GB2601308A

GB2601308A - Distribution of electricity to electric vehicles

Info

Publication number: GB2601308A
Application number: GB2018392.7A
Authority: GB
Inventors: Jonathan Hughes Simon
Original assignee: Zpn Soft Ltd
Current assignee: Zpn Soft Ltd
Priority date: 2020-11-23
Filing date: 2020-11-23
Publication date: 2022-06-01
Anticipated expiration: 2040-11-23
Also published as: WO2022106802A1; EP4251461A1; GB202018392D0; GB2601308B; GB202308116D0; GB2615959A

Abstract

A system for the distribution of electricity to electric vehicles (EVs) 121-132 receiving charge from domestic supplies includes a grid-connected source of electrical energy 117, a plurality of dwellings 101-116, a power manager 118, a plurality of battery chargers and a plurality of control units. The grid-connected source supplies electrical energy to the dwellings within predetermined constraints of an individual maximum power level to each dwelling and a total maximum power level. The battery chargers charge respective EVs from a respective domestic supply. Each control unit is positioned between a domestic supply and a respective battery charger and selectively connects the respective battery charger to the respective domestic supply in response to power management commands from the power manager. The power management commands may be: time-based and identify intervals when an EV may be charged and intervals when the EV cannot be charged; or derived from an assessment of actual demand, determined by measuring the total energy being used to charge EVs from the grid-connected source. Each control unit has a switching device that selectively connects the domestic supply to an electric outlet for the battery charger in response to a determination whether the electrical outlet can be activated to supply electricity to the battery charger.

Description

Distribution of Electricity to Electric Vehicles

CROSS REFERENCE TO RELATED APPLICATIONS

This is the first application for a patent directed towards the invention and the subject matter.

BACKGROUND OF THE INVENTION

The present invention relates to a system for the distribution of electricity to electric vehicles receiving charge from domestic supplies. The present invention also relates to an apparatus for controlling the charging of an electric vehicle from a domestic supply of electricity. The present invention also relates to a method of controlling the charging of an electric vehicle.

It is known to charge electric vehicles from domestic supplies. To date, this has been possible because relatively few vehicles are charged in this way and domestic supplies, along with their supporting infrastructures, have had sufficient surplus capacity. However, as the use of electric vehicles increases, problems arise in that a greater demand for electricity may arise than that supported by the existing infrastructure.

BRIEF SUMMARY OF THE INVENTION

According to a first aspect of the present invention, there is provided a system for the distribution of electricity to electric vehicles receiving charge from domestic supplies, as set out in claim 1. According to a second aspect of the present invention, there is provided an apparatus for controlling the charging of electric vehicle from a domestic supply of electricity, as set out in claim 6. According to third aspect of the present invention, there is provided a method of controlling the charging of an electric vehicle, as set out in claim 16.

Embodiments of the invention will be described, by way of example only, with reference to the accompanying drawings. The detailed embodiments show the best mode known to the inventor and provide support for the invention as claimed. However, they are only exemplary and should not be used to interpret or limit the scope of the claims. Their purpose is to provide a teaching to those skilled in the art. Components and processes distinguished by ordinal phrases such as "first" and "second" do not necessarily define an order or ranking of any sort.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS Figure 1 shows a system for the distribution of electricity to electric vehicles; Figure 2 shows a power manager; Figure 3 shows an apparatus for controlling the charging of an electric vehicle; Figure 4 shows a schematic representation of the control unit identified in Figure 3; Figure 5 shows procedures performed by the processor identified in Figure 4; Figure 6 shows an alternative control unit; Figure 7 shows a schematic representation of the environment identified in Figure 1; Figure 8 shows procedures performed by the processor identified in Figure 2; Figure 9 shows procedures for rescheduling charging operations identified in Figure 8; and Figure 10 shows a further refinement for the generation of deactivation commands.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

Figure 1 A system for the distribution of electricity to electric vehicles receiving charge from domestic supplies is illustrated in Figure 1. Domestic dwellings are illustrated in Figure 1, identified as dwelling 101 to dwelling 116.

Collectively, they may be referred to as an estate and receive electrical energy from a grid connected source 117, the operation of which is overseen by a distributed network operator (DNO).

The grid connected source 117 supplies electrical energy to the dwellings 101 to 116 within predetermined constraints of an individual maximum power level to each dwelling and a total maximum power level. Each dwelling may receive a domestic supply of electrical energy from the grid connected source 117 up to the individual maximum power level. Within the environment of the estate, a power manager 118 is included, described further with reference to Figure 2.

Electric vehicles 121 to 132 are shown, which each receives charge from their respective domestic supplies. To achieve this, a plurality of battery chargers are provided for charging respective electric vehicles from a respective one of the domestic supplies. To ensure that the total amount of power received from the grid connected source 117 does not exceed the maximum power levels, control units are provided at each domestic location, each positioned between a domestic supply and a respective battery charger. The power manager 118 supplies power management commands to each of these control units and each control unit selectively connects a respective battery charger to a respective domestic supply, in response to receiving these power management commands.

Figure 2 In an embodiment, the power management commands are time-based and identify charging intervals during which an electric vehicle may be charged and non-charging intervals during which the electric vehicle cannot be charged. A power manager Is illustrated in Figure 2. A processor 201 communicates with input devices and a graphical display 202. The graphical display 202 presents a graphical user interface 203 to an operative. In addition, the processor 201 communicates with a first database 204 and a second database 205. An Internet connection 206 facilitates communication between the power manager 118 and the individual control units, as described with reference to Figure 7.

Within the graphical unit user interface, a specific control unit may be identified in a first region 211. A first column 212 allows time intervals to be specified and, for each specified time interval, a second column 213 allows entries to be made to state whether charging is possible or whether charging should be prevented.

A common schedule may be generated for all dwellings within the estate. Alternatively, individual dwellings may receive specific schedules, such that some dwellings may be given a higher priority compared to others; a higher priority being given to members of emergency services for example.

After the creation of a schedule, the processor 201 writes details to the first database 204, which can then subsequently be interrogated by individual control units.

In an embodiment, data is also received from individual control units, confirming that charging has been enabled or, in an alternative embodiment, that charging has actually taken place. This output data from the control units is then written to the second database 205, and this may be further conveyed to an overall management system.

In an alternative embodiment, power management commands are derived from an assessment of actual demand representing actual real-time use, as described in reference to Figure 6, Figure 8 and Figure 9. In an embodiment, this assessment is determined by measuring the total energy being used to charge electric vehicles from the grid connected source, given that this information may be derived from the control units without making reference to other consumer equipment or to the actual vehicle.

Figure 3 An apparatus for controlling the charging of an electric vehicle from a domestic supply of electricity is illustrated in Figure 3. A control unit 301 receives electricity from a conventional consumer unit 302, which in turn receives electrical energy on an input cable 303 from the grid connected source 117. The control unit 301 is positioned between the consumer unit and an electric vehicle charge point 304. The charge point 304 may be a dedicated unit installed for the purpose of charging an electric vehicle. Alternatively, a vehicle battery charger 305, of the type usually supplied with an electric vehicle, may be connected to a conventional mains outlet 306. As used herein, the term outlet includes both possibilities.

The control unit 301 facilitates the deployment of a method of controlling the charging of an electric vehicle. When performing this method, power management commands are received for an electric vehicle battery charger connected to an electrical output. The control unit is then responsible for selectively enabling and disabling the electrical output in response to the power management commands.

In an embodiment, the control unit includes mechanical attachments 307 for securing the control unit at a position between the domestic distribution consumer unit 302 and the electrical outlet 306.

Figure 4 A schematic representation of the control unit 301 is shown in Figure 4.

The control unit includes a communication device 401 for receiving power management commands from the power manager 118. In addition, in an embodiment, the communication device 401 is also used for transmitting logs of actual connections and, possibly, power usage. In an embodiment, the communication device 401 is an Internet connected radio device, possibly communicating with an established domestic wireless environment.

A switching device 402 selectively connects the domestic supply to the electrical output for the battery charger. A processor 403 determines whether the electrical output can be activated to supply electricity to the battery charger by processing the power management commands. Thus, the processor 403 selectively activates the switching device 402 in response to this determination.

In an embodiment, schedules received from the power manager are stored locally in a local database 404 which is in communication with the processor 403. Furthermore, the database 404, or an alternative database, may provide a storage device for logging output data identifying when the domestic supply is actually connected to the outlet.

In an embodiment, the switching device 402 comprises a number of cascaded relays. In the embodiment illustrated in Figure 4, three cascaded relays are provided, consisting of a first relay 411, a second relay 412 and a third relay 413. Input mains electricity, from the consumer unit 302, is supplied directly to the third relay 413 over a power line 414.

The processor 403 includes an output port 415 configured to supply a relatively low voltage control signal to the first relay 411. The first relay 411 and the second relay 412 receive power from the power supply 416 at appropriate voltages derived from the mains supply. Activation of the first relay 411 results in the activation of the second relay 412, effectively amplifying the level of the control signal, such that sufficient power is provided to activate the third relay 413.

In an embodiment, a Hall-effect detector 417 monitors current flowing to control the third relay 413, thereby providing output data to the effect that the third relay has been activated; confirming that power has been made available to the battery charger in accordance with the schedule.

In a first embodiment, the power management commands represent a time-based schedule and the processor 403 includes a real-time clock. In response to this, the processor determines whether the electrical output can be activated by comparing the time-based schedule against data received from the real-time clock.

Figure 5 Procedures performed by the processor 403 are illustrated in Figure 5.

At step 501 a question is asked as to whether a schedule update is required.

In an embodiment, specific schedules are created for each day therefore, by making reference to the real-time clock, it is possible to determine whether schedules are present. Thus, if the question asked at step 501 is answered in the negative, schedule data is downloaded at step 502, representing the power management commands.

In the embodiment of Figure 5, the schedule is consulted periodically at specific intervals, such as five-minute intervals, fifteen-minute intervals or thirty-minute intervals etc. The process therefore continues in response to receiving a clock interrupt at step 503 whereafter, at step 504, the schedule is read.

At step 505 a determination as to the required status is made; resulting in no action being taken, an activation action or a deactivation action at step 506.

In response to action being taken, in the form of switching from a deactivated state to an activated state or in response to switching from a deactivated state to an activated state, the activity is logged at step 507. The resulting output data is logged to the database 404 which, when representing activate data, may also specify the status of current flowing to the third relay 413 in response to an output signal from device 417.

At step 508, a question is asked as to whether the process is to end and when answered in the negative, control is returned to step 503. in anticipation of receiving the next clock interrupt.

Thus, the environment facilitates the deployment of a method by which power management commands are received over the radio interface. These power management commands may be stored locally in database 404 and this database may also be used for logging output data identifying intervals during which the electrical outlet is enabled. In an embodiment, log data is then uploaded to the power manager. This may occur each time new output data is received or, alternatively, bulk data may be uploaded once during each operational day for example.

In this embodiment, the power management commands are time-based, specifying enabling intervals during which the electrical output is to be enabled and specifying disabling intervals during which the electrical output is to be disabled. Typically, the outlet will be disabled during periods of peak demand, with enablement occurring during off-peak periods. Thus, for example, the outlet may be enabled at 8 PM and disabled at 6 AM. Daytime charging may be permissible during weekdays and then inhibited at weekends and holidays.

Figure 6 An alternative control unit 301' is illustrated in Figure 6. Components that are substantially similar to those described with respect to Figure 4 are similarly referenced, from the communication device 601 to the Hall-effect device 617. The control unit of Figure 6 has a measuring device 631 for measuring power supplied to an electric vehicle. In this embodiment, power management commands represent a command to activate or a command to deactivate. These commands are generated in response to a calculation of total measured output power for all of the vehicles undergoing charging operations within the environment.

In an embodiment, this functionality replaces the time-based schedules. However, in an alternative embodiment, time-based schedules may also be included, which may be given priority over the generation of commands based to on power usage. Alternatively, power usage commands may override the schedule or the schedule may perform fallback functionality during periods when total power calculation is not possible.

An input port 632 of the processor 603 receives output data representing actual power consumption. In an embodiment, the power measuring device 631 may monitor current flow to the battery charger 305.

In the embodiment of Figure 6, the processor 603 receives output data from device 617, confirming that the third relay 613 has been activated. Additional output data is received from device 631 identifying the actual flow of power to a vehicle under charge. The availability of this data allows diagnostic text tests to be performed, confirming that correct operation is taking place. Thus, for example, a fault condition may be identified if the third relay has not been activated but power continues to be measured by device 631.

Figure 7 A schematic representation of the environment described with reference to Figure 1 is illustrated in Figure 7. The power manager 118 communicates with many control units, including control units 701 to 712. Each communication channel, including a first communication channel 721, transmit details of power usage from a respective control unit to the power manager 118. Thus, communication channel 721 transmits power usage data from control unit 701 to the power manager 118. These measurements of power represent energy that is being used to charge vehicles and does not represent the total power consumption, including domestic consumption, within the environment. The power manager is aware of the total maximum power level available for the charging of vehicles and in this embodiment, measures are taken to prevent this value being exceeded.

Thus, charging could be scheduled in accordance with the previously described embodiment. As an alternative, or in addition, measures may be taken to throttle back charging capability when the total amount of power being used exceeds the predetermined threshold.

In this embodiment, it is not necessary to provide data communication with specific vehicles. Consequently, when charging operations are being made, full charging power is made available and actual usage will be determined by the vehicle itself. However, subject to appropriate calculations, the supply of charging power may be deactivated in accordance with predetermined charging rules.

Figure 8 Procedures performed by the processor 201 of the power manager, described with reference to Figure 2, when implementing the second embodiment are illustrated in Figure 8.

At step 801, a control unit is selected which, on this first iteration, may involve the selection of control unit 701. Power consumption for control unit 701 is read at step 802 and an accumulation is made at step 803. At step 804, a question is asked as to whether another control unit is present which, on this first iteration, will be answered in the affirmative. Thus, the next control unit (control unit 702 on this second iteration) is selected at step 801 and the power consumed is read at step 802. This value is again accumulated at step 803 and the question as to whether another unit is present is again asked at step 804. Thus, these procedures are repeated until the final control unit (control unit 712) is selected at step 801, resulting in a final accumulation and the question asked at step 804 be answered in the negative.

The value accumulated at step 803 may be identified as a power value P and at step 805 this is compared against the maximum available power level PMAX. Thus, a question is asked at step 805 as to whether the actual power consumption P is greater than the maximum allowed power value PMAX. If answered in the negative, no further action is required and all charging operations may continue for a predetermined interval until the process is again repeated.

If the question asked at step 805 is answered in the affirmative, to the effect that the amount of power being consumed is too high, a rescheduling exercise is performed at step 806. This results in revised power management commands being sent to all, or some, of the control units 701 to 712. A question is then asked at step 807 as to whether the process is to continue and when answered in the affirmative, control is returned to step 801 for the overall process to be repeated.

Thus, in this embodiment, the power management commands are based on a total demand for electrical energy, for charging purposes) from a grid connected source. The total demand is assessed by measuring the total energy used for electric vehicle charging purposes, given that this information can be collected from the control units, without making reference to other equipment present within the environment.

Figure 9 Procedures 806 for rescheduling charging operations are detailed in Figure 9. At step 901, a determination is made as to the number of actual charging operations that are being performed. At step 902, an assessment is made as to how many of these may be permitted to charge, based on the evaluation made at step 805.

At step 903, the value calculated at step 902 is subtracted from that identified at step 901 to calculate an excess number of charging operations. For the purposes of this example, it may be assumed that control units 701 to 712 are active and a total of twelve charging operations are taking place. Following the calculations made at step 901 to 903, it may be determined that capacity exists for eight charging operations and the remaining four should be deactivated.

At step 904, groups for deactivation are established. Thus, a first group may consist of control units 701 to 704, with a second group consisting of charging unit 705 to 708, and a third consisting of charging unit 709 to 712.

At step 905, a group is selected which, on the first iteration, may be the first group, consisting of control units 701 to 704.

At step 906, the group selected at step 905 is disabled. Thus, control units 701 to 704 receive a power management command to the effect that a deactivation is required, resulting in relays 611 to 613 being switched off. Control unit 705 to 712 remain active and charging continues at these locations.

At step 907, the procedure waits for a predetermined charging interval. Thus, in an embodiment, this charging interval could be fifteen minutes for example.

After the charging interval, a question is asked at step 908 as to whether another group is present. When answered in the affirmative, control is returned to step 905 and the next group is selected. Thus, on the second iteration, control units 705 to 708 are selected. At step 906 the new selected group are disabled. Thus, power management commands are issued to disable control units 705 to 708. In addition, further power management commands are issued to reactivate control units 701 to 704. Again, charging will continue for the duration of the charging interval, whereafter the question at step 908 will be asked again and, where appropriate, the next group will be selected and the process repeated.

Eventually, all of the groups will have experienced an interval during which power was not available and the question asked at step 908 will be answered in the negative. A question is then asked at step 806 as to whether a re-evaluation is to be performed which, when answered in the affirmative, results in control been returned to step 901.

Thus, in an embodiment, after all groups have undergone an interval during which charge has not been received, the overall picture is re-evaluated, given that some electric vehicles may have been disconnected and additional electric vehicles may have been connected.

If more vehicles are connected, the group size may increase and a greater number of control units may be deactivated. Similarly, if a sufficient number of the electric vehicles have been disconnected, it may be possible to provide power to all of the existing vehicles and the throttling back operation is no longer required.

In some environments, some charging positions may be given priority, such as members of the emergency services for example. Under these circumstances, stations of this type are not included in groups and other consumers may experience more intervals of deactivation. However, notwithstanding constraints of this type, efforts are made to ensure that the availability of charging power is distributed fairly to electric vehicles that are connected and require charge. However, the total power consumption will not exceed predetermined levels, thereby satisfying operational constraints of the grid connected source 117.

Figure 10 A further refinement is illustrated in Figure 10 concerning the activate/deactivate process 506. Under this refinement, deactivation is performed immediately in response to receiving an appropriate power management command. In the first described embodiment, deactivation may occur in accordance with a schedule or, in accordance with the second embodiment, deactivation may occur due to reaching the limit of total power availability.

In response to receiving a power management command, a question is asked at step 1001 as to whether this is an activate command. When answered in the affirmative, a delay is introduced at step 1002 before a switching on command is generated by processor 403/603 at step 1003.

Alternatively, if the question asked at step 1001 is answered in the negative, to the effect that a deactivation command has been received, a switching off procedure is performed at step 1004.

In an embodiment, the maximum length of the delay is predetermined at a value of, say, fifteen minutes. This potential delay of fifteen minutes is divided into three hundred one-minute switch on points and each processor 403/603 independently generates a random value between zero and three hundred. This random value is then used to provide a definition of the delay period for use at step 1002. Thus, in this way, the control units 701 to 712 will have different independently calculated delay periods, ensuring that they do not all switch on at the same point in time.

Claims

CLAIMSThe invention claimed is: 1. A system for the distribution of electricity to electric vehicles receiving charge from domestic supplies, comprising: a grid-connected source of electrical energy, capable of supplying electrical energy to a plurality of dwellings within predetermined constraints of an individual maximum power level to each dwelling and a total maximum power level; a plurality of dwellings, where each said dwelling receives a domestic supply of electrical energy from said grid-connected source up to said individual maximum power level; a power manager; a plurality of battery chargers for charging respective electric vehicles from a respective one of said domestic supplies; and a plurality of control units, each positioned between a said domestic supply and a said respective battery charger, wherein: said power manager supplies power management commands to each said control unit; and each said control unit selectively connects a respective battery charger to a respective domestic supply in response to said power management commands.
2. The system of claim 1, wherein said power management commands are time-based and identify charging intervals during which an electric vehicle may be charged and non-charging intervals during which said electric vehicle cannot be charged.
3. The system of claim 1, wherein said power management commands are derived from an assessment of actual demand.
4 The system of claim 3, wherein said assessment of demand is determined by measuring the total energy being used to charge electric vehicles from said the grid-connected source.
5. The system of any of claims 1 to 4, wherein each control unit returns output data to said power management device.
6. An apparatus for controlling the charging of an electric vehicle from a domestic supply of electricity, configured to be connected between said domestic supply and a battery charger for charging an electric vehicle, comprising: a communication device for receiving power management commands from a management system; a switching device for selectively connecting said domestic supply to an electrical outlet for said battery charger; and a processor, wherein said processor is configured to: determine whether said electrical outlet can be activated to supply electricity to the battery charger by processing said power management commands; and selectively activate said switching device in response to said determination.
7. The apparatus of claim 6, including mechanical attachments for securing said apparatus between a domestic distribution consumer unit and said electrical outlet.
8. The apparatus of claim 6 or claim 7, wherein said communication device is an internet-connected radio device.
9. The apparatus of any of claims 6 to 8, further comprising a storage device for logging output data identifying when said domestic supply is connected to said outlet.
10. The apparatus of claim 9, wherein said storage device is also configured to store received power management commands.
11. The apparatus of any of claims 6 to 10, wherein said switching device comprises a plurality of cascaded relays.
12. The apparatus of any of claims 6 to 11, wherein: said power management commands represent a time-based schedule; said processor includes a real-time clock; and said processor determines whether the electrical outlet can be activated by comparing said time-based schedule against said real-time clock.
13. The apparatus of any of claims 6 to 11, further comprising a device for measuring power supplied to an electric vehicle.
14. The apparatus of claim 13, wherein: said power management commands represent a command to activate or a command to deactivate; and said commands are generated in response to a calculation of total measured output power for a plurality of vehicle charging operations.
15. The apparatus of any of claims 6 to 14, wherein said processor is configured to: randomly calculate a delay interval; and in response to receiving a command to activate said electrical outlet, wait for said delay interval.
16. A method of controlling the charging of an electric vehicle, comprising the steps of: receiving power management commands for an electric vehicle battery charger connected to an electrical outlet; and selectively enabling and disabling said electrical outlet in response to said power management commands.
17. The method of claim 16, further comprising the step of receiving said power management commands over a radio interface.
18. The method of claim 16 or claim 17, further comprising the step of locally storing said power management commands.
19. The method of any of claims 16 to 18, further comprising the step of logging output data identifying intervals during which the electrical outlet is enabled.
20. The method of claim 19, further comprising the step of uploading said output data.
21. The method of any of claims 16 to 20, wherein said power management commands are time-based and said step of selectively enabling or disabling is performed with respect to a real time clock.
22. The method of claim 21, wherein said power management commands specify: enabling intervals during which said electrical outlet is to be enabled; and disabling intervals during which said electrical outlet is to be disabled.
23. The method of any of claims 16 to 18, wherein said power management commands are based on a total demand for electrical energy from a grid connected source.
24. The method of claim 21, wherein said total demand is assessed by measuring the total energy used for electric vehicle charging purposes.
25. The method of any of claims 16 to 24, further comprising the step of including an additional random delay prior to said step of enabling the electrical outlet.