WO2011104219A2 - Procédé et dispositif de distribution d'énergie électrique - Google Patents

Procédé et dispositif de distribution d'énergie électrique Download PDF

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Publication number
WO2011104219A2
WO2011104219A2 PCT/EP2011/052577 EP2011052577W WO2011104219A2 WO 2011104219 A2 WO2011104219 A2 WO 2011104219A2 EP 2011052577 W EP2011052577 W EP 2011052577W WO 2011104219 A2 WO2011104219 A2 WO 2011104219A2
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WO
WIPO (PCT)
Prior art keywords
energy
power
local network
network
supply
Prior art date
Application number
PCT/EP2011/052577
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German (de)
English (en)
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WO2011104219A3 (fr
Inventor
Alexander Ebbes
Bernd REIFENHÄUSER
Original Assignee
Gip Ag
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Publication date
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Publication of WO2011104219A2 publication Critical patent/WO2011104219A2/fr
Publication of WO2011104219A3 publication Critical patent/WO2011104219A3/fr

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Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q9/00—Arrangements in telecontrol or telemetry systems for selectively calling a substation from a main station, in which substation desired apparatus is selected for applying a control signal thereto or for obtaining measured values therefrom
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00004—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by the power network being locally controlled
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/12—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load
    • H02J3/14—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load by switching loads on to, or off from, network, e.g. progressively balanced loading
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/70—Interactions with external data bases, e.g. traffic centres
    • B60L2240/72—Charging station selection relying on external data
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/10—The network having a local or delimited stationary reach
    • H02J2310/12—The local stationary network supplying a household or a building
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
    • H02J2310/56—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads characterised by the condition upon which the selective controlling is based
    • H02J2310/58—The condition being electrical
    • H02J2310/60—Limiting power consumption in the network or in one section of the network, e.g. load shedding or peak shaving
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q2209/00—Arrangements in telecontrol or telemetry systems
    • H04Q2209/30—Arrangements in telecontrol or telemetry systems using a wired architecture
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q2209/00—Arrangements in telecontrol or telemetry systems
    • H04Q2209/40—Arrangements in telecontrol or telemetry systems using a wireless architecture
    • H04Q2209/47—Arrangements in telecontrol or telemetry systems using a wireless architecture using RFID associated with sensors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the present invention relates to a method for electrical power distribution to a plurality of energy consumers in a local area network, at least one of which is a station for charging the energy storage and / or energy extraction from the energy storage of at least one vehicle, wherein for the local network limited maximum power of is provided to a higher-level disposal network and / or can be fed in and the local network has a plurality of internal connections, wherein the connection values of all consumers at the internal connections of the local network exceed in total the maximum power available for the local network.
  • the present invention also relates to a corresponding device for electrical power distribution to a plurality of electrical energy consumers in a local area network, wherein at least one of the energy consumers is a charging station for the energy storage of at least one vehicle and wherein for the local network limited maximum power from a higher Supply network is provided and / or can be fed and the local network has multiple internal connections for the energy consumers and feeders, the connected loads of all consumers of the local network in their sum exceed the available maximum power.
  • Local networks such as a household network or even a local network of a production plant or a factory, usually have numerous connections through which different consumers are supplied with electricity. In this case, individual connections or groups of connections are usually secured by a common fuse. In turn, the entire local area network is connected to a utility grid through one or more main fuses. In such a system, the maximum available power for the local network is given by the maximum current through the main fuse or main fuses multiplied by the generally fixed voltage of the supply network
  • wind energy plants, solar power plants and also biogas power plants in any case directly provide electrical energy for the general supply networks, so that the supply of electrical energy is thereby also adapted to the presumably growing demand.
  • z. B. electric vehicles but is relatively high and batteries of electric vehicles usually have a storage capacity of at least 16 kWh up to a few hundred kWh.
  • charging stations In order to charge the batteries of electric vehicles efficiently, one will therefore have to resort to special "charging stations", which are designed specifically for this purpose and, where appropriate, provide greater benefits.
  • Such charging stations can not be sized arbitrarily, but must be on a be designed maximum maximum demand, which can not be exceeded, but still the number of individual ports and their individual transmission capacity in the sum can be well above the maximum available for the charging station power.
  • available maximum power therefore includes not only a maximum available power in the physical sense, but also a maximum available power, for example from a cost point of view, ie a power limitation in this sense not only based physical conditions, but also on the basis of other boundary conditions.
  • the term energy distribution is not limited to the charging of energy storage devices, but also applies to the case of grid integration.
  • This fed-in energy can then be fed into the superordinate supply network by the method and the device for electrical energy distribution and / or used for charging further energy stores in the local network.
  • the object of the present invention is to provide a method and a device for electrical power distribution which are able to optimally distribute the maximum available total energy to the individual connected consumers without that any limit values, be it the local network or the supply network, or exceed a predetermined budget, are exceeded.
  • this object is achieved in that an intelligent control device with a control input and at least one control output is provided at or behind the interface to the supply network in the local network, which on the basis of at least one predetermined control parameter, the power supply to the terminals of the local Network according to a determined from this power distribution plan so on and off or limited that the sum of the provided at the individual terminals of the local network power does not exceed the available maximum power, at least one specifiable control parameter corresponds to the energy needs of the energy storage of the at least one vehicle to be charged ,
  • this device comprises an intelligent control device which cooperates with at least one switching device which is arranged at or behind the interface to the supply network in the local network, wherein the control device has a control input and has at least one control output and is connected and controllable such that on the basis of at least one predetermined control parameter via the at least one switching device, the energy supply and / or energy intake to and / or from the terminals of the local network on and off or limited, so that the sum of the electrical power of the local network provided via the individual connections does not exceed the maximum total power available for the local network.
  • the inventive method and the corresponding device allow a substantially improved flexibility and planning options in the design of local networks and in large scale application of the parent utility networks, as well as a cost-effective and more even use of existing transmission capacities and / or existing feed-in potential.
  • a charging station for which the maximum power consumption is limited to 500 kW could easily have 20 charging stations that individually could transfer 100 kW of power each without having to block individual stations depending on the current power consumption and without any Safety shutdowns take place, especially since it can often happen that all charging stations are occupied, but not all of them each need the full charging capacity.
  • a limitation of the power output and / or power consumption preferably takes place automatically the sum of the maximum available power and / or maximum recordable power by an automatic switching on and off of the individual stations or a limitation of the output and / or recorded on the individual stations power or currents takes place.
  • Users and operators of such a charging station do not have to pay attention to the type or number of already connected energy storage devices (or other electrical energy consumers), nor must any sequence or connection value be taken into account when connecting the energy storage device.
  • each free charging station is simply occupied and the device according to the invention then automatically assumes the appropriate power distribution on the basis of the respective current control parameters and corresponding programming, wherein at least one of the control parameters corresponds to the energy requirement of the energy storage device of the at least one vehicle to be charged corresponds to the feed potential of the connected energy storage.
  • control parameters it is of course possible in principle to capture the control parameters in any way to determine an energy distribution plan and this possibly also represent the operator of the local network, so that the operator then based on this energy distribution plan (by hand or by confirmation of a Timing diagram) can make the necessary circuits.
  • an embodiment of the method is preferred in which at least the determination of the energy distribution plan is carried out automatically on the basis of the respective control parameters and this energy distribution plan is also automatically implemented by the intelligent control device.
  • the maximum available power for the local network can be given for example by the trip limit value of one or more main fuse (s) and by the voltage of the supply network, in which case the sum of the demand currents of the consumers Trigger limit of the main fuse (s), the power distribution plan provides a constant total current that is less than the trip limit of the main fuse (s).
  • a temporally constant total current just below the tripping limit value of the main fuse (s) is the narrative optimum in such a situation with regard to the fulfillment of the concrete power requirement.
  • the power distribution plan is automatically re-determined as soon as any of the control parameters changes.
  • the maximum available power may well be less than the maximum power that would be transferable at a given supply voltage for a main fuse or main fuses.
  • the operator of a local network may At certain times of the day, they have only a limited energy quota at a given price. If it exceeds this quota, an increased price would be due for the additional energy consumption. In such a situation, the operator of the local network can thus specify the available maximum power such that during the affected period the energy quota available at the favorable price is not exceeded. Even such an energy contingent or the resulting maximum available power during a certain period of time can therefore be one of the control parameters which is evaluated by the intelligent control device in order to determine the energy distribution plan therefrom.
  • this control parameter may also change depending on other control parameters.
  • a customer of a charging station could be prepared to pay a higher price for immediate fast charging of the battery of his electric vehicle, the higher price offsetting the additional cost of exceeding the above-mentioned energy quota. In this case, therefore, the parameter of the available maximum electrical power could be increased accordingly.
  • the individually switchable consumers are assigned variable priority levels.
  • the power distribution plan provides for all connected loads to be timed so that each of the loads, including waits and pauses, needs approximately the same total time to charge, then this total duration may be entered by entering a higher Priority level are shortened, with the consumer in question is then preferably supplied with energy. Also, for safety reasons or because of the particular importance of certain consumers, some consumers may be given preferential priorities, especially when it comes to higher-level systems such as lighting or an emergency system (eg cooling pumps) of the installation concerned.
  • lighting or an emergency system eg cooling pumps
  • the criteria for the energy distribution plan are in principle freely selectable.
  • the energy distribution plan can be designed, for example, so that a previously connected consumer who has the same or even lower energy consumption than a later connected consumer receives the required total energy also earlier.
  • a variant of the power supply of the individual consumers is for example in a timeshare method, which means, for example, that for a consumer, the electrical energy supply is switched off when it is switched on for another, so currently only a limited number of energy consumers is switched on, the sum of which the maximum available During this time, a different part of the consumers is switched off and switching takes place at certain intervals in order to distribute the available power more evenly among all connected energy consumers.
  • the switching devices for individual consumers individually limited flows, z. B. supply by limiting the voltage or average voltage to the load terminals. Many batteries can absorb different charging currents without suffering any damage, whereby the corresponding current regulation can also be effected indirectly via a corresponding voltage setting.
  • a voltage limitation can be effected for example by time cutting of the supply voltage, including in particular the phase control is to count in an AC power supply, the term "time division of the supply voltage", however, also includes corresponding pulse / pause ratios in a DC power supply.
  • Timeshare or time-slice according to the pulse-pause method effectively means a packet-wise energy transfer, as disclosed in particular in the older (not yet published) DE 10 2009 003 173.1 the same applicant, in particular even the supply network may be a so-called "smart grid" in that the electrical energy is provided in precisely dimensioned energy packets based on a previous or parallel communication between an energy supplier and a consumer or the operator of a local network and thus provides limited maximum outputs and energy quantities which are optimized in accordance with the present method Can be distributed to the respective consumer.
  • At least a portion of the control parameters at the beginning of the power supply of the consumer is detected directly via the electrical connection of the consumer or they are communicated from an external source via a separate communication channel.
  • An example of an immediate detection of a control parameter via the electrical connection would be z.
  • control parameters may also be possible and permissible for control parameters to be detected and transferred independently of an electrical connection via a separate communication channel.
  • an electrical connector for a battery could have additional contacts or channels of an information channel, or communication can be via Powerline Communication (PLC).
  • PLC Powerline Communication
  • the connection via a separate communication cable or via a wireless network would be conceivable, as well as inputs of a user in a terminal, via a mobile phone or any other device (eg via Bluetooth or WLAN), with the help of which an input a control parameter into the system is possible.
  • Control parameters may include, for example, the minimum total desired amount of energy and / or a maximum supply or charging time.
  • the user of a charging station pretend that he wants to use his vehicle after 2 hours in any case and he wants to receive the maximum available energy during this time, but at least for example half of the maximum amount of energy that can be supplied.
  • the connection and disconnection of the electrical power supply can then be controlled so that in any case the minimum condition is met and, moreover, during the time available further energy is stored, if thereby the maximum available total power is not exceeded, even if as a result the energy supplied to the energy store does not correspond to the theoretically possible, maximum supplyable amount of energy during the entire supply time.
  • an external communication device can be, for example, a display or even the mobile phone of a consumer, after which the user gets notified after which time which amount of energy has been loaded into an energy store, so that he can decide based on this information, if necessary terminate a load prematurely or change a priority state. Furthermore, it can be informed in this way exactly when he can take his vehicle at the earliest and with what state of charge of the electrical energy storage again.
  • Such a communication with a central office or an intelligent network node should, of course, take place via an input / output interface that can be operated by humans, although applications are also conceivable in which electrical energy consumers are automatically connected or disconnected on the basis of corresponding information, ie in the Energy distribution plan or removed entirely from it.
  • control device additional conditions must be observed by the control device, such. For example, the fact that the current is limited via a terminal or via a group of terminals to a value that is below a tripping limit of an individual fuse for this terminal or the relevant group of terminals. This means that not only the total power but also the power (or the current) via individual connections must be considered.
  • the device it is useful if it has current measuring devices for individually switchable terminal groups, in order to monitor in this way compliance with the energy distribution plan.
  • the device should also have devices for measuring the total load resistance of one or more consumers, which are switched on or off together via a corresponding switching device or whose current consumption is limited by a switching device.
  • the control device of the device directly a power electronics or more power electronics controls, which switches the power supply to the individual consumers or groups of consumers and / or limited.
  • the control device may optionally be a central device or a decentralized device.
  • a decentralized device could for example be in the form that several switching devices are provided, each having a processor, these processors form a peer-to-peer network. Such a peer-to-peer network is self-organized and would determine a corresponding power distribution plan through communication among the processors, without the need for a central instance.
  • a device in which at least one of the connections of the local network has a battery management system.
  • the individual charging stations of a charging station for electric vehicles could each have their own battery management system, which determines the type and status of the battery to be charged and provides a coordinated, optimized and compatible with the energy distribution plan power supply.
  • each one of the terminals or a group of terminals of the local area network has an individual fuse, so that when any error occurs, even if this should be ruled out by the energy distribution plan according to the invention, additionally connection or the relevant group of terminals can be electrically decoupled from the rest of the system.
  • FIG. 1 Schematically a charging station with several similar charging stations
  • FIG. 2 shows a time diagram of the arrival and the charging processes for a plurality of electric vehicles at 10 parking spaces of the charging station according to FIG. 1,
  • Figure 3 shows the resulting from the timing diagram of Figure 1 current waveform after the
  • FIG. 4 shows a charging scheme for the batteries of the vehicles according to the present invention
  • FIG. 5 shows the current profile resulting from the charging scheme of FIG. 4,
  • FIG. 6 shows a detailed representation of the charging station according to FIG. 1,
  • Figure 7 shows an example of a switching device for controlling a consumer terminal
  • FIG. 8 shows an application scheme of the invention for a fundamentally symmetrical energy flow, for example in a "smart grid”.
  • the smart charging station consists of a number of vehicle parking spaces 0000. Each of these parking spaces has a charging station 1000, which correspond to the energy consumers defined in the claims.
  • the charging stations are connected via a common power grid 2000 (local area network) to a control unit 3000, the also described below as energy management. This in turn is connected to a higher-level supply network 4000; (see Figures 1 and 6).
  • connection network 2000 within the gas station consists of a power network 2100 and a communication network 2200, which are connected to power 3100 and communication components 3200 in the energy management 3000.
  • a higher-level supply network 4000 a conventional conventional power grid is assumed.
  • a smart grid (as discussed above) as utility network 4000 is possible for this invention, but is not pre-set.
  • a wired or wirelessly transported IP protocol can be used.
  • the vehicle can communicate via its own WLAN or mobile radio cell or a form of Near Field Communication (NFC) with the mobile phone, smartphone or other mobile communication-capable computer of the driver, so that this in turn communicates via a network with the charging station.
  • NFC Near Field Communication
  • the energy management component 3000 includes an integrated AAA server 3310 as part of its internal information systems 3300.
  • the vehicle and the driver are identified in particular, and the state of charge of the battery and the need for refueling transmitted.
  • an application or application is loaded on the communication device of the vehicle or the driver's smartphone, which is used for communication with the smart charging station. These applications are called Tank App.
  • the charging requirement is transmitted via the communication between driver, vehicle and intelligent charging station. This information can represent a concrete rule:
  • This profile can have the structure Load at least 25%
  • This information can be exchanged interactively at the beginning of the charging process or, if the charging station can communicate directly or indirectly via the tank app with the energy or battery management of the vehicle, automatically carried out on the basis of stored rules.
  • the intelligent charging station has an intelligent management system for the execution and billing of refueling (accounting).
  • This system has an I P connection to a cellular network or a (W) LAN network of the provider, so that the driver can communicate with the gas station, as well as a speech recognition and processing or a corresponding web application for interaction with the user.
  • the charging station has an AAA system for identification and authorization, as well as a database in which the drivers and their profiles are stored. In the database characteristics of the registered vehicles such as the capacity of the battery and their characteristics are stored.
  • the energy management system Central to the management system is the energy management system which we describe in more detail below.
  • the energy management system always adjusts the current energy or power requirements of the gas station based on the current charge status of the batteries that are regularly transmitted. In the event that this information is not possible due to the lack of integration with the on-board battery management system, the current charge levels are estimated on the basis of the amount of electricity already refueled and the initial state communicated by the driver.
  • the overall process of refueling :
  • the entire process is running, as shown in the following flow chart: After the arrival of the vehicle in the parking lot, the registration and authorization takes place.
  • the information integration in the event that no charging station is free, is not included here.
  • a method of information exchange identifies the vehicle and the driver.
  • transmission methods here are called speech recognition and text input, but they are Further automatic transmission methods such as integration with identification via biometrics, security tokens via RFID, etc. possible.
  • the tank requirement of the vehicle is determined. Based on this information and the queried charge levels of the connected vehicles, the new current total demand of the gas station is determined.
  • the energy management or the control device 3000 determines a new energy distribution plan by means of optimization methods according to the state of the art. From this energy distribution plan, the individual energy packages for the individual fuel pumps and thus also the control parameters for the switching device for switching and / or limiting the current or the power result.
  • the invention basically starts from the situation that energy is only available in a limited amount.
  • the reasons for this can not only be physical in nature, such as a maximum possible current through a fuse, but can also be economic, for example. This is expressed on the one hand, for example, in the limited connection services of the gas station.
  • economic control systems are created that limit energy consumption and make it plannable.
  • the purchase price for electricity becomes higher if a collectively agreed performance threshold is exceeded which, incidentally, can also vary over time.
  • the petrol station operator on the one hand has the economic interest that a profile defined by this threshold is not exceeded (the limit of protection must continue to be met).
  • the operator is faced with the task of optimally serving the needs of the users. For this purpose, it is necessary to control the performance of the individual tank connections, also referred to here as the "charging station” or "electric charging station”.
  • such a tank connection or charging station has, in addition to electrical connection devices for the cars, a switching device 1120 (for example, power electronics with thyristors) for switching the power on and off (see FIGS. 6 and 7).
  • the power valve (switching device) is connected via the control unit 1200 to the energy management system of the gas station, via which the switching on and off is controlled and corresponds to the defined in claim 15 switching device.
  • the column has a smart meter (or other remote readable measuring device for power and energy measurement), which is also connected to the energy management system. This transmits the energy which has flowed to the car via the filling station and the power transmitted.
  • the charging station has 10 parking spaces and 10 power outlets with 230 V AC, each with 16 amps.
  • the vehicles are all of the same type:
  • the traction battery has 16 kWh capacity. An empty battery can be fully recharged at a 200V connection in 8 hours.
  • SoC battery state of charge
  • the charging process lasts 4 hours under the conditions mentioned above. Each charging interval is 4 hours and charges a vehicle with 8 kWh through 200 volts and 10 amps connected load.
  • the invention described herein is intended to represent a method and a system for smart fueling of electric vehicles, so that further optimization criteria such as harmonization of the load profile or control of the performance curve is achieved in accordance with predetermined operational specifications.
  • the method consists in equalizing the refueling of the vehicles in time.
  • an intelligent energy management actively initiates the charging process, i. Power switched to the charging port.
  • the resulting charge intervals shows figure
  • the integral power corresponds to that of the case without power management, but the power characteristic in Figure 5 always remains below the tariff threshold shown as a dashed line.
  • a database of the "petrol station” can also contain service profiles of vehicles with characteristic curves and user-specific "fueling rules".
  • gas station is here in contrast to the conventional definition of the term for gas stations so expanded and used by the device, which is used for charging energy storage and for feeding energy from the energy storage in the network, is understood energy storage They do not necessarily have to be electric batteries, but can also store energy in the form of compressed gas (compressed air) or as kinetic energy (flywheel), but are still charged with the help of electrical energy or can feed energy in the form of electrical energy.
  • the energy management system now has the task of determining the state of the power valve / switching element for the time interval [t, t + d] for each "fuel pump" connected to a car If the total demand does not exceed the target profile, then for the next interval all power valves / shift equipment are open and all cars are refueled.
  • the total requirement is 170 kWh.
  • each column is designed for a power of 10 kW.
  • employees have fixed working hours and all arrive at 8:00 am and leave the parking lot at 6:00 pm.
  • the gas station can provide a total amount of energy of 400 kWh and is therefore sufficient for the demand.
  • the vehicles must therefore be fueled time-delayed or equalized in time. This is the task of the energy management system. As discussed, there are global rules.
  • cars with a low charge state are preferably refueled until they have a measured or estimated state of charge of, for example, 50%. If all cars are 50% fueled, then those cars that have been waiting the longest (alternatively, those with the lowest absolute capacity) will fill up to 75%.
  • the procedure is as follows: First, the quantities are determined to meet the minimum limit. We consider each 1 hour as an interval starting from 8:00 o'clock. In our example, this means that cars 1, 2, 4 and 5 will be fueled; each with 10 kW power for a period of 1 h: a total of 40 kWh were charged. At 9:00, the situation looks like this:
  • valves (circuit breaker) of the vehicles 1, 2, 4 and 5 are open and each 10 kWh flow into the batteries.
  • the driver of the No. 1 car receives a message on his cell phone, for example by SMS or via the aforementioned tank app, that his car is fueled and that he can park it (assuming that not every car park of an electric vehicle with a Charging port equipped and no return power is advised).
  • a demand plan for the vehicles to be refueled is prepared for at fixed intervals as described above. Under specifiable rules, a plan is then drawn up for the states of the service valves of the petrol pumps according to predefinable optimization functions for the respective time or interval.
  • Fuel gauge which continuously or periodically transmits power to the battery, and if the measured power is zero for a defined time interval, the power management assumes that charging is no longer in progress and encounters an update to the battery If the vehicle has the possibility of automatically transmitting the state of charge of its battery to the energy management system 3000, this is transmitted at defined time intervals.
  • the energy management system balances the state of charge of the battery with the theor state according to energy distribution plan. In the event of a deviation (for example, the battery should be full according to the energy distribution plan, but this does not correspond to the measured state of charge), a new energy distribution plan is calculated. As a result, the missing amount is refueled.
  • the vehicle Via the onboard communication device of the vehicle or the driver's smartphone, the vehicle can be localized by GPS or Gallileo or the radio or WLAN cell or another location-based service.
  • the above-mentioned tank app can detect by localization as the vehicle approaches the gas station.
  • it can tell the driver of a not yet connected vehicle whether a charging station is free or when one is free.
  • the state of charge as well as the energy requirement of the notified vehicle can be determined in the energy management of the petrol station. le stored and there in the current energy and power demand planning for all to the
  • the supply network can also assume the role of a consumer, and the energy consumers or energy stores in a local consumer can play the role of a consumer
  • the energy flow will predominantly be from an electrical energy generator (for example a power plant) to the consumers connected to the grid, however, in special situations one of the "consumers", for example a backup battery in a private house or an industrial enterprise, or even the battery of one or more electric vehicles, assume the role of an energy supplier, for example, if a power plant fails or threatens to overload or the power plant can not meet current needs.
  • Some power plants such as pumped storage power plants, are even expressly designed to function both as an energy producer and supplier and as an energy consumer for temporarily storing excess electrical energy. If, for example, in a local area (for example, an "electric filling station"), several charged vehicle batteries are sufficiently or fully charged without the vehicles being required at the present time or in the foreseeable future, but at the same time, at another location, a greater current or power consumption Energy demand exists as it can be covered by the associated power plant of the supply network, so it is possible in such a system to supply additional electricity back from a local network ("electric filling station") in the supply network to meet the corresponding needs , Therefore, the roles of local (consumption) network and superordinate (supply) network are exchanged. Therefore, such a system is also called a "symmetric network".
  • Figure 8 shows the four typical forms of connected devices representing both generators and consumers: electric vehicles can charge their local traction batteries and, in the case of so-called advanced grid integration, also regenerate the stored energy.
  • Optional electrical self-production of the electric filling station for example in the form of roofing with photovoltaic stands provides energy, but can also represent an energy consumer in the case of "back-heating" for defrosting in winter
  • the connected superordinate supply network can deliver and reduce current in the same way - It is understood that each of these forms of consumers / producers may occur multiple times, including the parent network.
  • each terminal 0000 can be both producer and consumer electrical Be energy.
  • the Energy Management 3000 controls and regulates compliance with the individual connection-specific requirements and the stability requirements of the overall system by controlling the power valves 1100 of the connections via the local communication network 2200 and transporting the energy between the valves via the local power network.
  • the specific characteristics and requirements of these consumers / producers can be expressed by means of control parameters; for example in the form of rules. These rules can express both technical and economic control parameters, which is equally covered by method and device.
  • the energy management / control unit 3000 controls the power valves / switching elements 1100 in all terminals 1000 via the control units 1200 in such a way that the requirements of all connected devices 0000 and the requirements of the overall system (for example, operational stability) are fulfilled and at the same time an optimization function also expressed in control parameters is met.
  • the power valves / switching elements 1100 can be designed, for example, as controllable power converters or as controllable relay switches; the appropriate embodiment follows the requirements of the connected consumer / generator 0000.
  • the energy management system or the control device determines which vehicle should feed energy when and to what extent.
  • the permissible total power the network flow is set firmly.
  • the supplier is provided with a larger feed-in than the contractually agreed with economic conditions as these can lead to instability of the network. It must also be ensured that the physical performance limits of the network are not exceeded during the feed-in.
  • the superordinate supply network is an energy consumer is discharged to the energy.
  • an energy distribution plan is created again for the feed-in case. This determines when and which energy storage how long which energy can feed into the local network. This is done in the same way and with the same method and the same device as in the case of loading / refueling under the same criteria. As in the refueling case, different boundary and optimization conditions are taken into account when the energy distribution plan is drawn up. These can be that a connected vehicle provides energy depending on its state of charge and the feed-in price.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Supply And Distribution Of Alternating Current (AREA)

Abstract

L'invention concerne un procédé de distribution d'énergie électrique sur plusieurs appareils consommateurs d'énergie (0000) dans un réseau local (2000), parmi lesquels au moins l'un est une station de chargement du réservoir d'énergie et/ou de prélèvement d'énergie du réservoir d'énergie d'au moins un véhicule, une puissance maximale limitée étant mise à disposition par un réseau d'alimentation prioritaire (4000) pour le réseau local (4000) et/ou pouvant y être injectée et le réseau local comprenant plusieurs raccords internes, la somme des valeurs de raccordement de tous les appareils consommateurs (0000) aux raccords internes du réseau local dépassant la puissance maximale disponible pour le réseau local (2000). L'invention concerne également un dispositif correspondant. L'invention vise à mettre au point un procédé et un dispositif de distribution d'énergie électrique en mesure de distribuer l'énergie totale maximale disponible de manière optimale sur les appareils consommateurs raccordés individuels, sans qu'il ne se produise de dépassements de valeurs limites quelconques, que ce soit du réseau local ou du réseau d'alimentation, ou de dépassement des frais prédéfinis. A cet effet, un dispositif de commande intelligent (3000) doté d'une entrée de commande et d'au moins une sortie de commande est disposé sur ou derrière l'interface vers le réseau d'alimentation dans le réseau local, ledit dispositif activant et désactivant ou limitant, sur la base d'au moins un paramètre de commande pouvant être prédéfini, l'apport d'énergie aux raccords et/ou la distribution d'énergie par l'intermédiaire des raccords du réseau local selon un plan de distribution d'énergie pouvant être prédéfini, de telle sorte que la somme des puissances fournies aux raccords individuels du réseau local ne dépasse pas la puissance maximale disponible et/ou injectable, au moins un paramètre de commande pouvant être prédéfini correspondant au besoin énergétique du réservoir d'énergie à charger du ou des véhicules.
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