that freed or unclaimed resources can be allocated to other sessions.
  • a consumer or a charging station blocked not necessarily the whole energy provided, son ⁇ countries the excess of uncalled energy can be assigned to at least one more meeting.
  • This also has the advantage that a correction of the energies provided is possible and thus, for example, an initial planning of the electrical energies reserved for the individual sessions must have a lower accuracy due to the possibility of correction. In other words, the initial assignment of the resources can have a higher error, which can be corrected successively, for example, during the actually performed loading operations.
  • An advantage is that a given (power ⁇ or load) profile, which, for example, generated or agreed upon (for example, purchased) was adhered to and / or is used efficiently.
  • energy in particular includes or relates to: a current, a voltage, a power and / or an energy in the narrower sense.
  • the communication between the electric vehicle and the charging infrastructure may be unidirectional or bidirectional.
  • the electric vehicle can explicitly communicate its required energy or desired power consumption of the charging infrastructure. It can also be determined from the behavior of the electric vehicle or a charging station, which electrical energy the Electric vehicle is provided. In particular, it is ei ⁇ ne option that a charging current between the electric vehicle and the charging infrastructure is negotiated.
  • the one electrical Ener ⁇ energy that has not been retrieved by the session, completely or substantially completely is another meeting at least provided.
  • Another development is that a portion of the electrical energy that was not retrieved from the session is provided to the at least one other session.
  • the amount of electrical energy that is provided to the at least one other session can be reduced by a predetermined amount. This allows the meeting shortly to request up to this amount increased elekt ⁇ innovative energy and also to get (safety margin ⁇ ).
  • the electrical energy provided to the session depends on a type of session.
  • the type of session may dictate that it is a session that uses a Schuko plug and should only be supplied with a constant electrical energy.
  • the electrical energy provided can be set to be constant or nearly constant or variable.
  • At least the part of the electrical energy provided for the session, which has not been retrieved, which is a different session provided at least, if at least the part of the non Tar ⁇ called electric energy reaches a predetermined threshold or exceeds.
  • at least the part of the electrical energy which has been provided for the session and which has not been called up is made available to the at least one other session if a maximum of the unrequested part of the electrical energy determined at different times exceeds the predetermined threshold value reached or exceeded.
  • At least the portion of the electrical energy provided for the session which has not been retrieved is provided to the at least one other session for a predetermined period of time.
  • a predetermined period of time can be determined, after the expiration of a re-allocation of electrical energy.
  • One embodiment is that a load distribution for at least one session is set by a gradual allocation of electrical energy.
  • the gradual allocation of electric power may be a gradual, such as time-graded Zuwei ⁇ solution of the electrical energy to the at least one session act.
  • the progressive allocation (quasi-) can be carried continu ously ⁇ by the electric energy is gradually adapted to the course of time.
  • a peak load which could be caused by a new or changed load distribution, is effectively avoided.
  • the respective charge current is communicated to several sessions at least partially at different times.
  • An alternative embodiment is to progressively adjust the load distribution for multiple sessions by sequencing the electrical energies for the multiple sessions.
  • a next embodiment is that the stepwise allocation of the electrical energy comprises several steps, between which a predetermined period of time lies.
  • the electrical energy is further reduced or switched off, if after Ab ⁇ running the predetermined period of time, the allocated electrical energy is not set.
  • the predetermined time ⁇ duration is constant or variable.
  • the plurality of steps in such may be separated from each other by moving ⁇ che time periods or by different time durations.
  • An additional embodiment is that the Lastvertei ⁇ ment is set for several sessions by
  • La ⁇ destationen be set in a first step, for which the new charging current from the previous charging current to be reduced.
  • a second step such charging stations can then be set for which the charging current is to be increased compared to the previous charging current.
  • it is previously checked (eg measured) whether the reduced charging current has also been successfully set or achieved.
  • Another embodiment is that the sessions are set with the increased electrical energy, if a current extracted electrical energy is less than or equal to a target value for the electrical energy.
  • the provided elekt ⁇ innovative energy is a charging current for an electrical load or power consumption of the required electric load.
  • the electrical consumer is an electric vehicle.
  • the session includes a charging process for an electric vehicle.
  • a load management for a charging ⁇ system comprising, for example, several charging stations, which are for example part of a public electricity charging station.
  • a load management determines a load distribution in compliance with various conditions, which may be both economic and (network) technical. For example, network bottlenecks can be avoided and at the same time it can be ensured that, for example, a loading process is carried out efficiently and network-friendly.
  • the above object is also achieved by a device for providing electrical energy with a processing unit which is set up such that
  • the processing unit of the ⁇ art is configured such that a load distribution for at least one session by a stepwise allocation of electric power is adjustable.
  • the device is at least partially ⁇ belongs to a loading station of an electric vehicle.
  • the processing unit mentioned herein that may be embodied in particular as a processor unit and / or an at least partially solid ⁇ wired or logic circuitry, for example, is set up such that the method can be performed as described herein.
  • Said processing unit may be any type of processor or computer or computers with corresponding peripheral systems (SpeI ⁇ cher, input / output interfaces, input-output devices, etc.) or include.
  • the above explanations regarding the method apply to the device accordingly.
  • the device may be implemented in one component or distributed in several components.
  • the presented solution further comprises a Computerpro ⁇ program product, directly loadable into a memory of a digital computer, comprising program code portions which are suitable to carry out steps of the method described herein.
  • a computer-readable storage medium e.g. any memory comprising computer-executable instructions (e.g., in the form of program code) adapted for the computer to perform steps of the method described herein.
  • Fig.l is a schematic diagram for charging electric vehicles via a power grid
  • FIG. 2 is a schematic architecture of a distributed load management that the approach 'choice of a master, "he ⁇ enables or supports;
  • FIG. 3 shows an exemplary state diagram for a charging station
  • Electric vehicles 5 is a diagram showing the timing of different charging processes for three electric vehicles
  • FIG. 6 is a schematic representation for illustrating a change management for the load management.
  • FIG. 4 shows a schematic representation of an exemplary load management architecture 401 in conjunction with a (e.g., central) electric vehicle charge controller 407.
  • the charge control device 407 communicates, for example, with at least one charging station (not shown in FIG. 4), wherein at each charging station at least one electrical load is connected to an energy store, e.g. an electric vehicle, can be connected.
  • an energy store e.g. an electric vehicle
  • the load management 401 includes a load management method
  • a session preferably denotes a (charging) operation of an electric vehicle, for example, at the mentioned charging station is connected.
  • the session is also referred to here as session.
  • egg ne (functional) component of the load management 401 which may optionally be implemented in software and / or hardware on a device or on several ⁇ ren devices .
  • the individual functional components 403 to 406 in the nomenclature presented, without it being indicated in each case that this may be a function or a functional component.
  • the functional separation according to Figure 4 is a clear representation; a concrete implementation may combine several of these functiona ⁇ len blocks.
  • the components 402-406 represent functions of the load management 401, wherein the load management 401 may be implemented on at least one physical component.
  • the following messages are transmitted between the load management 401 and the load control device 407:
  • Session Management a message 413 for updating the load management parameters, the message 413 being transmitted from the parameterization 406 to the charge control device 407.
  • the session manager 403 manages the active sessions with their current state.
  • the current state of a session is determined by session control 404.
  • the session management 403 receives the power request 408 so ⁇ as the session end notification 409 from the charging control device 407 and pushes on this basis, a (re) calculation tion of the load distribution in the load management process 402.
  • the Session Management 403 may discontinue the charging ⁇ stream this session. For example, it may be agreed that a session that is loaded via a plug type "Schuko plug" should only receive a constant charging current. In that regard, the session management 403 of such a meeting also assigns a constant charging current.
  • Each session is connectivity check example of an instance of a sit-monitored 404, and receives from the Ladesteue ⁇ approximate device 407 reporting on the basis of Wegungsaktualmaschinesnach- 410 a current status.
  • 404 unused, e.g. freed-up or freed-up resources are (re) used (reassigned).
  • an actual current is passed to the load management 401 via the session update message 410.
  • the parameter I IS can be determined whether the electric energy ⁇ prepared for an electric vehicle is also retrieved from this electric vehicle (or the charging station for this electric vehicle). If not all the electrical energy provided is retrieved, the remainder can be distributed to other charging stations. Thus, it is possible to use untapped resources efficiently and promptly and to increase thus ⁇ with the efficiency of loading operations.
  • the current measured current value of a session can be transmitted from the charging station to the charging control device 407 and from there to the load management 401.
  • the charging station adjusts the current with the the electric vehicle to be loaded or the electric vehicle tells a charging current, which must not be exceeded ⁇ th.
  • This current can be limited by the charge control device 407.
  • the current current provided to the charging station can thus be specified by the charging control device 407 explicitly to the load management 401 in absolute values and / or in the form of changes, for example in units of 0.5A.
  • the measured maximum of the charging current (or alternatively a derived therefrom value, for example 110% of the maximum of the measured charging current) is as further Be ⁇ limitation for the session used. Then, a new load distribution is determined, in which the freely usable An ⁇ part of the charging current jA _ -j- TARGE _ -j-IST can be made available to other meetings.
  • the charging current I IS can correspond to the maximum of the charging current measured over a predetermined number of time intervals.
  • the charging current I IS can contain a safety margin: For example, the charging current I IS can amount to 110% of the maximum measured charging current. This could be compensated for a slight variation of the attached ⁇ demanded charging current without the need for a new load distribution of resources (ie the current) would be necessary for the meetings.
  • the frequency of redistribution can, for example, be limited to a (predetermined) level by means of a ⁇ Pa rameters ⁇ ⁇ :
  • the loading can limitation of the charging current after a predetermined time period are canceled. Then, the maximum of the charging current can be redetermined and possibly another charge current this
  • the predetermined time period may ⁇ for example by means of a parameter indicating when a renewed determination of the charging current is obtained, are indicated.
  • FIG. 5 shows three sessions 501 to 503, wherein each session relates, for example, to a charging process for an electric vehicle.
  • Per session 501 to 503 are shown:
  • an actual charging current 506, 509 and 512 In each case, an actual charging current 506, 509 and 512. In the example shown, a total charge current of 100A is available, which should be properly divided between sessions 501 to 503.
  • the maximum charging current 504, 507 and 510 is 501 to 503 for all sessions 80A.
  • the requested charging current from the Sit ⁇ wetting 503 511 is reduced from 80A to 50A to a time 513 to a time 514 of the requested charge current 511 is increased again from 50A to 80A.
  • the neutral charging current 512 follows the requested charging current 511 by way of example.
  • Session 502 requests a charge current 508 of 50A at time 513 and a charge current 508 of 20A at time 514. This change continues over times 515-520. At the time 521 of the requested charge current ⁇ 508 is increased to 35A, at the time 522 redu 20A graces ⁇ and increases at the time 523 back to 35A.
  • charging current 505 requested by session 501 is at time 521 35A, at time 522 40A, and at time 523 again at 35A.
  • the actual charge current 509 for session 502 is 20A throughout.
  • the actual charge current 506 for the Sit ⁇ Zung 501 follows the requested charge current. This ensures that no more provided in sum as 100A ⁇ the need.
  • FIG. 5 thus shows by way of example that released resources can be used for other sessions.
  • the charging current of session 502 is reduced by 30A.
  • This charging current may be assigned to session 503, which thus receives a charge current of 80A at time 516 (which otherwise could not be provided).
  • the change management 405 is notified of a new load distribution via the charge control device 407. If changes are implemented immediately, short-term peak loads (peaks) that are undesirable for the power grid can occur.
  • a Changing to a predetermined charging current is not completely but gradually carried out, for example, in the case of a reduction of the charging current (for example electric vehicle) given the consumer a predetermined time period to set the charging current to the redu ⁇ ed value is not for multiple sessions at once and / or ,
  • this predetermined time period can be set by the charging ⁇ station which is connected to the charging control device 407. If the new reduced charging current is not reached after the lapse of this predetermined period of time, the charging station can be switched off, for example, for a certain duration.
  • the charging station can be switched off, for example, for a certain duration.
  • FIG. 6 shows a schematic representation with steps for illustrating the change management for the Lastmana ⁇ gement.
  • a step 601 only the ones Ladestati ⁇ values are transmitted for which the new charging current from the previous charging current has been reduced.
  • a step 602 it can be checked whether the reduction of the charging current from the charging stations is maintained. This can be accomplished by monitoring the actual withdrawn charge current (I IS ) provided by the session control 404.
  • the load management change management 405 may check whether the current current reading (aka TULLE current drawn) is less than or equal to the new setpoint is ITarget ⁇ d>h>
  • the change of the charging current is considered fulfilled.
  • the charging current for the other charging stations can be increased. This ensures that a reduction of an increase precedes what effectively prevents a load peak .
  • the step-by-step adaptations of the charging currents are preferably carried out in accordance with the new load distribution such that they are not interpreted by the load management method 402 as a reason for determining a changed load distribution (as long as the new load distribution has not yet been fully implemented). This can be achieved, for example, that the transition to the new Lastvertei ⁇ averaging is performed significantly faster than the cycles of calculation of a load distribution by the load management method 402 are. Then there is no or vernachläs ⁇ sigbare view that the load management method calculates 402 a load distribution before the new load distribution was implemented.
  • One variant is that it is ruled out until the complete implementation of the new load distribution by the change management 405 that a load distribution is again determined by the load management method 402.
  • Example ⁇ example may be a marker (flag) active or inactive in the observation unit 404, 403 or 402 for this purpose, which indicates that the current load distribution has not yet been fully converted ⁇ sets.
  • the parameterization 406 manages parameters for the load management 401.
  • the parameterization 406 may set parameters for the load management method 402.
  • parameterization 406 it can be ensured by the parameterization 406 that parameters with a time dependency (for example, for a given total load profile) to the corresponding ⁇ the date are updated.
  • load distribution can be determined. For example, at least a portion of this calculation may be implemented in the load management method 402.
  • boundary conditions can be held.
  • boundary conditions at least one of the following conditions is taken into account as boundary conditions:
  • Each loading session may be defined by an ID (also referred to as an identification or identifier), a charging device (e.g., a charging station) and e.g. be assigned to one or more groups based on a type of contract of a user or a vehicle to be loaded;
  • ID also referred to as an identification or identifier
  • charging device e.g., a charging station
  • groups based on a type of contract of a user or a vehicle to be loaded
  • a boundary of a charging current can be set for a charging process or ⁇ for each loading operation
  • a local area network station for example, has a multi ⁇ plurality of outlets for the low-voltage network having a plurality of connection points via which, for example, a charging operation of a vehicle can be carried out by means of a charging station.
  • a local network station is connected via (at least) one transformer to a power grid on the medium voltage level. The transformer provides a given maximum charge capacity. This maximum load capacity is to be maintained by the on ⁇ connection points.
  • the power grid via the transformer different types of electricity, such as a cheap electricity and an ecologically produced electricity (hereinafter referred to as "ecological power"), provide ⁇ .
  • a customer may for example be assigned to a group that exclusively or preferably carries out charging operations with ecological electricity (the contract type may be linked to the group affiliation).
  • Fig.l shows a transformer 101, which can be powered by a power grid with ecological flow 102 and with favorable current 103.
  • the transformer 101 is part of a local network station, for example.
  • the transformer 101 is connected via a line with three outlets 117, 118 and 119.
  • the outlet 117 is connected via a connection point 104 with a charging station 109, at the an electric vehicle 113 is loaded.
  • the outlet 117 is further connected via a connection point 105 to a charging station 110, at which an electric vehicle 114 is charged.
  • the outlet 119 is also connected to the connection points 106 to 108, the connection point 106 being connected to a charging station 111, where an electric vehicle 115 is charged, and the connection point 108 is connected to a charging station 112, to which an electric vehicle 116 is charged.
  • both the transformer 101 in the local network station and each of the outgoing circuits 117 to 119 provide a maximum capacity which may not be exceeded.
  • an identifier In a (centralized or decentralized) charging system, an identifier (ID) is managed for each loading process.
  • the charging process for an electric vehicle also has a maximum zulässi ⁇ gene charging current I 1 ⁇ . Achieve those maximum charging current, for example, are as a minimum of the charging limiting sizes: For example, the maximum charging current is limited by ⁇ be
  • a (temporary) charging is assigned exactly to a contract.
  • the contract indicates whether, e.g. ecological electricity or cheap electricity should be used.
  • the charging system may receive one profile per group per day, for example, a plurality of values per unit time (e.g., 96 quarter-hourly values per day) may be provided or predetermined.
  • a plurality of values per unit time e.g., 96 quarter-hourly values per day
  • the electric vehicle 113 receives an identifier ID1 for the charging process
  • the electric vehicle 114 receives an identifier ID2 for the charging process
  • the electric vehicle 115 receives an identifier ID3 for the charging process
  • the electric vehicle 116 receives an identifier ID4 for the charging process.
  • the electric vehicles 113 and 115 with the identifiers ID1 and ID3 are to be charged with ecological electricity 102 and the electric vehicles 114 and 116 with the IDs ID2 and ID4 with favorable electricity 103.
  • the curly brackets ⁇ ... ⁇ contain the identifiers of the electric vehicles 113 to 116 affected for the respective group. Alternatively, it is also possible to designate the identifiers ID1 to ID4 as identifiers for the loading operations.
  • Each group or a selection of the groups has, for example, a capacity limitation C Gr uppe ⁇
  • a capacity limitation C Gr uppe ⁇ Hereinafter is exemplified a central or decen ⁇ trales (see below) Charging System (also referred to as "load management") described with respect to, for example, a corresponding load sharing.
  • the load distribution is preferably carried out taking into account predetermined secondary conditions.
  • the charging system determines, for example, a parameter i Tar ⁇ et f which determines the maximum power consumption (current) per charging or charging station.
  • the charging system may be operated in accordance with or based on the IEC 61851 standard.
  • the charging system may comprise an interface which (implemented for example as a function ⁇ views) the following functions provides:
  • a total capacity C is given. Furthermore, there is only a single group and the number of loads n is known.
  • the setpoint i ar 9 et for ⁇ j_ e load distribution is given by: n
  • the load distribution can be carried out as follows:
  • a charging station informs the (central) charging system of a status change, e.g. using the above mentioned functions energyRequest (), sessionEnd (), sessionUpdate).
  • the charging system determines a load distribution for each status change and transmits it to the charging station (s).
  • the total capacity C is given, there is only a single group and the number of charging ⁇ n is known.
  • a Ge ⁇ weighting factor W ji for prioritization is defined.
  • the load distribution can be in the form of a vector be determined.
  • the nominal value of the load distribution i per charging process is given by:
  • the load distribution is analogous to the steps in the scenario discussed starting vorste ⁇ "Fair load distribution of the total capacity”.
  • the total capacity C is given, there is only a single group and the number of charging ⁇ n is known.
  • the charging current can be individually limited to a maximum charging current I 1 ⁇ for each charging process: r AX MAX
  • the load distribution can for example by means of a so-called ⁇ "Max-Min Flow Control” process carried out (cf .: D. Bertsekas, R. Gallager, "Data Networks", 2nd Edition, Prenti- ce-Hall, 1992, pp 527, 528).
  • ⁇ Max-Min Flow Control
  • Each loading process can be assigned to different groups by an identifier of the charging station and by a contract type.
  • For each group G can be a maximum capacity. ., ( ⁇ ;... " ⁇ > ⁇ , ⁇ ⁇ ⁇ » ':; de ⁇ be finiert for each charging the charging current (according to the relationship jMAX ⁇ / rMAX e 5) be limited It can also be determined that each La ⁇ destation a base current i at least: '-: -.. is obtained for charging f, V w a for a prioritization a weighting factor defined this results in the following maximization problem:.
  • Example: Based on the example shown in FIG. 1, there are six further charging processes for the illustrated four charging processes. In total, this results in n 10 charging ⁇ operations. In addition, the following maximum capacities are specified:
  • the minimum current per charge is given. From this, the matrix R follows: wherein the columns of the matrix R characterize the loading operations 1 to 10.
  • the vector R exhaust i indicates that the charging operations 1 to 5 are supplied from the outlet 117, the vector R exhaust 3 indicates that the charging operations 6 to 10 are supplied by the outlet 119. Outgoing 118 does not charge in this example.
  • the vector Rir AFO indicates that the transmembrane ⁇ formator 101 all charging processes 1 to 10 supplied.
  • the vector R ec indicates that the charging processes 1, 3, 5, 7 and 9 are carried out with ecological current and the vector R gü n s t indicates that the charging processes 2, 4, 6, 8 and 10 with cheap electricity.
  • the individual charging operations additionally receive a prioritization by means of the weighting factor ⁇ ⁇ .
  • This prioritization can be considered in addition to the above requirements when determining the load distribution vector: ' 6, 0000 '
  • An advantage of the approach presented here is that a maximum charge current for multiple loads, e.g. for multiple charging stations and / or electric vehicles, centralized or decentralized can be coordinated in compliance with predetermined versatile adjustable side conditions.
  • the secondary conditions may include economic requirements and / or technical specifications.
  • the charging stations or the charging processes which are, for example, executable functions in a component, select a master that determines the load distribution.
  • a master that determines the load distribution.
  • several charging stations act as peers (communicating compo ⁇ components or functions) and organize themselves. This approach is also possible for functions (such as charging processes) which are executed on one or more compo nents ⁇ .
  • the charging stations form a peer-to-peer (P2P) network and communicate with other loading stations (peers), that are selected, for example, random (or pseudozuembl ⁇ lig) or after a predetermined scheme.
  • P2P peer-to-peer
  • ⁇ different estimates can be determined ⁇ to, for example on the current total consumption in the P2P network.
  • a load management component of the charging station decides autonomously on the charging current ⁇ ': ⁇ & ⁇ .
  • the load management is distributed (eg by means of a distributed algorithm).
  • Step must be done again for each algorithm.
  • the gossiping method is suitable for large networks where central processing is too time-consuming or where the coordination of central processing alone would lead to a high traffic load.
  • FIG. 2 shows, by way of example, an architecture of a decentralized load management, which makes or supports the approach "choice of a master”.
  • a program is used in the charging stations, which tracks the decentralized approach described here.
  • one and the same program can run on several charging stations, since each charging station (as
  • Node of a P2P network is able to take over the function of the master.
  • the program can use different communication channels, eg wireless or wired communication.
  • Example ⁇ can as the charging stations on the Ethernet 201 and / or via a cellular network 202 (for example, GSM, UMTS, LTE, etc.) communicate with each other using TCP / IP 203rd
  • a cellular network 202 for example, GSM, UMTS, LTE, etc.
  • TCP / IP layer 203 an overlay network 204 is shown, which manages the logical network above the IP network.
  • the overlay network 204 can be structured by means of distributed hash tables (so-called “distributed hash tables").
  • distributed hash tables distributed hash tables
  • a management of the overlay network 204 in a configuration phase can be supported by a central component, ie each peer (charging station). of the P2P network gets a complete list of all peers (charging stations) when it is configured.
  • the choice of master 205 is made in each of the charging stations.
  • the assumption is made that the lists of peers consignment ⁇ stent. In the case of inconsistent peer lists, these are synchronized.
  • the master is selected based on a peer ID assigned by the central instance. For example, that charging station is selected as the master, which has the smallest peer ID.
  • a charging station If a charging station has determined itself to be the master, it activates a master mode and initializes a load management 206, eg by activating a load management algorithm.
  • the necessary parameters can be set by the central component and may correspond to the Pa ⁇ rametern of the central load management.
  • the master uses for example, the same interface of ⁇ len calls, such as in the central case, for example:
  • FIG. 3 shows an exemplary state diagram for a charging station.
  • a transition to a state 302 for initialization of the charging station takes place.
  • the overlay network is initialized and in a subsequent state 304, the choice of the master takes place.
  • the master is selects, branches to a query 305.
  • execution branches to a state 306, there is carried out an initializing (or conversion) of the current charging station as a master.
  • a branch is made into a state 307 in which the charging station (as master or normal peer) is active.
  • An abort causes a change to a state 308, in which the charging station logs off and enters a final state 309 (eg for switching off or servicing the charging station).
  • the decentralized load management may initially configured ⁇ to. Before a charging station becomes active in a decentralized load management, a connection is made to the central one
  • Component For example, an installer after setting up the charging station via a laptop by means of the central component to perform the parameterization of the charging station.
  • a charging station can log on to the central component and obtain the peer list of available charging stations.
  • the installer can now set (set or update) necessary parameters. This type of parameterization is comparable to the scenario of the central one
  • Load management Also, groups with capacity limitations can be set and charging stations can be grouped (added to groups or deleted from groups). After entering the information, the laser is set destation be by example, all parameters for setting in one file and transferred to the La ⁇ destation.
  • the backup master can be determined by its peer ID (for example, the second smallest peer ID is used for the backup master).
  • This approach can be applied by analogy for several backup master: To select multiple failures of masters to ausglei ⁇ chen, a list of a variety of backup masters may be used wherein a master every message from a loading station and to the backup master forwards. This ensures that the state of the master is also replicated to the backup masters.
  • a failure of the master can be detected by the first unanswered request of a charging station. Then the requesting charging station contacts the (ers ⁇ th) backup master and sends to this the unanswered request.
  • the backup master requests from the master a so-called "heartbeat" message (ie information indicating that the master is still active and able to communicate). If the backup master receives the "Heartbeat" message of the Masters, the An ⁇ ask is not edited by the charging station, but to the actual master reference (This can be done well overall, by no action is taken by the backup master, because the backup master assumes that the master will answer the request of the charging station).
  • the backup master can not reach the master either (ie if there is no "heartbeat" message), it is assumed that the master has failed and the backup master activates its master mode and processes the request for the charging station.
  • Another charging station whose request remains unanswered by the original master, contacts the new master (formerly: Backup Master), which processes the charging station inquiry directly.
  • the status and for load management (list with load distributions) übertra ⁇ gen are.
  • the complete state for load management can be assigned to it
  • the failure of the charging station has a cause that is indistinguishable from a monitoring: For example, it can not be distinguished whether there is only a communication problem or if the charging station has failed. If only the communication to the charging station has failed, it could carry out a charging process unchanged. In this case, the resources allocated to this charging station can not be redistributed.
  • the former master's peer ID can be changed.
  • the peer ID can be extended by a version number, for example, preceded by the version number prefix the peer ID. The choice of the master continues to be based on the smallest peer ID considering this prefix.
  • the aforementioned peer list is ver ⁇ spent. Accordingly, this peer list should be kept consistent.
  • the number of charging stations (for example, within a cluster) is small (for example, comprising about 32 La ⁇ destationen) be.
  • Each charging station stores the peer list with the peer IDs of all other charging stations.
  • the peer list can be parameterized by the central component. If a charging station is subsequently added, the peer list is parameterised on the basis of the central component.
  • the new charging station receives the Update ⁇ te peer list and knows all charging stations on the network, but the charging stations know - first of all - not this new
  • Charging station Preferably, a synchronization of the peer list on the charging stations is required. Such synchronization can be performed in different ways.
  • the new charging ⁇ station initially not come as a master in question; this can be ensured by ascending peer IDs, for example, with the new charging station receives the highest ever peer ID and thus currently hardly be a master ⁇ will be selected.
  • the new charging station logs in (eg by means of an oin message) to all other charging stations. Based on this application, the peer list at each charging station can be updated; the recipient adds his peer list to the peer ID and the IP address of the new charging station.

Abstract

La présente invention vise à réutiliser l'énergie électrique mise à disposition mais non prélevée (requise) lors d'une session (p. ex. pour charger un véhicule électrique) pour au moins une autre session. L'avantage est de pouvoir répartir efficacement l'énergie électrique existante entre les sessions en fonction de l'énergie électrique réellement demandée. Un autre avantage est que la planification préalable à l'attribution ne requiert que peu ou pas d'exactitude des prévisions puisque les quantités d'énergie électrique affectées peuvent être rectifiées pendant le processus de charge. La présente invention peut être employée par exemple dans le secteur de la mobilité électrique ou dans la gestion de l'énergie pour la charge d'une multitude de véhicules électriques.
EP11749794.1A 2011-08-18 2011-08-18 Fourniture d'énergie électrique Ceased EP2735072A1 (fr)

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US20140203779A1 (en) 2014-07-24
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US20190054830A1 (en) 2019-02-21
CN103891086B (zh) 2018-08-21

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