TW201340026A - System and method for management of electric power consumption - Google Patents

Abstract

A system and method are provided for use in electric charging of batteries by an electric network while managing and/or optimizing a load balance state of the network. The method includes monitoring the electric network to determine a value of at least one load balance parameter in the electric network. Data indicative of one or more charging criteria is provided associating values of the load balance parameter(s) with various charging schemes corresponding thereto. The one or more criteria and the determined value of the load balance parameter(s) are used to select a charging scheme for charging a battery in consideration with the load balance state of the network.

Description

System and method for management of power consumption

The present invention relates to the management of power consumption from a power network, and more particularly to the operation of an electric vehicle power supply system that manages charging of electric vehicles.

Electric utilities generally have a management obligation to control the frequency of electricity within strict limits. For example, as required by the Electricity Supply Ordinance (Power Supply Regulations 1988, No. 1057, Part VI, Article 30, Item 2), the British National Transmission Network must be controlled at a rated system frequency (50.00 Hz). Within about ±1% of the range. As a result, utilities typically ensure controlled full power generation and/or power demand to manage all possible conditions that can cause frequency changes.

Since power is difficult to store, the instantaneous amount of power generation is usually matched to the demand (ie, the power drawn from the system). If the instantaneous demand is higher than the power generation, the system frequency may drop. Conversely, if the instantaneous power generation is higher than the demand, the frequency may rise. Therefore, the system frequency varies around the fundamental frequency of -50 or 60 Hz.

There are currently several types of load balancing techniques for managing and controlling the load on the power/transmission grid. These technologies can be classified as power generation management technology and demand management technology.

Power generation management is a continuous service that is provided to manage and control a power grid/network balance. Electric utilities or regional operators follow the load (demand). When demand increases, operators increase more power generation, and as power demand decreases, power generation also decreases. Power generation management is usually achieved by utilizing an operating reserve with the ability to generate additional power over short time intervals. In the event that a generator ceases to operate, and if the power supply is interrupted, the reserve capacity can be used to meet demand. The reserve capacity usually includes several types of power generation The service is capable of responding to changes in the load balancing state of the transmission grid on a time scale between seconds and tens of minutes. For example, a backup capacity may include a heat reserve reserve, non-heater or supplemental reserve capacity, adjusted standby capacity, and an alternate standby capacity (also known as emergency standby capacity).

Demand management techniques allow control of the rate at which electricity is consumed from the power transmission grid. Demand management techniques are used to flatten the load on the transmission grid by shifting the demand for power consumption from peak time to an earlier or later time. This is done by, for example, using price signaling to discourage high power demand during peak hours. Discontinuous demand management techniques take advantage of the ability to automatically disconnect users in the event of a large imbalance in grid load (eg, if an emergency occurs). Discontinuous load balancing techniques are typically associated with a very fast response time of less than a few seconds (eg, 200 milliseconds). Most of the world's largest power consumers (such as large factories that consume more than 3-5 million volt-ampere) enjoy a discount on electricity if they agree to install a discontinuous load balancing device on their main feeder line.

The increasing use of electric and hybrid vehicles (herein referred to as electric vehicles (EVs)) poses a challenge to power grid/network operations. Electric vehicle batteries typically need to be charged for several hours to reach their full power capacity. Since there are usually multiple vehicles in use during peak traffic hours, it can be expected that a large amount of load will be applied to the power grid when these vehicles are plugged into the outlet for charging after peak traffic hours.

The present invention solves this problem and provides a new technique (system and method) for implementing demand management for power consumption from a transmission grid. The techniques of the present invention are applicable to multiple power consuming devices, such as multiple electric vehicles, electric vehicle supply equipment (EVSE) for battery charging, and other power consuming devices that can be connected to the transmission grid.

The present invention can be implemented as a single, stand-alone facility that operates in conjunction with an additional power consuming facility to allow such power consuming facilities to be connected to the grid, and in the event that a plurality of such facilities are connected to the transmission at approximately the same time In the case of the network, the transmission network will not be overloaded. To this end, the facility of the present invention can operate in real time independently of other facilities, providing an agile real-time response to state changes in the respective transmission grid. Moreover, the present invention can be used to control and adjust the power services consumed by such facilities to provide a good level of service to those facilities. By prioritizing the power supply of selected facilities, the level of service provided to the power consuming facilities can be controlled and regulated.

In particular, the system in accordance with the present invention can be configured and operative to provide power replenishment services to the battery while permitting demand management of power consumption from the transmission grid. The systems and methods of the present invention can be used, for example, in association with charging modules and/or electric vehicle supply equipment (EVSE) to manage their power consumption. Such systems can be used to charge batteries for electric and/or hybrid vehicles (herein referred to as electric vehicles) while optimizing grid operation.

Most electric vehicles (electric vehicle batteries) power replenishment may be prioritized and dispersed over time to flatten the load on the grid. This is especially important in the peak time of power consumption. The dispersion of load over time allows the grid operator to follow the load and meet the power demand on a response time scale that he can utilize. When required, the grid operator can operate to increase the amount of power generated to the network (operations take from a few minutes to an hour) while maintaining, at least in part, the demand management/adjustment provided by the techniques of the present invention Road stability and balanced load conditions.

Accordingly, the present invention provides a system and method that provides a real-time response to the load balancing state of a power network. By independently controlling the operation of one or more power consuming facilities and changing their power consumption according to predetermined criteria, the response is provided and distributed throughout the network. That is, each power consuming facility makes a real-time independent determination as to the amount of electricity consumed from the grid (which may also include the amount of electricity supplied to the grid) based on prior provision of its predetermined conditions/criteria.

To this end, it should be noted that the present invention allows for real-time power demand management with short response times that can be less than a few seconds, and optionally less than one second (e.g., on the order of a few milliseconds to 500 milliseconds). The short response time is obtained because the monitoring of the transmission grid frequency and the change of power consumption can be performed locally in real time (for example by an EVSE system) without communication with external facilities such as a central management system that manages the power replenishment of the EV or its battery. . Thus, the present invention allows deployment of multiple EVSEs (e.g., charging stations/points, portable charging facilities) that are adapted (in accordance with predetermined instructions) to respond in real time to changes in transmission grid operation while maintaining overall electric vehicle charging priority Division. Additionally, the EVSEs configured in accordance with the present invention may be adapted to operate independently of one another (e.g., as a single unit) and may not require real-time use of material communications.

By monitoring the load balancing state of the power network and controlling the instantaneous power consumption of the EVSEs, it is achieved that the power consumption of multiple EV power replenishing facilities (eg, multiple EVSEs) is dispersed over time. An EVSE system typically has the ability to detect the frequency of the transmission grid. The technique of the present invention can utilize the detected frequency to determine the load balance state of the transmission network and manage the EVSE accordingly The power consumption. This in turn allows control of the frequency of the entire transmission grid by mitigating excessive demands on the transmission grid (e.g., by selectively and automatically turning the battery/EV charging on and off).

As suggested above, the operation of the EVSE can be prioritized to provide different power replenishment services to connect different EVs thereon. A standard for handling communication between EVSE and electric vehicles (EVs) was developed by a joint working group between IEC TC 69 and ISO TC22/SC21. This standard specifies a data exchange between the EV vehicle battery management system BMS and an EVSE for EV battery power replenishment. Specifically, the EVSE can obtain information indicating the state of charge of the battery (SOC) state. The SOC data can be used to prioritize the power replenishment services provided to the EVs in accordance with the present invention. It should be noted that the SOC is only one example of a possible prioritization parameter. Other examples of prioritizing parameters are also described below. The power consumption of the power consuming facilities/EVSE can be adjusted by controlling the operation of the facility, such as by selectively disconnecting/connecting facilities from the grid or selectively turning them on and off based on grid status and prioritization data.

For example, when an overload grid condition is confirmed (eg, the grid frequency drops), the EVSE facility of the present invention can operate according to the SOC of the EV to turn off charging and/or change power consumption for charging the battery. An electric vehicle with a higher SOC will be disconnected from the state of charge at higher transmission grid frequencies, only after that, at lower frequencies, if necessary, an electric vehicle with a lower SOC will be disconnected from the state of charge. . The power to recharge the EV can be reconnected in reverse order: the electric vehicle with the lower SOC will be connected first, and only the electric vehicle with the higher SOC after that will be connected.

According to the needs of the power network operator/aggregator and also according to a number of prioritized parameters, the mode/solution for the operation of the power consumption facility can be selected under different transmission network conditions (different load balancing states). Conditions / guidelines. For example, a subgroup of each power consuming facility may define criteria for operating a power consuming facility (eg, each subsection of a facility serviced/powered by a certain service provider). Additionally or alternatively, the criteria may be defined in general in some cases (eg, by a service provider's control center and/or by a power network operator) and/or may in some cases be guided by A user group representative (eg, a parking lot controller) is locally defined for providing multiple EV power replenishment services.

The relationship between the operational scheme of the power consuming facility (ie referred to herein as the charging scheme), the load balancing state of the transmission grid, and possible additional parameters (such as prioritization parameters) It may be defined in a criterion (hereinafter also referred to as a charging criterion), which is represented by a lookup table (LUT) or by one or more functions or algorithms. The criteria can relate different load balancing states of the transmission grid to various operational scenarios. The operational scenarios may include solutions associated with various power consumption rates, and may also include solutions for providing/inputting power to the transmission grid.

The charging criteria can be a fixed function/table, or it may be a dynamic criterion that may be updated from time to time. The criteria may be statically defined in a system that controls the power consumption of such power consuming facilities and/or may be occasionally updated via data network communications. In general, the update of the criteria must not delay the real-time response of the system. For example, these updates may be in the context of system operation in a manner that does not affect the system's real-time response to changes in the state of the grid.

For example, the powering criteria may be calculated by the power provider/user group representative (eg, a parking lot user group representative) on the power consuming facility/EVSE local and/or calculated at the vendor's control center. These criteria may also be calculated and updated based on characteristics of a plurality of power consuming facilities associated with a certain energy replenishment supplier's vehicle network (eg, based on SOCs of multiple/all vehicles associated with a certain fleet). The calculated criteria, for example, may define one or more specific SOC points (number of turns) and the grid frequency at which the EVSE is operative to connect/disconnect the battery for charging. The calculated charging criteria may also, for example, define a LUT based on the SOC and Service Level (SL) parameters.

To this end, the SL parameters are considered here as parameters related to the level of service that is envisaged to be provided to various types of users (eg, based on the type of service level agreement (SLA) that is reached with those users). The SL parameter can be used to give priority to some users to obtain certain power replenishment services compared to other users.

According to the present invention, the criteria (charging criteria) can implement a hysteresis mode of operation to prevent oscillations in the demand for power supply. To this end, the hysteresis can be set by lowering or reducing the power consumption rate of the power grid load of the power consumption facility (higher overload state) than the load/load balancing criterion when reconnecting or restoring the power consumption rate of the power consumption facility. to realise. For example, in a lag operation, when the frequency of the transmission network drops below X, an EV with a specific SOC is cut off from the state of charge, and is reconnected only when the frequency rises above the X+ positive difference. .

The prioritization parameters (such as the SOC of the battery) are scheduled as above, and there may be other parameters (such as parameters/characteristics of the battery) that can be used to determine the operation/power consumption of the power consuming facility (EVSE/battery charger, etc.). Such parameters can be directly from the EV via the charging cable and / or provided wirelessly, and / or they can be communicated to the control center by the EV onboard computer and from there to the specific EVSE. As will be described below, the charging criteria/function may take into account additional information/parameters such as the type of service guaranteed for a particular EV, the typical or current destination of its trip, and the level of charging required to reach the destination. The system of the present invention may also use such additional information to estimate various parameters. For example, an approximation of a battery SOC can be determined based on the charging duration and the current supplied by the EVSE and periodic information from the control center.

Thus, in accordance with a broad aspect of the present invention, a method for charging a battery by a power network is provided. The method includes providing data indicative of one or more charging criteria, the criteria associating one or more values of at least one load balancing parameter of the power network with a charging scheme corresponding to the one or more values; monitoring The power network determines a value of the load balancing parameter in the network; and utilizes one or more criteria and the determined value to select a charging scheme for charging a battery.

In accordance with some embodiments of the present invention, at least one of the charging criteria additionally additionally associates one or more prioritization parameters, corresponding to a battery, in a prioritized manner, associated with a respective charging scheme. In such an embodiment, the method further includes obtaining a prioritized value corresponding to one or more of the prioritized parameters of the battery to be charged, and determining the prioritized value and the load balancing parameter according to the ranking The value selects the charging scheme.

The prioritization parameter may include a charge amount state (SOC) parameter indicating the SOC of the battery to be charged. The value of the SOC parameter can be determined based on battery data received from an electric vehicle on which one of the batteries is mounted. For example, based on battery usage information indicating at least one of: a previous SOC of the battery, a history of battery repair, and an expected usage of the battery or one of the electric vehicles loaded with the battery, the value of the SOC parameter can be estimated.

The prioritization parameter may alternatively or additionally include at least one of the following parameters: a service level parameter indicating a service level of a vehicle to be supplied to the battery, and an indication of an expected power consumption for driving the vehicle. An expected usage parameter. The values of the SL and EU parameters, or one of them, may optionally be determined at least in part based on the information received from the vehicle.

According to some embodiments, the method of the present invention further includes obtaining information indicative of the identity of the battery to be charged and communicating the information to a control center to receive at least one of the prioritized values corresponding to the battery therefrom and/or One or more charging schemes for the battery.

Charging criteria are selected to optimize load balancing in the power network in accordance with some embodiments of the present invention. For example, the charging criteria can be optimized by associating the overload and underload values of the load balancing parameters corresponding to the overload and underload conditions of the power network with charging schemes having lower and higher power consumption, respectively. Load balancing in the power network. Alternatively or additionally, for a given set of prioritized values, the charging criterion associates the overload and underload values of the load balancing parameter with charging schemes having lower and higher power consumption, respectively. . This in turn provides an optimization of load balancing in the power network while also providing a comprehensive improvement in battery users' prioritized service and service levels.

It should be noted that load balancing parameters in accordance with some embodiments of the present invention correspond to a frequency of power in the power network. To this end, the method of the present invention includes monitoring the frequency of the power network to determine the load balancing state of the power network in accordance with some embodiments. A power network frequency above a rated frequency of a power network indicates that the network is operating under load, and a frequency of the power network below the rated frequency of the power network indicates an overload condition of the network.

According to some embodiments of the invention, at least one of the charging schemes indicates an order of one or more charging cycles, each cycle comprising: at least one charging period during which the battery is being charged; and a rest period during which The battery is not being charged. The one or more charging cycles can be, for example, periodic cycles of equal duration.

In accordance with another broad aspect of the present invention, a system is provided for charging a battery by a power network. The system includes a charging agreement module configured and operable to provide information indicative of one or more charging criteria, the charging criterion to at least one of one or more load balancing parameters indicative of a load balancing in the power network The value is associated with the corresponding charging scheme. The system also includes a power network monitoring module associated with a power network and adapted to provide information indicative of a value of the load balancing parameter in the network. In addition, the system includes a charge controller configured and operative to communicate with the charge agreement module and the power network monitoring module. The charge controller is adapted to utilize a data of the one or more charging criteria and a value indicative of a load balancing parameter to select a charging scheme for operating a battery charging module.

According to some embodiments of the invention, the system further includes a battery charging module connectable to the charging controller and adapted to receive a signal therefrom indicative of the selected charging scheme. The battery charging module may be operable to charge an electric vehicle in accordance with a selected charging scheme.

According to some embodiments of the invention, the system further includes a prioritization module adapted to provide a prioritized value corresponding to one or more prioritized parameters associated with prioritized charging of the battery. In such an embodiment, the at least one charging criterion associates one or more values of the prioritized parameters with a corresponding charging scheme. To this end, the charging agreement module is adapted to receive one or more prioritized values corresponding to a particular battery to be charged from the prioritized module and to provide corresponding charging criteria data. Alternatively or additionally, the charge controller may be adapted to receive one or more prioritized values corresponding to a particular battery from the prioritized module and utilize the prioritized values to determine the selected charge Program.

The prioritization parameter can include a SOC parameter indicative of a state of charge (SOC) of a battery to be charged. The prioritization module can be configured and operable to communicate with a control system on the vehicle to receive battery data indicative of battery-to-SOC therefrom. Alternatively or additionally, the prioritization module can be configured to estimate the SOC parameter based on at least one of: battery usage data indicative of one of the previous SOCs of the battery, historical data for battery repair, and The intended use of a battery or an electric vehicle in which one of the batteries is installed.

According to some embodiments of the invention, the prioritization parameter comprises at least one of: a service level parameter indicating a service level (SL) of a vehicle to be supplied to the battery, and indicating an expected power from the battery An expected usage (EU) parameter consumed. For example, the prioritization module can be configured to communicate with and receive information from a control system on the vehicle and receive a value indicative of at least one of the SL and EU parameters.

According to some embodiments of the invention, the system can include an identification module adapted to obtain information indicative of the identity of the battery and to communicate the information to the control center. The identity information may indicate the identity of at least one of: the battery, a vehicle in which the battery pack is installed, and a user of the vehicle. In response to the identity messaging, the prioritization module is adapted to receive values corresponding to one or more prioritization parameters from the control center. Alternatively or additionally, the charging agreement module can be adapted to receive at least one of charging criteria corresponding to the identity information.

According to some embodiments of the invention, the charging agreement module is operable to provide charging criteria suitable for optimizing load balancing in the power network. The charging criteria can correlate the overload and underload values of the load balancing parameters corresponding to the overload and underload conditions of the power network with charging schemes having lower and higher power consumption, respectively. Alternative or additional Ground, for a given set of prioritized values, the charging criteria associates the overload and underload values of the load balancing parameter with charging schemes having lower and higher power consumption, respectively. This in turn provides improved load balancing in the power network while optimizing the power replenishment service to the system users.

According to some embodiments of the invention, the system includes a frequency monitoring module connectable to the power network and adapted to measure load balancing parameters indicative of power frequencies in at least one of the networks. This frequency value corresponds to the load balancing state of the network. According to some embodiments of the invention, the charging agreement module is adapted to provide information indicative of at least one charging scheme, the charging scheme comprising an order of charging cycles, each cycle comprising at least one charging period and one inactivity period. The charging agreement module can be adapted to provide a charging scheme having a different ratio between the duration of the charging period and the duration of the charging cycle, thereby providing a charging scheme associated with different power consumption rates. The charge controller can be adapted to utilize charging criteria to select and utilize such a charging scheme and to charge the battery during charging without charging the battery during the rest period.

In accordance with yet another broad aspect of the present invention, a system is provided for charging a battery with a power network. The system includes a charging agreement module that provides information indicative of one or more charging criteria, the charging criterion correlating at least one value of one or more load balancing parameters indicative of load balancing in the power network with different power consumption rates The associated charging scheme is associated. The charging scheme includes an order of charging cycles including at least a charging period and a rest period, at least in proportion to a ratio between a duration of the charging period and a duration of the rest period compared to some other schemes. The system also includes a power network monitoring module and a charging controller. The power network monitoring module is associated with a power network and is adapted to determine a value of the load balancing parameters in the network. The charge controller is adapted to utilize the one or more charge criteria and the value of the load balancing parameter to select a charging scheme to be used to operate a battery charging module to charge a battery in accordance with the selected one of the charging schemes.

In accordance with yet another broad aspect of the present invention, a method is provided for charging a battery by a power network. The method includes providing a momentary value indicative of one or more criteria that correlates values of the frequency of power in the network with a charging scheme and monitors the power network to determine the frequency of power in the network. The one or more criteria are then used to select a charging scheme for charging a battery. The charging scheme can include a charging cycle. At least some charging schemes may be associated with different power consumption rates corresponding to a charging cycle in its charging cycle The different ratio of duration to the total duration in its charging cycle.

100‧‧‧ method

110‧‧‧Steps

120‧‧‧Steps

130‧‧‧Steps

140‧‧‧Steps

150‧‧‧ steps

300‧‧‧ system

310‧‧‧Charging Agreement Module

320‧‧‧Power Network Monitoring Module

330‧‧‧Charging controller

340‧‧‧ Prioritized Module

350‧‧‧Charging module

360‧‧‧identification module

380‧‧‧Battery

399‧‧‧Control Center

In order to understand the present invention and to understand how it can be practiced, the embodiments will now be described with reference to the accompanying drawings, in which, FIG. A method 100 of charging a battery (one or more) by a power network.

Figures 2A-2D show examples of four charging criteria, indicated in LUT, which can be used to charge a battery from a power network.

Figure 3 is a block diagram schematically illustrating a system for charging a battery (one or more) in accordance with the present invention.

Referring to Figure 1, there is shown a flow diagram illustrating a method 100 for charging a battery (single or a plurality of) from a power network, in accordance with an embodiment of the present invention. Method 100 may be in a circuit, and/or by a non-transitory computer readable storage medium containing one or more programs stored by one or more processors for a computerized system, in accordance with some embodiments of the present invention. The software module is implemented partially or completely.

The method 100 includes providing data indicative of one or more charging criteria that associate one or more values of at least one load balancing parameter of the power network with a charging scheme corresponding to the one or more values ( Step 110): providing a value of the load balancing parameter in the network (step 120); and using a value of one or more criteria and load balancing parameters to select a charging scheme for charging the battery (step 140).

Optionally, at least one of the charging criteria additionally associates one or more prioritization parameters corresponding to battery prioritized charging with a corresponding charging scheme. In such an embodiment, the method further includes the step of obtaining a prioritized value corresponding to the prioritized parameters of the one or more batteries to be charged (step 130). If step 130 is also present, the charging scheme selected in step 140 is also based on the prioritized value obtained at step 130.

The term electricity-network, also referred to herein as a grid, is the grid path from which electricity supplied to the battery is supplied. Method 100 can be implemented in association with a battery charging module to improve/optimize load balancing in the network, and optionally further The batteries are charged in a prioritized order. The method of the present invention allows for varying the load on the network to mitigate/avoid network overload. This approach may be particularly useful where multiple batteries are charging from the network during overlapping periods. In addition, the method also allows a battery user to be provided with a desired service level (SL).

To this end, the term load balancing and load balancing states are here associated with the balance between the total amount of instantaneous power supplied to the power network/transmission grid (eg, by the power plant) and the instantaneous load/power demand from the transmission grid. use. The term balance load state indicates a state in which the instantaneous amount of power supplied to the grid is approximately equal to the instantaneous demand of the power. The terms overload and underload conditions are used herein to describe respectively the power demand rate from the transmission grid is higher than the power generation/supply rate to the grid, and vice versa.

As indicated above, the expected widespread use of electric vehicles (EVs) poses a significant challenge to providing power supply for battery charging of such vehicles. This includes, because a large amount of power is required to charge an EV battery (eg, up to 10 kW or higher) and because most electric vehicles are expected to be connected by a common schedule for charging (charge peak time), For example, during the working hours of the day (for example, between 09:00 and 17:00) and at night (for example, between 20:00 and 06:00). As a result, in the absence of techniques for controlling and adjusting vehicle charging operations, the transmission grid may be overloaded during certain charging spike times (eg, the time range in which many people arrive at their workplace). At such a charging peak time, an overloaded state of the power network may result in significant instability of the power supply and may damage electrical equipment connected to the network. The present invention addresses these problems by proposing techniques for charging a battery while assisting in maintaining a load balancing state in the transmission grid. The load balancing system of the present invention can operate independently of each other to allow connection of multiple batteries for charging over substantially the same time range (e.g., simultaneously) without inducing an overload condition of the power network.

Thus, in accordance with method 100, one or more charging criteria CRT are provided in step 110 that correlates the value of a load balancing parameter of the network with a number of (two or more) charging schemes. The charging scheme is associated with various modes of operation (charging parameters) of a battery charging module and at least some of the charging schemes are associated with different power consumption from the power grid. For example, two such charging schemes can be associated with battery charging action on and off, respectively.

In step 120, (one or more) worthy information indicative of one or more load balancing parameters in the power network is provided. Alternatively, electrical parameters indicative of the load balancing state of the transmission grid are monitored/measured (e.g., at a charging point) in accordance with some embodiments of the present invention. Measuring the electrical parameters of the transmission grid can be performed at a high rate to provide a substantially real-time response to changes in the state of the transmission grid.

As indicated above, the frequency of the power grid in the transmission grid is usually an indicator of the load balancing state of the grid (and thus it can be used as a load balancing parameter). Conventional power networks around the world typically provide 220V or 110V AC voltage, alternating at a nominal frequency of 50 or 60 Hz (depending on the power network and the country in which it is located). However, the instantaneous frequency of power supply via a grid/power network is often susceptible to network load balancing conditions (ie, the balance between the power supplied to the grid and the demand from the grid). In the case of an overload, where the instantaneous demand exceeds the power generation, the frequency of the transmission network drops below its rated frequency. Under under load conditions, the instantaneous power demand is lower than the power generation rate, and the transmission network frequency rises above the rated frequency.

Therefore, according to some embodiments of the present invention, the load balance state of the transmission network is provided in step 120 by measuring the instantaneous value of the power frequency of the transmission network and possibly determining a deviation value between the rated power frequency of the transmission network and the measurement frequency. . In such an embodiment, the charging criterion CRT provided in step 110 can be applied to charging the measured instantaneous frequency (or the deviation of the instantaneous frequency of the transmission grid from its nominal frequency) with various possible power consumptions. The parameters/schemes are associated. Certain charging schemes may be associated with powering the grid (e.g., by drawing power from the battery) in some cases to relieve overloaded grid conditions.

Alternatively or additionally, in accordance with some embodiments of the present invention, data indicative of network load balancing status may be communicated via a data network. For example, a load balancing parameter (one or more) of the network can be communicated from a utility company operating a power network or from a central control system that operates multiple charging systems (charging points).

Alternatively, not all of the batteries to be charged have the same charging priority level, according to some embodiments of the invention. To this end, the charging criteria can also be incorporated into prioritized data/parameters to allow for prioritization of the battery. For example, when charging a battery for an electric vehicle, some battery/electric vehicles/users may be associated with a higher service level agreement (SLA) than others to obtain a higher priority for charging their batteries. Also for some vehicles, the intended use of the vehicle may be lower than the expected use of other vehicles and/or their battery charge status (SOC) may be higher than the SOC of other vehicles. In such cases, a vehicle with a lower expected usage or a higher SOC may set a lower charging priority level.

Moreover, the charging module of the present invention can optionally be configured to charge different types of batteries, which can be associated with different charging characteristics (eg, different power consumption rates during charging). The charging characteristics of these batteries are indicated here by the terms battery parameters and can also be included in the charging criteria. Medium and used to select an appropriate charging scheme.

As described above, in an optional step 130, prioritized data and/or battery data is provided/obtained to charge a particular battery (e.g., a particular EV/user's battery). Prioritizing data and battery data, respectively indicating the prioritization of the particular battery to be charged and the value of the battery parameter, may be obtained from one or more controllers associated with the battery to be charged. Such a controller may include the following: a BMS (battery management system) of the battery (e.g., equipment/EV equipped with the battery), and a remote central control system (control center) in communication with the battery. The battery data segment and the prioritized data segment may be provided by a single controller or controllers associated with the particular battery. Also, such information can be obtained by means of material communication (for example, via a data network). In some cases, particularly when the controller is associated with a plurality of batteries (eg, a central control system), battery and/or prioritized data may be provided to the controller in response to communication indicating the type of battery/identity. The information indicating the type/identity of the battery may be, for example, information identifying the EV on which the battery is installed and/or information indicating the user of the battery/EV.

Alternatively, the prioritization and battery data provided in step 130 may be partially or completely a version of the charging criteria CRT that is specifically designed according to the priority level, type, and/or identity of the particular battery to be charged. .

In step 140, based on the value of the load balancing parameters (one or more) provided in step 120, and possibly based on the prioritization and/or battery data provided in step 130, the charging criteria are used (in step 110) And optionally provided in step 130) selecting a charging scheme. The charging criteria may be in the form of a look up table (LUT) or a formula or algorithm that associates at least the value of the load balancing parameter (one or more) with the corresponding charging scheme/parameter. Accordingly, in step 140, an appropriate charging scheme is selected.

In some embodiments of the invention, the charging scheme is selected in a hysteresis mode to prevent oscillations in charger power consumption and to improve network stability. In a lag mode, the starting criteria according to a particular charging scheme are different from the stopping criteria according to the charging scheme. For example, when the frequency of the transmission network drops below a first threshold X, a battery having a specific SOC is cut off from charging, and only when the frequency rises above a second threshold (X+ positive difference) higher than the first threshold. Recharge the battery only when it is connected. The characteristics/parameters of the hysteresis mode of operation may be provided with the above charging criteria, or they may be hard coded in the system of the present invention.

It should be noted that steps 120 and 140 are preferably performed repeatedly and/or periodically to Monitor changes in the load balance state of the power network and adjust the charging scheme used to charge the battery as appropriate. As suggested above, it is generally preferred to provide a response to agile load cell state change agility, which has a load balancing response time preferably less than a few seconds, and more preferably less than one second. Accordingly, steps 120 and 140 can be repeated at a high rate (e.g., approximately every 500 milliseconds) to respond to and respond to such changes. Steps 110 and 130 may be performed once, or once every other time to provide/update charging criteria, and/or when different batteries are connected to the system for charging.

In accordance with various embodiments of the present invention, a charging scheme may be represented by one or more charging parameters indicative of the manner in which a battery is to be charged. At step 150, operational instructions (e.g., data and/or signals) for charging the battery are determined based on the charging parameters of the charging scheme selected in step 140. The operational data and/or signals are then used to operate a charging module to charge a battery in accordance with the selected protocol. For example, a charging scheme can be represented by a single parameter indicating the state of charge and non-charge states of the charging module (on-off state).

Method 100 may be operated in accordance with some embodiments of the present invention to maintain the transmission grid in a slightly off-balanced load condition. This manner of operating method 100 can also be used to facilitate variations in the amount of power generated to the grid. For example, at the charging peak time, when multiple electric vehicles are connected to charge, it may be desirable to "notify" the operator/utility company of the transmission grid to increase power supply to the transmission grid (increasing power generation). As suggested above, the operator of the transmission grid usually monitors the load on the transmission grid and adjusts the amount of power generation to maintain a load balance. Therefore, keeping the grid state slightly overloaded "notifies" the operator to increase power generation and vice versa. The method of operation 100 can be achieved by using suitable charging criteria to maintain the transmission grid in a slightly off-balanced load condition. For example, a slightly overloaded grid state can be obtained by using a charging criterion that associates a power-consuming charging scheme with such a slightly overloaded grid state. Alternatively or additionally, any of the above steps 140 and/or 150 may be used to bias the selection of the charging scheme and/or bias the operating charging command to affect a slightly off-balanced grid state. Preferably, the method 100 is operated to maintain the transmission grid in a slightly off-balanced load state, excluding the "active" overload/underload of the transmission grid, but passively when the transmission grid operates close to the optimal load balancing state. To correct an imbalance in the transmission grid.

According to some embodiments of the invention, a charging scheme may be represented by one or more parameters indicative of the average/rated rate of power/current consumption to be obtained during charging. For example, this can be achieved by adjusting the operation of a charger module so as not to exceed the expected power/current consumption. to make. However, in some cases, the time required to adjust the operation of the charger may be greater than the expected load balance state response time. In this case, in step 150, in the case of an overloaded transmission grid state, the operation of the charger module may be turned off/off first, and then the operational characteristics of the charger module may be adjusted to comply with the required power. Consumption level/rate, and only after that the charger can be turned on again.

Alternatively or additionally, one of the charger modules (or other power consuming facilities) expects that the average power/current consumption can be achieved by operating the power consuming facility in cycles/pulses. For example, a particular charging scheme may be specified/represented by a single charging parameter indicative of a particular average/rated power consumption rate for charging the battery; for example, a rated power consumption of 2 kilowatts. Consider a situation in which the power consumption for continuous charging of a particular battery is allowed to be about 10 kW, then in order to charge the battery at an average power consumption rate of 2 kW, the battery should only be a fraction of the time 2 kW/10 kW. Charged during the period of =0.2. This can be achieved in accordance with the present invention by operating a charger module that includes a charging time slot/period during which the battery is being charged and a rest period/period during which the battery is not being charged. Thus, in such an embodiment of the invention, the operational data/signal is generated at step 150 to charge the battery during the charging cycle, wherein between the charging cycle duration of a charging cycle and the total duration of the charging cycle The ratio is approximately equal to the above ratio of 0.2. This provides for charging the battery at a rated power consumption rate of 2 kilowatts. Charger module power consumption fluctuations due to such pulsed operations can be averaged by a plurality of asynchronous chargers operating in this manner, and/or such fluctuations can be made by suitable circuitry (eg, by using capacitors) ) Smoothing. Accordingly, with such techniques, a substantially constant and reduced rate of power consumption can be achieved to charge multiple batteries from the grid while optimizing load balancing and improving the stability of the power grid.

Referring now to Figures 2A-2D, there are shown, in detail, several specific and non-limiting charging criteria embodiments exemplified in the LUT type. It should be understood that equivalent or other charging criteria may also be provided in the form of one or more formulas and/or algorithms as suggested above. It should also be noted that other aspects of the charging criteria may be used with various embodiments of the present invention having other combinations of other parameters and/or parameters described in relation to any of Figures 2A-2D.

2A and 2B illustrate charging criteria arranged in a lookup table that correlates different values/ranges of the grid frequency Fq (which is a measure of the load balancing state of the grid) with charging parameters for various charging schemes. The charging scheme in FIG. 2A in this embodiment is specified by a single charging parameter, which is one of the Boolean charging operating parameters indicating the charging action on and off states (connecting/disconnecting the charging current supply), or by corresponding The charging power parameter CC _P ([kW]) obtained by the charging scheme indicating the desired charging power consumption rate. The various charging schemes in Figure 2B are specified by a charge cycle proportional parameter CC _R ([%]) which indicates a fraction of the actual charge time (pulse duration) for the duration of the entire charge cycle. An additional parameter CC _F ([Hertz]) is optionally also provided which indicates the repetition rate/frequency of the charge cycle/pulse (this is the reciprocal of a pulse duration).

According to the present invention, in order to improve a load balancing state of the transmission grid and without additional parameters (such as scheduling priorities and/or battery parameters as described above), charging criteria are selected such that the load balancing state of the transmission grid There is a positive correlation between the frequency Fq parameter of the transmission grid and the power consumption rate of the charging scheme. To this end, with respect to the charging criteria of Figures 2A and 2B, a positive correlation should be provided between at least one of the charging power consumption rate parameter CC _P and the charging cycle proportional parameter CC _R and the frequency Fq parameter of the transmission grid. Accordingly, for an under-loaded grid state in which the frequency of the grid is relatively high, a charging scheme with higher power consumption (eg, and a shorter total charging time) will be used, and vice versa for an overloaded grid state.

2C illustrates another embodiment of a charging criterion in accordance with the present invention that associates various charging schemes having parameters indicative of the load balancing state of the grid with additional parameters including scheduling priorities and battery parameters. For example, here, a load balancing indicator/parameter LB expressed as a percentage is provided in accordance with the excess load experienced by the grid relative to the electrical load of a balanced grid state. Alternatively, the value of this parameter in the transmission grid can be communicated from an external facility, such as a central control system, rather than directly from the transmission grid. Additionally, in this example, the charging scheme is represented by a single charging operating parameter CO, which is a Boolean parameter indicating the on and off states of the charger module.

The charging criteria illustrated in FIG. 2C also includes prioritization parameters and battery parameters that allow for characteristics based on the battery and/or charger associated therewith, and also according to the battery or its associated user/ A certain level of service of the vehicle is prioritized to provide priority charging for certain batteries. In order to achieve a desired level of service, certain parameters indicative of the intended use of the battery (or EV associated therewith), the state of the battery/EV, may also be considered.

It should be noted here that the term ordering parameters are broadly associated with various attributes/parameters as referred to herein, which indicate the priority when charging the battery and the choices used to influence the charging scheme. To this end, the prioritization parameter may include one of the following parameters: Any combination of one or more and possibly additional parameters:

(i) SOC-Battery state of charge (SOC). The amount of energy stored in the battery and/or the stored energy may be indicated relative to the fraction of the fully charged battery state.

(ii) The intended use of the EU-battery (eg, in kilowatt hours), which is sufficient for a specific period of time. This can also be indicated by the intended usage of a device/EV connected to the battery (e.g., the number of kilometers traveled desired).

(iii) The SL-Service Level parameter can be a number indicating a Service Level Agreement (SLA) associated with battery charging.

It should also be noted that the term battery parameters are used herein to indicate any one or more parameters that indicate characteristics of battery charging (eg, current/power consumption during charging). Such parameters may be associated with the type of battery itself, and/or the charger associated with the battery and/or with any other component (one or more)/factors (one or more) that may affect the battery charging operation. . Battery parameters can also be used in this embodiment to determine a suitable charging scheme that will be used in conjunction with a particular battery type/identity. A specific, non-limiting example of such parameters may include the following or any combination thereof:

(i) BT - The type of battery or other attributes installed on the EV (not shown).

(ii) CG - Type of battery controller/charger (eg BMS) used to charge the battery (not shown).

(iii) The current drawn by the I-battery while charging.

(iv) BC-Battery power storage capacity.

As suggested above, the charging criteria are typically designed to optimize load balancing in the transmission grid while preferably providing improved power replenishment service levels. This can be achieved in accordance with the present invention by designing a charging criterion that allows for the same set of prioritization and battery parameter values, between the grid load balancing state and the power consumption rate of the system for the corresponding charging scheme provided by the state. There is a negative correlation. For example, for the same prioritization, a slower transmission grid frequency will provide a higher power consumption scheme. On the other hand, in order to improve the service level of the power replenishment service, the charging criteria can also be designed such that there is a positive correlation between similar load balancing state prioritization parameters and the power consumption rate of the corresponding charging scheme. For example, for a particular grid frequency, a battery with a higher priority will be charged faster or first.

Turning to Figure 2D, the figure generally illustrates that one or more charging parties can be used A charging criterion LUT associated with the value of the load balancing parameter and the prioritization parameter. Here, specific charging scheme parameters (one or more) and scheduling priorities (one or more) are not shown. Again, a hysteresis parameter is indicated here for each charging scheme. For example, this parameter can specify a difference/difference, which is the difference/difference between the frequency at which the charger is activated to operate according to a particular charging scheme and the frequency at which the charger should cease to operate according to the scheme.

It should be noted that in accordance with some embodiments of the present invention, the charging criteria may include one or more criteria indicative of a charging scheme having a negative power consumption rate. That is, the power in the charging scheme is drawn from the battery to the transmission grid. For example, for certain overloaded grid states (eg, the low frequency values indicated by the Fq parameter in Figure 2A), a negative power consumption rate may be determined by the value of the corresponding charging parameter (one or more) (eg, in the figure) The negative value of CC _P parameter in 2A) is provided. To this end, the charging criteria can be configured such that the negative power consumption rate is provided according to values of certain prioritized parameters, such as SOC and EU parameters. The value of such a parameter can also be used to determine if the battery is charging beyond the intended usage of the vehicle, and in this case, allowing the battery to draw power to the grid.

Reference is now made to Fig. 3, which is a block diagram schematically illustrating a system 300 for charging a battery (one or more) in accordance with the present invention. System 300 can be implemented in a single charging unit/module, or as a decentralized system, with some of the modules located in different locations (eg, distributed to the device to be charged/EV/battery, a charger/charging column) / station, and a central control system). In the case where the system is implemented in a non-decentralized system, it can be mounted integrally on a charging station/column, or installed with the device to be charged (eg mounted on the EV), and/or it can be used as a portable The system is used to charge the battery from the grid.

System 300 includes a power network monitoring module 320 and a charge controller 330. The power network monitoring module 320 is coupled to the power network and is adapted to provide a data LBV indicative of the load balancing state of the transmission network. The charge controller 330 can be coupled to the power network monitoring module 320 and adapted to utilize the data LBV to determine a suitable charging scheme SCH for charging a battery. Generally, in accordance with some embodiments of the present invention, system 300 further includes a charging agreement module 310 operable to load different grid load balancing states (e.g., LBV data) with appropriate charging indicative of a charging operation characteristic. The programme is linked. The charging agreement module 310 is configured and operable to provide a data CRT indicating one or more charging criteria associated with one or more values of at least one load balancing parameter (eg, LBV data) with a corresponding charging scheme then. To this end, the charge controller 330 can be coupled to the charge agreement module 310 to receive data therefrom indicative of the appropriate charging scheme SCH. Alternatively or additionally, the charge controller 330 can be configured and operable to implement the functionality of the charge agreement module 310 internally; for example, the charge agreement module 310 can be included/integrated in the charge controller 330.

In accordance with some embodiments of the present invention, system 300 further includes a prioritization module 340 that is configured and operable to provide one or more prioritization parameters associated with prioritizing battery charging Value. The charging criteria CRT in these embodiments may also associate the value of the prioritization parameter with a corresponding charging scheme.

Again, system 300 includes, or is associated with, a battery charging module 350, in accordance with some embodiments of the present invention. Battery charging module 350 can be coupled to charging controller 330 and is adapted to receive operational commands therefrom to charge a battery in accordance with the selected scheme. The operational instructions may be in the form of data and/or signals communicated to the battery charging module 350. The battery charging module 350 can be part of the system 300 or it can be associated with a vehicle/device to be charged that employs the system 300.

As suggested above, in accordance with some embodiments of the present invention, improved load balancing conditions of the power distribution network can be achieved by utilizing a charging scheme that can have a negative power consumption rate. In such an embodiment, the charge controller 330 can be configured to perform any of the following operations according to the selected scheme: providing power from the grid to the battery to charge the battery at a rate; and drawing power/current from the battery to Transmission grid (for example, to understand the state of the overloaded transmission grid). To this end, the battery charging module 350 can be configured to control the rate of power consumption during charging and to draw power/current from the battery. In this regard, the charge controller 330 can be adapted to operate in accordance with the capabilities of the battery charging module 350.

It may take longer for certain types of power consuming facilities (such as certain types of charging modules 350) to change their operation to change their power consumption rate than a desired real time response time that system 300 should provide. Thus, in accordance with some embodiments of the present invention, in order to provide a real-time response to changes in the load balancing state of the grid, the charging controller 330 of the system is operable to selectively switch (on/off) such power according to the state of the grid. The current supply of the facility is consumed. The switching current supply can be done very quickly, thereby providing a real-time response to the grid load balancing state. Alternatively, at the same time, after the power consuming facility has been disconnected, the charge controller 330 can operate to change its mode of operation to comply with the desired rate of power consumption. Under certain circumstances, This operation may take longer than the expected response time and, therefore, becomes "offline" after the first connection/disconnection of the power consuming facility. Then, once the mode of operation is changed according to the charging criteria, the power consuming facility is reconnected.

It should be noted that system 300 or some of its modules may also be implemented as a computerized system/circuit in accordance with some embodiments of the present invention. To this end, system 300 can be coupled to one or more processors and memory modules (not specifically shown in the figures). In this regard, one or more modules of system 300 can be implemented as software and/or hardware modules that operate in association with one or more processors and memory modules. In this regard, system 300 is configured to utilize data communication with a control center 399, and/or with a power consuming facility (eg, an EV or battery controller) to be charged by the system, in accordance with some embodiments of the present invention. And/or communicate with a user identification device. For this purpose, system 300 can also be coupled to one or more data communication modules (not specifically shown). These may be, for example, Bluetooth (BT) and Wireless Local Area Network (WIFI) communication modules and Near Field Communication (NFC) modules, such as radio frequency identification (RFID).

The power network monitoring module 320 provides/determines a data LBV indicating the load balancing state of the transmission network. The power network monitoring module 320 can be, for example, a power supply connectable to the grid and configured to measure certain power parameters indicative of the load grid balance state of the grid, such as the frequency of the grid. Alternatively or additionally, the power network monitoring module 320 can be adapted to receive data/signals indicative of load balancing conditions. For example, the power network monitoring module 320 can be associated with a data communication module (such as a modem) and adapted to communicate with a control center or a grid/network information center to receive load balancing status data therefrom. LBV.

The charging agreement module 310 utilizes at least the data LBV indicating the load balancing state of the transmission grid to select an appropriate charging scheme SCH suitable for charging a battery under the measured grid load balancing conditions. The charging agreement module 310 can use the charging criterion CRT to determine a suitable charging scheme for different load balancing states. As suggested above, the charging criteria may include a rule, a formula, and/or a LUT that different values (or other load balancing parameters) of different transmission grid frequencies than different charging schemes (eg, charging parameters) having different power consumption rates. Be associated.

The charging agreement module 310 can be adapted to internally determine and/or calculate charging criteria in accordance with some embodiments. Alternatively or additionally, the charging agreement module 310 can be adapted to communicate with another facility to receive charging criteria therefrom. In the latter case, the charging criteria can be received and/or updated by the central control system 399 coupled to the system 300. Data communication can pass This is done with a suitable data communication module associated with system 300.

According to some embodiments of the invention, system 300 is configured to improve load balancing of the network/transmission grid. This is related to the excess power/current demand on the grid when the grid is overloaded and the increase in power/current consumption when the grid is under load. To this end, the charging agreement module 310 can be adapted to contact a lower power consumption charging scheme for an overloaded grid state (eg, a low measured frequency of the transmission grid) and an underload transmission grid state (eg, a high transmission grid frequency) ) Contact a charging scheme with higher power consumption.

System 300 can be configured to provide agile response to grid load balancing state changes having a response time of less than a few seconds and preferably less than one second. This can be accomplished by configuring the network monitoring module 320 for real-time monitoring of the grid load balancing state (preferably by directly monitoring/measuring the grid frequency) and providing information LBV indicating its status. The charge controller 330 can then also be configured to operate in real time to respond to changes in the load balancing state and select a suitable charging scheme SCHM for correspondingly adjusting the charging power consumption of the charger module 350 in real time. In order to provide a real-time load balancing response, it is advantageous to configure the system 300 as a stand-alone facility that operates independently of other facilities, allowing it to operate without real-time data communication to optimize the load balancing state of the grid. . It should be noted that data communication in the configuration of such system 300 can still be used for non-real time (eg, background) operations, such as updating the charging criteria CRT and the battery being prioritized and the values of the battery parameters.

According to some embodiments of the invention, the charging agreement module 310 is adapted to generate/calculate one or more charging criteria CRTs that would different charging schemes (eg, different charging parameters) and various values and possible values of the grid load balancing parameters There are also various values associated with the prioritization parameters. Alternatively or additionally, the charging agreement module 310 can be adapted for obtaining/updating a charging criterion CRT and/or a corresponding charging scheme by an external facility, such as a control center 399. The charging agreement module 310 can be connected to such an external facility via wired or wireless communication. The charging agreement module can also react to updates from external facilities such as a control center 399. Such updates may include updates to the charging criteria CRT and/or updates to the charging scheme associated therewith. The update may be provided by an external facility, such as a control center 399, such as reacting to changes in a power consumption policy and/or depending on a state/type of vehicle/battery to be charged. To this end, the charging agreement module can also be configured to initiate a request to receive a charging criteria update for charging a particular battery/EV.

As suggested above, grid performance and load balancing, and providing improved and more accurate power replenishment services, may be provided by selecting a charging scheme based on at least some prioritization and/or battery parameters. In accordance with some embodiments of the present invention, system 300 includes a prioritization module 340 that is responsible for storing and optionally receiving battery parameters indicative of one or more prioritized parameters and/or battery/EV to be charged. data. The prioritization module 340 can be configured and operable to obtain such information, either by direct or indirect communication with a battery-loaded vehicle/device and/or by communicating with an external facility (eg, control center 399), or Part of it.

Where control center 399 provides prioritization and/or battery data PRI, it needs to be able to determine/identify the battery or vehicle that will be charged by system 300. Such identification data may be provided to the control center 399 directly from the vehicle or by the system 300. Thus, in accordance with some embodiments of the present invention, system 300 further includes an identification module 360 that is configured and operable to permit identification of the battery to be charged. To this end, the identifiable data IDV of the battery may include, for example, any of the following: identifying the battery itself and/or its type and/or identifying the device/vehicle carrying the battery and/or the user identifying the battery. The identification module 360 can be associated with a communication module and/or a user input module (not shown) through which the identification data IDV can be provided. For example, the identification module 360 can utilize radio frequency identification (RFID) or near field communication (NFC) technology to identify the data IDV indicative of the battery and/or its users and/or vehicles associated with the battery. Alternatively or additionally, the identification module 360 can be associated with a data communication network, such as Bluetooth (BT) or Wireless Area Network (WIFI), and can be configured to communicate with one of the vehicle/battery controllers to It is also possible to prioritize and battery data PRI by receiving the identification data IDV.

The battery identification data IDV can optionally be used by the prioritization module 340 to determine the prioritization or battery parameter PRI. In such a case, the identification module may be connectable to the prioritization module 340 to communicate the identification data IDV thereto.

Alternatively or additionally, the identification material IDV is communicated from the recognition module 360 to the central control system 399, in accordance with some embodiments of the present invention. The central control system 399 can utilize the identification data IDV to determine the prioritization and/or battery data PRI to be communicated to the prioritization module 340.

110‧‧‧Provide charging guidelines for charging solutions

120‧‧‧ Provide instantaneous load balancing status of the transmission network

130‧‧‧ Provides prioritization data for charging specific batteries (eg specific electric vehicles)

140‧‧‧ Use this criterion and the load balancing parameters to determine a charging scheme

150‧‧‧Determining operation instructions for charging

Claims (38)

A method for charging a battery by a power network, comprising the steps of: providing information indicative of one or more charging criteria, the charging criterion corresponding to one or more values of at least one load balancing parameter of the power network The one or more value charging schemes are associated, monitoring the power network to determine a value of the load balancing parameter in the network; and utilizing the one or more charging criteria and the determined value to select for A charging scheme for charging a battery. A method for charging a battery by a power network, as in claim 1, wherein at least one of the charging criteria additionally schedules one or more of the prioritized chargings corresponding to a battery a priority parameter associated with a corresponding charging scheme; the method comprising: obtaining a prioritized value corresponding to the one or more prioritization parameters in a battery to be charged, and prioritizing according to the ranking The order value and the determined value of the load balancing parameter select the charging scheme. A method for charging a battery by a power network, as in claim 2, wherein the prioritization parameter includes at least one SOC parameter indicative of a state of charge (SOC) of the battery to be charged. A method for charging a battery by a power network, as in claim 3, wherein a value of the SOC parameter is determined based on battery data received from an electric vehicle on which the battery is mounted. A method for charging a battery by a power network according to claim 3, wherein a value of the SOC parameter is estimated based on battery usage data indicating at least one of: a previous SOC of the battery, a battery Historical information on repairs, and the intended use of the battery or a vehicle loaded with the battery. A method for charging a battery by a power network according to any one of claims 2 to 5, wherein the prioritization parameter comprises at least one of the following parameters: indicating that the battery is to be provided for installation A service level (SL) parameter for the service level of a vehicle, and an expected usage (EU) parameter indicating the expected power consumption for driving the vehicle. A method for charging a battery by a power network, as in claim 6, wherein at least one of the SL and EU parameters is based on data received from the vehicle. The value is determined at least in part. A method for charging a battery by a power network according to any one of claims 2 to 5, comprising obtaining information indicating the identity of the battery to be charged, and communicating the information to a control center from At least one of the prioritized values corresponding to the battery is received. A method for charging a battery by a power network according to any one of claims 1 to 5, comprising obtaining information indicating the identity of the battery to be charged, and communicating the information to a control center from At least one of the charging criteria for the battery is received. A method for charging a battery by a power network, as in any one of claims 1 to 5, wherein the one or more charging criteria are selected to optimize load balancing in the power network. A method for charging a battery by a power network according to claim 10, wherein the charging criterion corresponds to an overload and an underload value of the load balancing parameter of an overload and an under load condition of the power network. A charging scheme with lower and higher power consumption, respectively, is associated, thereby optimizing load balancing in the power network. A method for charging a battery by a power network according to any one of claims 2 to 5, wherein the charging criterion corresponds to a power network for a given set of the priority value The overload and underload values of the load balancing parameters of the overload and underload value states are associated with charging schemes having lower and higher power consumption, respectively, thereby optimizing load balancing in the power network. A method for charging a battery by a power network, as in any one of claims 1 to 5, wherein the load balancing parameter corresponds to a frequency of power in the power network. A method for charging a battery by a power network according to claim 13 of the patent application, comprising monitoring a frequency of the power network, thereby determining a load balance state of the power network, higher than a rated frequency value of the network. The power network frequency corresponds to an under-loaded power network operation, and the power network frequency below the rated frequency value corresponds to an overloaded state of the network. A method for charging a battery by a power network, according to any one of claims 1 to 5, wherein at least one of the charging schemes indicates one or more charging cycles In one sequence, each cycle includes: at least one charging period during which the battery is being charged; and during a rest period during which the battery is not being charged. A method for charging a battery by a power network, as in claim 15, wherein the one or more charging cycles are periodic cycles of equal periods. A system for charging a battery by a power network, comprising: a charging agreement module configured to be operative to provide information indicative of one or more charging criteria, the charging criterion indicating a load in the power network One or more values of the balanced at least one load balancing parameter are associated with a corresponding charging scheme; a power network monitoring module associated with a power network and adapted to provide one of the load balancing parameters in the indicating network And a charge controller configured to be operative to communicate with the charge agreement module and the power network monitoring module and adapted to utilize the one or more charging criteria and a value indicative of a load balancing parameter This information is used to select a charging scheme for operating a battery charging module. A system for charging a battery by a power network, as claimed in claim 17, comprising a battery charging module connectable to the charging controller and adapted to receive an indication from the selected charging solution A signal is operative to charge an electric vehicle in accordance with the selected charging scheme. A system for charging a battery by a power network, as claimed in claim 17 or 18, comprising a prioritized module adapted to provide one or more prioritization parameters associated with battery priority charging. Prioritizing the value, at least one of the charging criteria associating one or more values of the prioritized parameter with a corresponding charging scheme. The system for charging a battery by a power network according to claim 19, wherein the charging agreement module is adapted to receive one or more rows corresponding to a specific battery to be charged from the scheduling priority module. Prioritizing the value, and providing the data indicative of the one or more charging criteria based on the prioritized value. The system for charging a battery by a power network according to claim 19, wherein the charging controller is adapted to receive one or more prioritized values corresponding to a specific battery from the scheduling priority module. And using the prioritized value to determine the selected charge Electric plan. A system for charging a battery by a power network according to claim 21, wherein the vehicle scheduling priority parameter includes at least one SOC parameter indicating a state of charge (SOC) of the battery to be charged. A system for charging a battery by a power network, as in claim 22, wherein the prioritization module is configured and operable to communicate with a control system on the vehicle to receive therefrom Indicates the battery data of the battery-SOC. A system for charging a battery by a power network, as in claim 22, wherein the prioritization module is configured to estimate the SOC parameter based on at least one of: indicating at least one battery Battery usage data for one of the previous SOCs, historical data for battery repair, and expected usage of a battery or an electric vehicle in which the battery is installed. A system for charging a battery by a power network according to claim 19, wherein the scheduling priority parameter comprises at least one of the following: a service indicating a service level of a vehicle to be supplied to the battery. A level (SL) parameter, and an expected usage (EU) parameter indicating the expected power consumption from the battery. A system for charging a battery by a power network, as in claim 25, wherein the prioritization module is configured and operable to communicate with and receive an indication from a control system on the vehicle A value of at least one of the SL and EU parameters. A system for charging a battery by a power network, as claimed in claim 19, comprising an identification module adapted to obtain information indicative of the identity of the battery and to communicate the information to a control center; in response, the row The prioritization module is adapted to receive from the control center at least one value corresponding to one or more of the prioritized parameters. The system for charging a battery by a power network according to claim 19, comprising an identification module adapted to obtain information indicating the identity of the battery and to communicate the information to a control center; the charging agreement module Suitable for receiving at least one of the charging criteria from the control center. A system for charging a battery by a power network as claimed in claim 27 or 28, wherein the information indicates the identity of at least one of: the battery, a vehicle in which the battery is installed, and a user of the vehicle . A system for charging a battery by a power network, as claimed in claim 17 or 18, wherein the charging agreement module is operable to provide a charging criterion suitable for optimizing load balancing in the power network. The system for charging a battery by a power network according to claim 17 or 18, wherein the charging criterion is an overload and an underload value of the load balancing parameter corresponding to an overloaded and underloaded state of the power network. , associated with charging schemes having lower and higher power consumption, respectively, thereby optimizing load balancing in the power network. A system for charging a battery by a power network, as in claim 19, wherein the charging agreement module is operable to provide a charging criterion for a given set of the prioritized value, the charging criterion Overload and underload values corresponding to the load balancing parameters of the overload and under load conditions of the power network are associated with charging schemes having lower and higher power consumption, respectively, to thereby optimize the power network Load balancing. A system for charging a battery by a power network, as claimed in claim 19, comprising a frequency monitoring module connectable to the power network and adapted to measure load balancing parameters indicative of power frequencies in at least one network And determine a frequency value corresponding to the network-load balancing state. The system for charging a battery by a power network according to claim 17 or 18, wherein the charging agreement module is adapted to provide information indicating at least one charging scheme, the charging scheme comprising one of charging cycles, each The cycles include at least one charging period and one inactivity period. A system for charging a battery by a power network as claimed in claim 34, wherein the charge controller is adapted to utilize the charging criterion to select and utilize the at least one charging scheme to battery the battery during the charging cycle Charging, while not charging the battery during the rest period. A system for charging a battery by a power network, as claimed in claim 35, wherein the charging agreement module is adapted to provide a charging scheme having a difference between a duration of charging and a duration of a charging cycle Proportion to provide charging schemes associated with different power consumption rates. A system for charging a battery by a power network, comprising: a charging agreement module providing information indicative of one or more charging criteria, the charging criterion Correlating one or more values of at least one load balancing parameter indicative of one of load balancing in the power network with a respective charging scheme associated with a different power consumption rate, the charging scheme including an order of charging cycles, the charging cycle Included at least during charging and during rest periods, the charging scheme has a different ratio between the duration of the charging period and the duration of the inactivity period than at least some other solutions; a power network monitoring module associated with the power network and adapted Determining a value of the load balancing parameter in the network; and a charging controller adapted to utilize the one of the one or more charging criteria and the load balancing parameter to select one to be used to operate a battery charging module A charging scheme to charge a battery according to the selected charging scheme. A method for charging a battery by a power network, comprising: providing data indicative of one or more criteria that correlate values of frequency of power in the network with a charging scheme, the charging scheme including a charging cycle And characterized by a power consumption rate corresponding to a ratio between a duration of a charging period of the charging cycle and a duration of the charging cycle; and monitoring the power network to determine a frequency of power in the network A momentary value and utilizing the one or more criteria to select the associated charging scheme for charging a battery.