WO2021004640A1 - A method for energy management of a vehicle or vessel - Google Patents

A method for energy management of a vehicle or vessel Download PDF

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Publication number
WO2021004640A1
WO2021004640A1 PCT/EP2019/068731 EP2019068731W WO2021004640A1 WO 2021004640 A1 WO2021004640 A1 WO 2021004640A1 EP 2019068731 W EP2019068731 W EP 2019068731W WO 2021004640 A1 WO2021004640 A1 WO 2021004640A1
Authority
WO
WIPO (PCT)
Prior art keywords
charging
energy
storage system
energy storage
power
Prior art date
Application number
PCT/EP2019/068731
Other languages
French (fr)
Inventor
Christoffer WEDDING
Andreas STOCKMAN
Emil SJUNNESSON
Original Assignee
Volvo Truck Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo Truck Corporation filed Critical Volvo Truck Corporation
Priority to PCT/EP2019/068731 priority Critical patent/WO2021004640A1/en
Publication of WO2021004640A1 publication Critical patent/WO2021004640A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0025—Sequential battery discharge in systems with a plurality of batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/0071—Regulation of charging or discharging current or voltage with a programmable schedule
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/58—Departure time prediction
    • 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
    • Y02T10/64—Electric machine technologies 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
    • 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
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to a method for energy management of a vehicle or vessel during a charging session.
  • the invention also relates to a control unit for energy management of a vehicle or vessel.
  • the invention further relates to a vehicle or vessel comprising the control unit.
  • the invention can be applied in any type of hybrid vehicles or electrical vehicles, such as partly or fully electrical vehicles.
  • the invention mainly is described with respect to an electrical truck, the invention is not restricted to this particular vehicle, but may also be used in other hybrid or electrical vehicles such as electrical working machines, electrical construction equipment, and electrical buses.
  • the invention may also be applied in several different types of electrical working machines e.g. wheel loaders, articulated haulers, dump trucks, excavators, fire trucks, refrigerated trucks and backhoe loaders etc.
  • the invention may also be applied in a vessel, e.g. a ship.
  • the energy storage system In the field of electrical charging systems and electrical propulsion systems for vehicles, such as electrical vehicles, there are several different configurations for storing of electrical energy on-board of the vehicle and for providing propulsion to the vehicle by converting electrical energy to electrical power.
  • the energy storage system commonly abbreviated as ESS, has a battery connected to an electrical machine for providing or absorbing electrical power as required by the system.
  • the energy storage system is generally arranged at a suitable location in the vehicle so as to ensure that the battery can be discharged and charged in an appropriate manner in terms of efficiency and safety.
  • batteries are often rechargeable batteries and typically include a number of battery cells that may be connected in series and/or in parallel forming a complete battery pack system for the vehicle.
  • Patent document US 2010/0072954 A1 discloses a system for optimizing battery pack charging.
  • auxiliary systems e.g. battery cooling systems
  • the auxiliary system or systems may be coupled to the external power source without degrading the performance of the charging system.
  • An object of the invention is to provide an alternative or improved method for energy management of a vehicle or vessel during a charging session, which method is adapted to handle the situation that the energy storage system is charged at the same time as there is a desire to allow auxiliary loads.
  • the object is at least partly achieved by a method according to claim 1 .
  • a method for energy management of a vehicle or vessel during a charging session the charging session lasting a predefinable charging time.
  • the vehicle or vessel comprises an Energy Storage System and one or more auxiliary loads, the Energy Storage System being adapted to be charged from a charging station.
  • the method comprises the steps of: a) predicting available total charging power over the charging time, b) priority classifying the one or more auxiliary loads at least as prioritized or non- prioritized,
  • the method By applying the method, it is ensured that the Energy Storage System can be charged while yet affecting performance of the auxiliary loads as little as possible. If it is not possible to operate all the desired auxiliary loads, the method suggests a way of handling to which auxiliary loads energy in that case energy could be supplied.
  • the method is typically performed by a control unit comprised in the vehicle or vessel.
  • control units are further described herein.
  • the method may be repeated a selectable number of times, e.g. after some time has passed, with new predicted loads and charging power to refine the output.
  • the vehicle may be an electrical, hybrid, e.g. plug-in hybrid, vehicle or vessel.
  • the vehicle or vessel may be a fully electrical or a partly electrical vehicle or vessel.
  • the vehicle or vessel typically comprises at least an electrical machine, wherein the energy storage system provides power to the electrical machine for providing propulsion for the vehicle.
  • the vehicle or vessel typically comprises a Traction Voltage System, abbreviated as TVS.
  • the vehicle or vessel typically comprises an electrical propulsion system.
  • the Energy Storage System is typically a DC electrical power source, DC being an abbreviation for direct current.
  • DC being an abbreviation for direct current.
  • the Energy Storage System is a battery pack system, i.e. a system of interconnected battery packs.
  • the DC electrical power source may also be provided in the form of an onboard fuel cell system.
  • the one or more auxiliary loads are associated with the vehicle or vessel, typically as internal auxiliary components. Normally there is a plurality of auxiliary loads.
  • Example of an auxiliary load is: an air conditioning system, a battery management unit, a support system for the vehicle user and/or a Power Take-Off.
  • an external power load e.g. a body-builder application, may be seen as an auxiliary load, although the external power load is normally supplied by another suppler than the vehicle manufacturer.
  • any load supplied from the Traction Voltage System com prised in the vehicle except for the electric propulsion system may be seen as an auxiliary load.
  • the motor drive system and the electric motor are not included in the auxiliary loads. Neither is the Energy Storage System an auxiliary load.
  • the Energy Storage System is arranged to supply energy to the one or more auxiliary loads.
  • the one or more auxiliary loads can be supplied with energy from the charging station, also called EVSE, being an abbreviation of electrical vehicle supply equipment.
  • Steps a) and c) relate to predictions and may be performed in any order. They may also be performed in parallel or at least partly in parallel. Step b) should be performed before step c). The outcome of these steps form input for the following steps d)-g), which thus are performed after steps a)-c). Steps d)-g) are preferably performed in alphabetical order, since the later steps use input from the earlier steps.
  • the predictions can be done by several methods known to the skilled person, for example a moving average calculation with a defined history of measurement points.
  • Known information about the operating time of the charging station and auxiliary loads can also be used to create predicting functions.
  • the predictions made in steps a) and c) preferably cover the whole predeterminable charging time.
  • the charging time may be determined by a known end point of time, e.g. it is known that the vehicle should drive away at that time, such as 7 o’clock.
  • the charging time may be input as a parameter.
  • the one or more auxiliary loads are classified according to priority.
  • the priority classifying is preferably made in relation to the charging of the Energy Storage System.
  • the priority classifying may be made into a plurality steps or even to a continuous priority scale. However, it is assumed that the one or more auxiliary loads are at least classified as either prioritized or non-prioritized.
  • the State Of Charge is the energy content of the battery, at different voltage levels, measured as a percentage between 0 and 100.
  • SOC State Of Charge
  • the term State Of Charge relates to the“usable State Of Charge”.
  • The’’usable State Of Charge” is different from the“real State Of Charge”.
  • The“usable State Of Charge” window is a portion of the voltage range that the operator is allowed to use to ensure battery safety and preserve length of battery life. The value of this will be a new percentage, between 0 and 100. Purely as an example 0%“usable State Of Charge” may correspond to 20%“real State Of Charge”.
  • the State Of Charge may be monitored by the battery management unit.
  • SOE State Of Charge to State of Energy
  • the parameters the total available charging power, of. step a), the predicted power to be used by the one or more auxiliary loads classified as prioritized, of. step c), and/or the available power for charging the Energy Storage System, of. step d), may be determined as function/s of time. By using function/s of time, the predictions are adapted to a situation wherein the parameters to be predicted vary over time. Alternatively, one or more of them may be set to a constant value.
  • Step a) may comprise predicting the available total charging power based on one or more of a charging power of the charging station, power limitations of the charging system of the vehicle/vessel and a power of the Traction Voltage System comprised in the vehicle.
  • Power limitations of the charging system of the vehicle/vessel may be limitations of a wiring of the vehicle/ vessel, of an OnBoard Charger or of the vehicle itself.
  • Step e) may comprise determining the end State Of Charge of the Energy Storage System by adding the Current State Of Charge of the Energy Storage System and an integral over the charging time of the determined available power for charging the Energy Storage System.
  • Current State Of Charge the word“current” means “present”.
  • the word“current” means a flow of electricity, see e.g. the term“current limitation” used herein.
  • the method may further comprise the step of:
  • the one or more auxiliary loads classified as non-prioritized may be supplied with energy according to an internal prioritization.
  • each of the one or more auxiliary loads classified as non-prioritized may be supplied with the same energy.
  • the priority classifying of step b) may be performed based on a parameter associated with the one or more auxiliary loads to be classified and/or via input by means of a user interface.
  • the priority classifying performed in step b) may be made to a plurality of priority levels or on a continuous priority scale.
  • the vehicle may be adapted to cooperate with an external power load, the external power load being adapted to be supplied with energy from an electrical Power Take Off comprised in the vehicle or vessel, the electrical Power Take Off being directly or indirectly connected to the Energy Storage System, the electrical Power Take Off also optionally being adapted to be energy supplied from the charging station, wherein determining the available power for charging the Energy Storage System in step d) further comprises considering predicted power need of the external power load over the charging time. In that case, the prediction of the power need of the external power preferably covers the whole predeterminable charging time.
  • the external power load may be AC-driven with energy supplied via an AC electrical power take-off, AC being an abbreviation for alternating current. If being an AC electrical power take-off, the electrical power take-off may be adapted to be supplied with energy from the charging station. As an alternative or a complement, the external power load may be DC-driven with energy supplied via a DC electrical power take-off. There may also be a combination of AC-driven and DC-driven external power loads.
  • external power load refers to an electrical power load, and is typically an external type of a vehicle electrical load, such as electrical auxiliaries.
  • body-builder equipment generally refers to a piece of equipment which is carried, permanently or not, by the vehicle or vessel and may include a trash compactor, a cargo refrigerating unit, a dump body, a crane, a ladder, etc.
  • Step a) may be performed by also considering an electric current limitation and/or a time limitation of the charging station and/ or any other restrictions set up by the charging station or the external grid.
  • a computer program comprising program code means for performing the steps of any one of the embodiments of the first aspect when the program is run on a computer.
  • a computer readable medium carrying a computer program comprising program means for performing the steps of any one of the embodiments of the first aspect when the program is run on a computer.
  • a control unit for controlling energy management of a vehicle or vessel during a charging session lasting a predefinable charging time, the control unit being configured to perform the steps of the method according to the invention.
  • a vehicle or vessel comprising the control unit as described herein, an Energy Storage System and one or more auxiliary loads, the Energy Storage System being adapted to be charged from a charging station.
  • the control unit is generally an electronic control unit.
  • the control unit is typically arranged to control one, more or possibly all components of an electric power transmission system such as a below-mentioned charging interface and the ePTO interface.
  • the control unit is typically configured to communicate with an external power supply grid and/or the external power load.
  • the control unit may include a microprocessor, microcontroller, programmable digital signal processor or another programmable device.
  • the control unit comprises electronic circuits and connections as well as processing circuitry such that the control unit can communicate with different parts of the electric power transmission system and any other parts in need of being operated in order to provide the functions of the example embodiments.
  • the control unit may also be configured to communicate with other parts of the vehicle such as the electrical machines, brakes, suspension, the clutch, transmission and further electrical auxiliary devices, e.g. the air conditioning system, in order to at least partly operate the vehicle.
  • the control unit may comprise modules in either hardware or software, or partially in hardware or software and communicate using known transmission buses such as CAN- bus and/or wireless communication capabilities.
  • the processing circuitry may be a general purpose processor or a specific processor.
  • the control unit typically comprises a non-transistory memory for storing computer program code and data upon.
  • the control unit may be embodied by many different constructions.
  • control functionality of the example embodiments of the electric power transmission system may be implemented using existing computer processors, or by a special purpose computer processor for an appropriate system, incorporated for this or another purpose, or by a hardwire system.
  • Embodiments within the scope of the present disclosure include program products comprising machine-readable medium for carrying or having machine-executable instructions or data structures stored thereon.
  • Such machine- readable media can be any available media that can be accessed by a general purpose or special purpose computer or other machine with a processor.
  • machine-readable media can comprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a general purpose or special purpose computer or other machine with a processor.
  • a network or another communications connection either hardwired, wireless, or a combination of hardwired or wireless
  • any such connection is properly termed a machine-readable medium.
  • Machine- executable instructions include, for example, instructions and data which cause a general purpose computer, special purpose computer, or special purpose processing machines to perform a certain function or group of functions. While example embodiments including the electric power transmission system described herein can include a control unit being an integral part thereof, it is also possible that the control unit may be a separate part of the vehicle, and/or arranged remote from the electric power transmission system and in communication with the electric power transmission system.
  • the electric power transmission system may be a part of an overall vehicle electrical system.
  • the electric power transmission system is part of the Traction Voltage System of a vehicle.
  • the electric power transmission system may be an integral part of an electrical propulsion system.
  • the electric power transmission system may likewise be a separate system in communication or connected to the electrical propulsion system.
  • the example embodiments disclosed herein are particularly useful for vehicles or vessels such as electrical, including partly and fully electrical, hybrid electrical, e.g. plug-in hybrid electrical, or any other type of electrical vehicle or vessel.
  • Electrical vehicles and vessels are provided with electrical machine(s) and generally an energy storage system such as a battery pack system.
  • the energy storage system is typically configured to provide power to the electrical machine, thereby providing propulsion for the vehicle or vessel and also to power any other types of external electrical loads, e.g. in various types of construction equipment and other equipment.
  • Fig. 1 is a perspective side view of a vehicle in the form an electrical truck according to an example embodiment of the invention
  • Fig. 2 schematically illustrates components of an electric power transmission system for a vehicle or vessel according to one example embodiment of the invention
  • Fig. 3 schematically illustrates a flowchart of operational steps of a method, according to the invention, for energy management of a vehicle or vessel during a charging session.
  • Fig. 1 illustrates a vehicle in the form of an electrical vehicle, in particular an electrical truck 10.
  • the electrical truck 10 comprises here an electrical propulsion system 100 for providing propulsion to the electrical truck.
  • the electrical truck is a refuse collection vehicle, also known as a dustcart or garbage truck.
  • the electrical propulsion system 100 is arranged to provide power to one or several ground engaging members, such as a pair of wheels 102, or a number of pair of wheels 102 and 104.
  • the electrical propulsion system including an electrical machine is configured for driving the pair of ground engaging members 102, 104 in the form of wheels.
  • the electrical propulsions system comprises a transmission for transmitting a rotational movement from the electrical machine(s) to a propulsion shaft, sometimes denoted as the drive shaft.
  • the propulsion shaft connects the transmission to the pair of wheel 102, 104.
  • the electrical machine is typically coupled to the transmission by a clutch.
  • the electrical propulsion system or parts of the system can manage other electronic functions of the vehicle.
  • the vehicle 10 comprises an electric power transmission system 20.
  • the electric power transmission system 20 is here an integral part of the electrical propulsion system 100.
  • the electric power transmission system 20 can be incorporated and installed in a truck as illustrated in Fig. 1 , or in any other type of partly or fully electrical vehicle or vessel.
  • the electric power transmission system 20 may likewise be connected to the electrical propulsion system.
  • the electric power transmission system 20 may likewise be a separate part of the vehicle.
  • the electric power transmission system 20 comprises a charging interface 70 for connecting to an external power supply grid 72, such as a charging station.
  • the electric power transmission system 20 can be configured to connect either to a single- or three-phase power supply network.
  • the charging interface is typically a 400 VAC interface configured to import energy from a residential grid.
  • FIG. 2 One example embodiment of an electric power transmission system 20 is illustrated in Fig. 2.
  • the electric power transmission system 20 may be comprised in a vehicle or vessel according to the invention. Further, the method according to the invention is suitably performed for an electric power transmission system, with the illustrated electric power transmission system 20 being an example thereof.
  • three parallel lines are used to denote possible transfer of AC energy, two parallel lines are used to denote possible transfer of DC energy and a single line is used to denote routes for communication. The communication may occur hardwired or wirelessly.
  • the arrows 91 , 92, 93, 94 and 95 indicate a number of possible energy transfer directions, which are described below.
  • the electric power transmission system 20 comprises an onboard energy storage system, abbreviated ESS, 30.
  • the onboard ESS 30 is here illustrated as a DC onboard energy storage system, such as a battery pack system comprising a number of battery packs.
  • each one of the battery packs may be a lithium-ion battery.
  • each one of battery packs may comprise a number of battery cells.
  • the number of battery packs in the battery pack system and the number of battery cells vary depending on the type of vehicle or vessel and the type of installation, etc.
  • the battery pack system is arranged to provide power to one or more electrical machines arranged for providing propulsion for the electrical truck 10.
  • the ESS 30 may also be arranged to supply energy to one or more auxiliary loads 1 12, 1 14, e.g. an air conditioning system, the operation being controlled by the control unit 28.
  • the onboard energy storage system 30 is, as an option, configured to supply energy to an external power load 82, 88, i.e. an external device requiring electrical energy to operate or to perform an operation, which also can be seen as a kind of auxiliary load, although the external power load is normally supplied by another suppler than the vehicle manufacturer.
  • an external power load is a body-builder equipment such as a crane.
  • Another example of an external power load is an external electrical equipment connected to the vehicle.
  • the external power load is exemplified as a load body of a refuse collection truck.
  • the load body is mounted on the chassis of the vehicle and arranged to receive collected refuse.
  • the load body is electrically powered via the electric power transmission system 20.
  • the electric power transmission system 20 comprises a bidirectional power system 40 connected to the energy storage system 30.
  • the bidirectional power system 40 comprises a bidirectional DC/AC converter 50 for power conversion.
  • the bidirectional power system 40 of the illustrated embodiment comprises a junction unit 60, also just given as an optional example.
  • the junction unit 60 is connected to the bidirectional DC/ AC converter 50.
  • the bidirectional DC/AC converter 50 is arranged in-between the junction unit 60 and the ESS 30.
  • the electric power transmission system 20 comprises a charging interface 70 for connecting to the external power supply grid 72, e.g. via the above-mentioned junction unit 60.
  • the externally supplied power grid is an electrical AC grid static supply source, such as a commercial grid 400 VAC.
  • the charging interface 70 typically comprises a connector for connecting the vehicle to the external power grid static AC supply.
  • the charging interface comprises a connector such as a type 2 connector or an extended charging connector.
  • the electric power transmission system 20, exemplified as the junction unit 60, comprises an AC electrical power take-off (ACePTO) interface 80 for connecting to the external power load 82.
  • ACePTO AC electrical power take-off
  • the ePTO interface 80 typically comprises a connector for connecting to the external power load 82.
  • the ePTO interface comprises a connector such as a ring terminal, standard 3 phase outlet or other generic connector.
  • the load body i.e.
  • the exemplary external power load 82 is connected to the ACePTO interface 80 and configured to be energy supplied by the ESS and/or the external power supply grid 72 via the electric power transmission system 20, as is also further described below.
  • the transfer of energy to the ACePTO interface 80 is generally controlled by a control unit 28, e.g. an electronic control unit, ECU.
  • a control unit 28 e.g. an electronic control unit, ECU.
  • the junction unit 60 is electrically connected via the bidirectional DC/AC converter 50 to the ESS 30.
  • the ESS 30 is connected to the bidirectional DC/AC converter 50 by an electrical connection 42.
  • the electrical connection is adapted for transferring electrical energy.
  • the bidirectional DC/AC converter is configured both for DC to AC conversion taking energy from the ESS and for AC to DC conversion for charging the ESS.
  • the junction unit 60 connects the ESS 30 via the bidirectional DC/AC converter 50 to the external power supply grid 72 via the charging interface 70.
  • the junction unit 60 connects the ESS 30 via the bidirectional DC/AC converter 50 to the external power load 82 via the ACePTO 80.
  • the bidirectional DC/ AC converter 50 is arranged between the ESS 30 and the junction unit 60.
  • the bidirectional power system is configured to set the electric power transmission system 20 in a number of operations.
  • the operations include an ePTO first operation, in which energy is transferable from the energy storage system 30 to the ePTO interface via the bidirectional power system 40, an ePTO second operation, in which energy is transferable from the charging interface to the ePTO interface via the bidirectional power system, and a charging operation, in which energy is transferable from the charging interface to the energy storage system via the bidirectional power system 40.
  • the arrows 91 , 92, 93, 94 and 95 indicate a number of possible energy transfer directions provided by the electric power transmission system.
  • the AC- driven external power load 82 receives energy from the onboard ESS 30 via the junction unit 60 of the bidirectional power system 40, which is configured to direct electrical energy from the onboard ESS 30 to the ACePTO interface 80. That is, electrical energy is transferred from the ESS 30 to the bidirectional DC/AC converter 50, as indicated by arrow 92, and then from the bidirectional DC/AC converter 50 through the junction unit 60 and to the ePTO interface 80, as indicated by arrow 93.
  • the above operation of the electric power transmission system 20 is generally controlled by the control unit 28, which thus is connected to the ESS 30 and the bidirectional power system 40.
  • the external power load 82 receives energy from the external power supply grid 72 via the charging interface 70 and via the junction unit 60 of the bidirectional power system 40, which is also configured to direct electrical energy from the charging interface to the ACePTO interface 80. That is, electrical energy is transferred from the charging interface 70 to the ePTO 80 interface through the junction unit 60, as indicated by arrow 91.
  • the above operation of the electric power transmission system 20 is generally controlled by the control unit 28.
  • the onboard ESS 30 is charged by the external power supply grid 72.
  • the junction unit 60 is configured to direct supplied electrical energy from the external power supply grid 72 via the charging interface 70 and the junction unit 60 to the bidirectional DC/AC converter 50 and further to the onboard energy storage system 30, as also indicated by arrow 95.
  • the above operation of the electric power transmission system 20 is generally controlled by the control unit 28.
  • the bidirectional power system 40 is also configured to transfer energy from the energy storage system 30 to the charging interface 70 via the bidirectional power system, as indicated by arrow 94.
  • the bidirectional power system 40 is arranged to operate the electric power transmission system 20 in an additional external energy supply operation, in which energy is transferred from the energy storage system 30 to the charging interface 70 via the bidirectional power system.
  • the ESS can be used to supply energy to the grid 72.
  • the above operation of the electric power transmission system 20 is generally controlled by the control unit 28. Fig.
  • the bidirectional power system 40 in addition to, or as an alternative to, the above-described AC electrical power take-off (ACePTO) interface 80 for connecting to the AC-driven external power load 82 may comprise a DC electrical power take-off (DCePTO) interface 86 for connecting to a DC-driven external power load 88.
  • the DC electrical power take-off (DCePTO) interface 86 may be supplied from the ESS 30 via the bidirectional DC/ AC converter 50, i.e. without passing the junction unit 60.
  • FIG. 3 schematically illustrates a flowchart of a method 200 for energy management of a vehicle 1 or vessel during a charging session, e.g. to be performed by the control unit 28 described herein.
  • the vehicle 1 or vessel comprises the control unit 28, the energy storage system 30 for storing electrical energy and the one or more auxiliary loads 1 12, 1 14. It may also, as an option, comprise the at least one electrical power take-off interface 80, 86 for connecting to an external power load 82, 88, the at least one electrical power take-off interface 80, 86 being connected to the energy storage system 30 in a way allowing energy transfer.
  • the energy storage system 30 is adapted to be charged from a charging station, EVSE.
  • the method comprises:
  • endSOC End State Of Charge
  • CurrSOC Current State Of Charge
  • EndSOC End State Of Charge
  • reqEndSOC a predeterminable requested State Of Charge
  • remSOC a remaining State Of Charge
  • the method may further comprise the step of:
  • Steps a) and c) relate to predictions and may be performed in any order. They may also be performed in parallel or at least partly in parallel. Step b) should be performed before step c). The outcome of these steps form input for the following steps d)-g), which thus are performed after steps a)-c). Steps d)-g) are preferably performed in alphabetical order, since the later steps uses input from the earlier steps.
  • the algorithms described below may be used.
  • the priority classifying of each auxiliary load is made, e.g. based on a parameter associated with the one or more auxiliary loads to be classified and/or via input by means of a user interface, of. step b).
  • the inputs and outputs to the algorithm are described below.
  • the charging power and auxiliary loads are predicted for the whole charging time, of. steps a) and c). This can be done by several methods, for example a moving average calculation with a defined history of measurement points. Known information about the operating time of the charging station and aux loads can also be used to create this predicting function.
  • the available power charging the ESS, as a function of time, is then, of. step d), calculated by taking the predicted charging power minus the predicted power of the prioritized aux loads.
  • availPower (t) char gingPowerPr edit)— auxLoadsPred ⁇ t)' X auxPrio
  • the SOC at the end of the charging is calculated by taking the current SOC and adding the integral of the available power over the whole charging period, of. step e). Note that this value is allowed to be greater than 1 even though SOC is defined as a percentage of full charging.
  • the remaining energy may then be divided between the aux loads that were not prioritized, of. step g), e.g. giving each application the same amount of energy or according to an internal prioritization, if that energy is not greater than the predicted energy of that aux load.
  • the prioritized aux loads always get their whole predicted energy.
  • step f If the final SOC is smaller than the required SOC, of. step f), the aux loads that were not prioritized are not allocated any energy.
  • auxPrio dt + f auxLoadsPred - auxPrio dt
  • Extra energy (if the auxiliary demand is smaller than the available energy) is divided among the other auxiliary loads.
  • the reqSOCReached output can be used to inform the operator that the required SOC will not be reached or to reprioritize auxiliary loads.
  • the endSOC can be used in other algorithms or shown to the operator.
  • the availAuxEnergy can be used by other algorithms, for example smart body builder loads, to limit the power demand making the energy last the whole charging time. If the available energy is zero or very low, the controller for the auxiliary load shall turn the application off.
  • the method may be iterated, i.e. repeated, a selectable number of times, after some time has passed, with new predicted loads and charging power to refine the output.

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Abstract

The invention relates to a method for energy management of a vehicle or vessel during a charging session, the charging session lasting a predefinable charging time. The vehicle or vessel comprises an Energy Storage System and one or more auxiliary loads The Energy Storage System being adapted to be charged from a charging station. The method comprises the steps of: a) predicting available total charging power over the charging time, b) priority classifying the one or more auxiliary loads at least as prioritized or non- prioritized, c) predicting power need of the one or more auxiliary loads classified as prioritized over the charging time, d) determining an available power for charging the Energy Storage System by subtracting the predicted power to be used by the one or more auxiliary loads classified as prioritized from the predicted available total charging power, e) determining an End State Of Charge of the Energy Storage System based on a Current State Of Charge of the Energy Storage System and the determined available power for charging the Energy Storage System, f) comparing the End State Of Charge of the Energy Storage System to a predeterminable requested State Of Charge, corresponding to the energy used for charging the Energy Storage System plus the energy used by the one or more auxiliary loads classified as prioritized, to determine a remaining State Of Charge, and g) based on the remaining State Of Charge determining an energy supply to the one or more auxiliary loads classified as non-prioritized. The invention also relates to a control unit for energy management of a vehicle or vessel. The invention further relates to a vehicle or vessel comprising the control unit.

Description

A method for energy management of a vehicle or vessel
TECHNICAL FIELD
The invention relates to a method for energy management of a vehicle or vessel during a charging session. The invention also relates to a control unit for energy management of a vehicle or vessel. The invention further relates to a vehicle or vessel comprising the control unit.
The invention can be applied in any type of hybrid vehicles or electrical vehicles, such as partly or fully electrical vehicles. Although the invention mainly is described with respect to an electrical truck, the invention is not restricted to this particular vehicle, but may also be used in other hybrid or electrical vehicles such as electrical working machines, electrical construction equipment, and electrical buses. The invention may also be applied in several different types of electrical working machines e.g. wheel loaders, articulated haulers, dump trucks, excavators, fire trucks, refrigerated trucks and backhoe loaders etc. The invention may also be applied in a vessel, e.g. a ship.
BACKGROUND
In the field of electrical charging systems and electrical propulsion systems for vehicles, such as electrical vehicles, there are several different configurations for storing of electrical energy on-board of the vehicle and for providing propulsion to the vehicle by converting electrical energy to electrical power. Typically, the energy storage system, commonly abbreviated as ESS, has a battery connected to an electrical machine for providing or absorbing electrical power as required by the system. Moreover, the energy storage system is generally arranged at a suitable location in the vehicle so as to ensure that the battery can be discharged and charged in an appropriate manner in terms of efficiency and safety. By way of example, such batteries are often rechargeable batteries and typically include a number of battery cells that may be connected in series and/or in parallel forming a complete battery pack system for the vehicle.
In these types of systems, charging of batteries are frequently performed by connecting the vehicle to an external electrical network when the vehicle is at stand still, e.g. an external line voltage static supply, such as a three-phase 400 volts static AC grid supply by means of an on-board or off-board battery charger. In this manner, current is transferred from the external electrical network to the batteries on board the vehicle. In connection with charging of the batteries, it is desirable to ensure adequate solutions for supply of electrical power between various types of electrical equipment, such as the rechargeable batteries, and the external electrical network.
With the increasing development in electrical propulsion system and on-board electrical energy storage systems, such as rechargeable batteries, a number of opportunities have also arisen for allowing one or more auxiliary loads to operate with support from the electrical energy storage system.
Patent document US 2010/0072954 A1 discloses a system for optimizing battery pack charging. In this system, during charging the coupling of auxiliary systems, e.g. battery cooling systems, to the external power source are delayed so that the battery pack charge rate may be optimized, limited only by the available power. Once surplus power is available, for example as the requirements of the charging system decrease, the auxiliary system or systems may be coupled to the external power source without degrading the performance of the charging system.
Charging the energy storage system at the same time as there is a desire to allow auxiliary loads results in new demands on the energy management of a vehicle or vessel. Hence, there is a desire for an alternative, or preferably improved, method for energy management of the vehicle or vessel during a charging session.
SUMMARY
An object of the invention is to provide an alternative or improved method for energy management of a vehicle or vessel during a charging session, which method is adapted to handle the situation that the energy storage system is charged at the same time as there is a desire to allow auxiliary loads. The object is at least partly achieved by a method according to claim 1 .
According to a first aspect of the invention, there is provided a method for energy management of a vehicle or vessel during a charging session, the charging session lasting a predefinable charging time. The vehicle or vessel comprises an Energy Storage System and one or more auxiliary loads, the Energy Storage System being adapted to be charged from a charging station. The method comprises the steps of: a) predicting available total charging power over the charging time, b) priority classifying the one or more auxiliary loads at least as prioritized or non- prioritized,
c) predicting power need of the one or more auxiliary loads classified as prioritized over the charging time,
d) determining an available power for charging the Energy Storage System by
subtracting the predicted power to be used by the one or more auxiliary loads classified as prioritized from the predicted available total charging power, e) determining an End State Of Charge of the Energy Storage System based on a Current State Of Charge of the Energy Storage System and the determined available power for charging the Energy Storage System,
f) comparing the End State Of Charge of the Energy Storage System to a predeter- minable requested State Of Charge, corresponding to the energy used for charg ing the Energy Storage System plus the energy used by the one or more auxiliary loads classified as prioritized, to determine a remaining State Of Charge, and g) based on the remaining State Of Charge determining an energy supply to the one or more auxiliary loads classified as non-prioritized.
By applying the method, it is ensured that the Energy Storage System can be charged while yet affecting performance of the auxiliary loads as little as possible. If it is not possible to operate all the desired auxiliary loads, the method suggests a way of handling to which auxiliary loads energy in that case energy could be supplied.
The method is typically performed by a control unit comprised in the vehicle or vessel. Such control units are further described herein.
The method may be repeated a selectable number of times, e.g. after some time has passed, with new predicted loads and charging power to refine the output. The vehicle may be an electrical, hybrid, e.g. plug-in hybrid, vehicle or vessel. Thus, the vehicle or vessel may be a fully electrical or a partly electrical vehicle or vessel. The vehicle or vessel typically comprises at least an electrical machine, wherein the energy storage system provides power to the electrical machine for providing propulsion for the vehicle. Hence, the vehicle or vessel typically comprises a Traction Voltage System, abbreviated as TVS. In addition, the vehicle or vessel typically comprises an electrical propulsion system.
The Energy Storage System is typically a DC electrical power source, DC being an abbreviation for direct current. By way of example, the Energy Storage System is a battery pack system, i.e. a system of interconnected battery packs. However, the DC electrical power source may also be provided in the form of an onboard fuel cell system.
The one or more auxiliary loads are associated with the vehicle or vessel, typically as internal auxiliary components. Normally there is a plurality of auxiliary loads. Example of an auxiliary load is: an air conditioning system, a battery management unit, a support system for the vehicle user and/or a Power Take-Off. Also an external power load, e.g. a body-builder application, may be seen as an auxiliary load, although the external power load is normally supplied by another suppler than the vehicle manufacturer.
According to one definition, any load supplied from the Traction Voltage System com prised in the vehicle except for the electric propulsion system may be seen as an auxiliary load. With this definition, the motor drive system and the electric motor are not included in the auxiliary loads. Neither is the Energy Storage System an auxiliary load.
The Energy Storage System is arranged to supply energy to the one or more auxiliary loads. As an alternative or a complement, the one or more auxiliary loads can be supplied with energy from the charging station, also called EVSE, being an abbreviation of electrical vehicle supply equipment.
Steps a) and c) relate to predictions and may be performed in any order. They may also be performed in parallel or at least partly in parallel. Step b) should be performed before step c). The outcome of these steps form input for the following steps d)-g), which thus are performed after steps a)-c). Steps d)-g) are preferably performed in alphabetical order, since the later steps use input from the earlier steps.
The predictions can be done by several methods known to the skilled person, for example a moving average calculation with a defined history of measurement points. Known information about the operating time of the charging station and auxiliary loads can also be used to create predicting functions. The predictions made in steps a) and c) preferably cover the whole predeterminable charging time. The charging time may be determined by a known end point of time, e.g. it is known that the vehicle should drive away at that time, such as 7 o’clock. The charging time may be input as a parameter.
In step b), the one or more auxiliary loads are classified according to priority. The priority classifying is preferably made in relation to the charging of the Energy Storage System. The priority classifying may be made into a plurality steps or even to a continuous priority scale. However, it is assumed that the one or more auxiliary loads are at least classified as either prioritized or non-prioritized.
The State Of Charge, abbreviated as SOC, is the energy content of the battery, at different voltage levels, measured as a percentage between 0 and 100. As used herein the term State Of Charge relates to the“usable State Of Charge”. The’’usable State Of Charge” is different from the“real State Of Charge”. The“usable State Of Charge” window is a portion of the voltage range that the operator is allowed to use to ensure battery safety and preserve length of battery life. The value of this will be a new percentage, between 0 and 100. Purely as an example 0%“usable State Of Charge” may correspond to 20%“real State Of Charge”. The State Of Charge may be monitored by the battery management unit.
It is possible to go from State Of Charge to State of Energy, abbreviated SOE, which is the useable energy, by multiplying SOC with a factor. This factor might vary depending on the voltage of the battery and the state of health of the battery, e.g. how long it has been operating. The voltage to energy curve is different for different types of batteries and will look different for the same battery at different times of its life.
The parameters the total available charging power, of. step a), the predicted power to be used by the one or more auxiliary loads classified as prioritized, of. step c), and/or the available power for charging the Energy Storage System, of. step d), may be determined as function/s of time. By using function/s of time, the predictions are adapted to a situation wherein the parameters to be predicted vary over time. Alternatively, one or more of them may be set to a constant value. Step a) may comprise predicting the available total charging power based on one or more of a charging power of the charging station, power limitations of the charging system of the vehicle/vessel and a power of the Traction Voltage System comprised in the vehicle.
Information about the charging power of the charging station may be received by communication with the charging station and/or with the external grid. Power limitations of the charging system of the vehicle/vessel may be limitations of a wiring of the vehicle/ vessel, of an OnBoard Charger or of the vehicle itself.
Step e) may comprise determining the end State Of Charge of the Energy Storage System by adding the Current State Of Charge of the Energy Storage System and an integral over the charging time of the determined available power for charging the Energy Storage System. In the expression Current State Of Charge, the word“current” means “present”. In other contexts, the word“current” means a flow of electricity, see e.g. the term“current limitation” used herein.
The method may further comprise the step of:
h) using remaining energy corresponding to the Remaining State Of Charge to supply energy to the one or more auxiliary loads classified as non-prioritized. Thereby, the abovementioned recalculation between State Of Charge and energy may be used.
If there is remaining energy, the one or more auxiliary loads classified as non-prioritized may be supplied with energy according to an internal prioritization. As an alternative or a complement, each of the one or more auxiliary loads classified as non-prioritized may be supplied with the same energy.
If the Remaining State Of Charge is less than or equal to 0, no energy is supplied to the one or more auxiliary loads classified as non-prioritized.
The priority classifying of step b) may performed based on a parameter associated with the one or more auxiliary loads to be classified and/or via input by means of a user interface. As mentioned above, the priority classifying performed in step b) may be made to a plurality of priority levels or on a continuous priority scale. The vehicle may be adapted to cooperate with an external power load, the external power load being adapted to be supplied with energy from an electrical Power Take Off comprised in the vehicle or vessel, the electrical Power Take Off being directly or indirectly connected to the Energy Storage System, the electrical Power Take Off also optionally being adapted to be energy supplied from the charging station, wherein determining the available power for charging the Energy Storage System in step d) further comprises considering predicted power need of the external power load over the charging time. In that case, the prediction of the power need of the external power preferably covers the whole predeterminable charging time.
There may be one, two, three or more external power loads. The external power load may be AC-driven with energy supplied via an AC electrical power take-off, AC being an abbreviation for alternating current. If being an AC electrical power take-off, the electrical power take-off may be adapted to be supplied with energy from the charging station. As an alternative or a complement, the external power load may be DC-driven with energy supplied via a DC electrical power take-off. There may also be a combination of AC-driven and DC-driven external power loads.
The term external power load as used herein refers to an electrical power load, and is typically an external type of a vehicle electrical load, such as electrical auxiliaries. One example of an external electrical power load is a so called "body-builder" accessory for powering "body-builder equipment". The term "body-builder equipment" generally refers to a piece of equipment which is carried, permanently or not, by the vehicle or vessel and may include a trash compactor, a cargo refrigerating unit, a dump body, a crane, a ladder, etc.
Step a) may be performed by also considering an electric current limitation and/or a time limitation of the charging station and/ or any other restrictions set up by the charging station or the external grid.
According to a second aspect of the present invention, there is provided a computer program comprising program code means for performing the steps of any one of the embodiments of the first aspect when the program is run on a computer.
According to a third aspect of the present invention, there is provided a computer readable medium carrying a computer program comprising program means for performing the steps of any one of the embodiments of the first aspect when the program is run on a computer.
According to a fourth aspect of the present invention, there is provided a control unit for controlling energy management of a vehicle or vessel during a charging session lasting a predefinable charging time, the control unit being configured to perform the steps of the method according to the invention.
According to a fifth aspect of the present invention, there is provided a vehicle or vessel comprising the control unit as described herein, an Energy Storage System and one or more auxiliary loads, the Energy Storage System being adapted to be charged from a charging station.
Effects and features of the second to fifth aspects of the invention are largely analogous to those described above in connection with the first aspect. The systems, components, parts, vehicles and vessels described above in conjunction with the first aspect will not be described again.
The control unit is generally an electronic control unit. The control unit is typically arranged to control one, more or possibly all components of an electric power transmission system such as a below-mentioned charging interface and the ePTO interface. In addition, or alternatively, the control unit is typically configured to communicate with an external power supply grid and/or the external power load.
The control unit may include a microprocessor, microcontroller, programmable digital signal processor or another programmable device. Thus, the control unit comprises electronic circuits and connections as well as processing circuitry such that the control unit can communicate with different parts of the electric power transmission system and any other parts in need of being operated in order to provide the functions of the example embodiments. Depending on the type of control unit and location of the control unit, the control unit may also be configured to communicate with other parts of the vehicle such as the electrical machines, brakes, suspension, the clutch, transmission and further electrical auxiliary devices, e.g. the air conditioning system, in order to at least partly operate the vehicle. The control unit may comprise modules in either hardware or software, or partially in hardware or software and communicate using known transmission buses such as CAN- bus and/or wireless communication capabilities. The processing circuitry may be a general purpose processor or a specific processor. The control unit typically comprises a non-transistory memory for storing computer program code and data upon. Thus, the control unit may be embodied by many different constructions.
In other words, the control functionality of the example embodiments of the electric power transmission system may be implemented using existing computer processors, or by a special purpose computer processor for an appropriate system, incorporated for this or another purpose, or by a hardwire system. Embodiments within the scope of the present disclosure include program products comprising machine-readable medium for carrying or having machine-executable instructions or data structures stored thereon. Such machine- readable media can be any available media that can be accessed by a general purpose or special purpose computer or other machine with a processor. By way of example, such machine-readable media can comprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a general purpose or special purpose computer or other machine with a processor. When information is transferred or provided over a network or another communications connection (either hardwired, wireless, or a combination of hardwired or wireless) to a machine, the machine properly views the connection as a machine-readable medium. Thus, any such connection is properly termed a machine-readable medium. Combinations of the above are also included within the scope of machine-readable media. Machine- executable instructions include, for example, instructions and data which cause a general purpose computer, special purpose computer, or special purpose processing machines to perform a certain function or group of functions. While example embodiments including the electric power transmission system described herein can include a control unit being an integral part thereof, it is also possible that the control unit may be a separate part of the vehicle, and/or arranged remote from the electric power transmission system and in communication with the electric power transmission system.
The electric power transmission system may be a part of an overall vehicle electrical system. Typically, the electric power transmission system is part of the Traction Voltage System of a vehicle. By way of example, the electric power transmission system may be an integral part of an electrical propulsion system. However, the electric power transmission system may likewise be a separate system in communication or connected to the electrical propulsion system. The example embodiments disclosed herein are particularly useful for vehicles or vessels such as electrical, including partly and fully electrical, hybrid electrical, e.g. plug-in hybrid electrical, or any other type of electrical vehicle or vessel. Electrical vehicles and vessels are provided with electrical machine(s) and generally an energy storage system such as a battery pack system. The energy storage system is typically configured to provide power to the electrical machine, thereby providing propulsion for the vehicle or vessel and also to power any other types of external electrical loads, e.g. in various types of construction equipment and other equipment.
Further advantages and advantageous features of the invention are disclosed in the following description and in the dependent claims.
BRIEF DESCRIPTION OF THE DRAWINGS
The above, as well as additional objects, features and advantages of the present invention, will be better understood through the following illustrative and non-limiting detailed description of exemplary embodiments of the present invention, wherein:
Fig. 1 is a perspective side view of a vehicle in the form an electrical truck according to an example embodiment of the invention;
Fig. 2 schematically illustrates components of an electric power transmission system for a vehicle or vessel according to one example embodiment of the invention; Fig. 3 schematically illustrates a flowchart of operational steps of a method, according to the invention, for energy management of a vehicle or vessel during a charging session.
With reference to the appended drawings, below follows a more detailed description of embodiments of the invention cited as examples.
DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION
The present invention will now be described more fully with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided for thoroughness and completeness. The same reference characters refer to the same elements throughout the description.
Fig. 1 illustrates a vehicle in the form of an electrical vehicle, in particular an electrical truck 10. The electrical truck 10 comprises here an electrical propulsion system 100 for providing propulsion to the electrical truck. In this example, the electrical truck is a refuse collection vehicle, also known as a dustcart or garbage truck. The electrical propulsion system 100 is arranged to provide power to one or several ground engaging members, such as a pair of wheels 102, or a number of pair of wheels 102 and 104. The electrical propulsion system including an electrical machine is configured for driving the pair of ground engaging members 102, 104 in the form of wheels. Optionally, the electrical propulsions system comprises a transmission for transmitting a rotational movement from the electrical machine(s) to a propulsion shaft, sometimes denoted as the drive shaft. The propulsion shaft connects the transmission to the pair of wheel 102, 104. Furthermore, although not shown, the electrical machine is typically coupled to the transmission by a clutch. Besides providing propulsion to the vehicle, the electrical propulsion system or parts of the system can manage other electronic functions of the vehicle. Moreover, the vehicle 10 comprises an electric power transmission system 20. The electric power transmission system 20 is here an integral part of the electrical propulsion system 100. The electric power transmission system 20 can be incorporated and installed in a truck as illustrated in Fig. 1 , or in any other type of partly or fully electrical vehicle or vessel. The electric power transmission system 20 may likewise be connected to the electrical propulsion system. The electric power transmission system 20 may likewise be a separate part of the vehicle.
As depicted in Fig. 1 , the electric power transmission system 20 comprises a charging interface 70 for connecting to an external power supply grid 72, such as a charging station. The electric power transmission system 20 can be configured to connect either to a single- or three-phase power supply network. The charging interface is typically a 400 VAC interface configured to import energy from a residential grid.
One example embodiment of an electric power transmission system 20 is illustrated in Fig. 2. The electric power transmission system 20 may be comprised in a vehicle or vessel according to the invention. Further, the method according to the invention is suitably performed for an electric power transmission system, with the illustrated electric power transmission system 20 being an example thereof. In this figure, three parallel lines are used to denote possible transfer of AC energy, two parallel lines are used to denote possible transfer of DC energy and a single line is used to denote routes for communication. The communication may occur hardwired or wirelessly. The arrows 91 , 92, 93, 94 and 95 indicate a number of possible energy transfer directions, which are described below.
The electric power transmission system 20 comprises an onboard energy storage system, abbreviated ESS, 30. The onboard ESS 30 is here illustrated as a DC onboard energy storage system, such as a battery pack system comprising a number of battery packs. By way of example, each one of the battery packs may be a lithium-ion battery. Moreover, each one of battery packs may comprise a number of battery cells. The number of battery packs in the battery pack system and the number of battery cells vary depending on the type of vehicle or vessel and the type of installation, etc. The battery pack system is arranged to provide power to one or more electrical machines arranged for providing propulsion for the electrical truck 10.
The ESS 30 may also be arranged to supply energy to one or more auxiliary loads 1 12, 1 14, e.g. an air conditioning system, the operation being controlled by the control unit 28. In addition, the onboard energy storage system 30 is, as an option, configured to supply energy to an external power load 82, 88, i.e. an external device requiring electrical energy to operate or to perform an operation, which also can be seen as a kind of auxiliary load, although the external power load is normally supplied by another suppler than the vehicle manufacturer. One example of an external power load is a body-builder equipment such as a crane. Another example of an external power load is an external electrical equipment connected to the vehicle. In Fig. 1 , the external power load is exemplified as a load body of a refuse collection truck. The load body is mounted on the chassis of the vehicle and arranged to receive collected refuse. The load body is electrically powered via the electric power transmission system 20.
Moreover, in the illustrated embodiment, and just given as an optional example, the electric power transmission system 20 comprises a bidirectional power system 40 connected to the energy storage system 30. The bidirectional power system 40 comprises a bidirectional DC/AC converter 50 for power conversion. Further, the bidirectional power system 40 of the illustrated embodiment comprises a junction unit 60, also just given as an optional example. The junction unit 60 is connected to the bidirectional DC/ AC converter 50. In other words, the bidirectional DC/AC converter 50 is arranged in-between the junction unit 60 and the ESS 30.
The electric power transmission system 20 comprises a charging interface 70 for connecting to the external power supply grid 72, e.g. via the above-mentioned junction unit 60. In this example, the externally supplied power grid is an electrical AC grid static supply source, such as a commercial grid 400 VAC. The charging interface 70 typically comprises a connector for connecting the vehicle to the external power grid static AC supply. By way of example, the charging interface comprises a connector such as a type 2 connector or an extended charging connector.
In addition, the electric power transmission system 20, exemplified as the junction unit 60, comprises an AC electrical power take-off (ACePTO) interface 80 for connecting to the external power load 82. It is thus assumed that the illustrated external power load 82 is an AC-driven external power load. The ePTO interface 80 typically comprises a connector for connecting to the external power load 82. By way of example, the ePTO interface comprises a connector such as a ring terminal, standard 3 phase outlet or other generic connector. As depicted in e.g. Fig 1 , the load body, i.e. the exemplary external power load 82, is connected to the ACePTO interface 80 and configured to be energy supplied by the ESS and/or the external power supply grid 72 via the electric power transmission system 20, as is also further described below. The transfer of energy to the ACePTO interface 80 is generally controlled by a control unit 28, e.g. an electronic control unit, ECU. As an option, there may be an AC communication interface unit 84 connected between the AC- driven external power load 82 and the control unit 28 or the control unit 28 may connect directly to the AC-driven external power load 82.
As illustrated in Fig. 2, the junction unit 60 is electrically connected via the bidirectional DC/AC converter 50 to the ESS 30. In particular, the ESS 30 is connected to the bidirectional DC/AC converter 50 by an electrical connection 42. The electrical connection is adapted for transferring electrical energy. The bidirectional DC/AC converter is configured both for DC to AC conversion taking energy from the ESS and for AC to DC conversion for charging the ESS. Accordingly, the junction unit 60 connects the ESS 30 via the bidirectional DC/AC converter 50 to the external power supply grid 72 via the charging interface 70. In addition, the junction unit 60 connects the ESS 30 via the bidirectional DC/AC converter 50 to the external power load 82 via the ACePTO 80. In other words, the bidirectional DC/ AC converter 50 is arranged between the ESS 30 and the junction unit 60.
By this configuration of the bidirectional power system 40, the bidirectional power system is configured to set the electric power transmission system 20 in a number of operations. In this example embodiment, the operations include an ePTO first operation, in which energy is transferable from the energy storage system 30 to the ePTO interface via the bidirectional power system 40, an ePTO second operation, in which energy is transferable from the charging interface to the ePTO interface via the bidirectional power system, and a charging operation, in which energy is transferable from the charging interface to the energy storage system via the bidirectional power system 40. In Fig. 2, the arrows 91 , 92, 93, 94 and 95 indicate a number of possible energy transfer directions provided by the electric power transmission system.
When the electric power transmission system 20 is in the ePTO first operation, the AC- driven external power load 82 receives energy from the onboard ESS 30 via the junction unit 60 of the bidirectional power system 40, which is configured to direct electrical energy from the onboard ESS 30 to the ACePTO interface 80. That is, electrical energy is transferred from the ESS 30 to the bidirectional DC/AC converter 50, as indicated by arrow 92, and then from the bidirectional DC/AC converter 50 through the junction unit 60 and to the ePTO interface 80, as indicated by arrow 93. The above operation of the electric power transmission system 20 is generally controlled by the control unit 28, which thus is connected to the ESS 30 and the bidirectional power system 40.
Further, when the electric power transmission system 20 is in the ePTO second operation, the external power load 82 receives energy from the external power supply grid 72 via the charging interface 70 and via the junction unit 60 of the bidirectional power system 40, which is also configured to direct electrical energy from the charging interface to the ACePTO interface 80. That is, electrical energy is transferred from the charging interface 70 to the ePTO 80 interface through the junction unit 60, as indicated by arrow 91. The above operation of the electric power transmission system 20 is generally controlled by the control unit 28. Moreover, when the electric power transmission system 20 is set in the charging operation, the onboard ESS 30 is charged by the external power supply grid 72. Thus, when the electric power transmission system 20 is set in the charging operation, the junction unit 60 is configured to direct supplied electrical energy from the external power supply grid 72 via the charging interface 70 and the junction unit 60 to the bidirectional DC/AC converter 50 and further to the onboard energy storage system 30, as also indicated by arrow 95. The above operation of the electric power transmission system 20 is generally controlled by the control unit 28.
Optionally, the bidirectional power system 40 is also configured to transfer energy from the energy storage system 30 to the charging interface 70 via the bidirectional power system, as indicated by arrow 94. Hence, the bidirectional power system 40 is arranged to operate the electric power transmission system 20 in an additional external energy supply operation, in which energy is transferred from the energy storage system 30 to the charging interface 70 via the bidirectional power system. In this manner, the ESS can be used to supply energy to the grid 72. The above operation of the electric power transmission system 20 is generally controlled by the control unit 28. Fig. 2 further illustrates that the bidirectional power system 40 in addition to, or as an alternative to, the above-described AC electrical power take-off (ACePTO) interface 80 for connecting to the AC-driven external power load 82 may comprise a DC electrical power take-off (DCePTO) interface 86 for connecting to a DC-driven external power load 88. In that case, the DC electrical power take-off (DCePTO) interface 86 may be supplied from the ESS 30 via the bidirectional DC/ AC converter 50, i.e. without passing the junction unit 60. As an option, there may be a DC communication interface unit 90 connected between the DC-driven external power load 88 and the control unit 28 or the control unit 28 may connect directly to the DC-driven external power load 88. Figure 3 schematically illustrates a flowchart of a method 200 for energy management of a vehicle 1 or vessel during a charging session, e.g. to be performed by the control unit 28 described herein. The vehicle 1 or vessel comprises the control unit 28, the energy storage system 30 for storing electrical energy and the one or more auxiliary loads 1 12, 1 14. It may also, as an option, comprise the at least one electrical power take-off interface 80, 86 for connecting to an external power load 82, 88, the at least one electrical power take-off interface 80, 86 being connected to the energy storage system 30 in a way allowing energy transfer. The energy storage system 30 is adapted to be charged from a charging station, EVSE.
The method comprises:
(The denotations within parentheses refer to the algorithms below.)
a) predicting available total charging power (chargingPowerPred(t)) over the charging time,
b) priority classifying the one or more auxiliary loads at least as prioritized or non- prioritized (auxPrio),
c) predicting power need of the one or more auxiliary loads classified as prioritized (auxLoadsPred(t)) over the charging time,
d) determining an available power for charging the Energy Storage System
(availPower(t)) by subtracting the predicted power to be used by the one or more auxiliary loads classified as prioritized (auxLoadsPred(t)) from the predicted available total charging power (chargingPowerPred(t)),
e) determining an End State Of Charge (endSOC) of the Energy Storage System based on a Current State Of Charge (currSOC) of the Energy Storage System and the determined available power for charging the Energy Storage System
(availPower(t)),
f) comparing the End State Of Charge (endSOC) of the Energy Storage System to a predeterminable requested State Of Charge (reqEndSOC), corresponding to the energy used for charging the Energy Storage System plus the energy used by the one or more auxiliary loads classified as prioritized, to determine a remaining State Of Charge (remSOC), and
g) based on the remaining State Of Charge (remSOC) determining an energy supply to the one or more auxiliary loads classified as non-prioritized.
The denotations within parentheses refer to the algorithms described below.
The method may further comprise the step of:
h) using remaining energy corresponding to the Remaining State Of Charge to supply energy to the one or more auxiliary loads classified as non-prioritized. Steps a) and c) relate to predictions and may be performed in any order. They may also be performed in parallel or at least partly in parallel. Step b) should be performed before step c). The outcome of these steps form input for the following steps d)-g), which thus are performed after steps a)-c). Steps d)-g) are preferably performed in alphabetical order, since the later steps uses input from the earlier steps.
When performing the method, the algorithms described below may be used. Prior to the execution of the algorithm, the priority classifying of each auxiliary load is made, e.g. based on a parameter associated with the one or more auxiliary loads to be classified and/or via input by means of a user interface, of. step b). The inputs and outputs to the algorithm are described below.
Inputs
currSOC - Percentage of maximum battery charge
chargingTime - The total possible charging time of the current session
SOCToEnergyConv - The amount of energy each percentage point represents (J) auxLoadsPred(t) - Array with predicted auxiliary loads during the charge, Nx1 array where N is the number of auxiliary loads, predicted over the whole charging time (W) chargingPowerPred(t) - The available charging power including the EVSE ability, onboard charger ability and TVS ability, predicted over the whole charging time (W) auxPrio - Array with prioritization of auxiliary loads vs charging of TVS, Nx1 array (0 if charging prioritized, 1 if aux load is prioritized)
reqEndSOC - The requested SOC at the end of the charging session
Outputs:
availAuxEnergy - An array with the available aux power for each auxiliary load, maximum value is the time integral of the inputted auxLoadPred (J)
endSOC - SOC at the end of the charging session with predicted charging power and aux loads
reqSOCReached - Shows whether the desired output SOC is reached with the current predicted charging power and aux loads (Boolean)
Algorithm
First, the charging power and auxiliary loads are predicted for the whole charging time, of. steps a) and c). This can be done by several methods, for example a moving average calculation with a defined history of measurement points. Known information about the operating time of the charging station and aux loads can also be used to create this predicting function. The available power charging the ESS, as a function of time, is then, of. step d), calculated by taking the predicted charging power minus the predicted power of the prioritized aux loads.
availPower (t) = char gingPowerPr edit)— auxLoadsPred{t)' X auxPrio The SOC at the end of the charging is calculated by taking the current SOC and adding the integral of the available power over the whole charging period, of. step e). Note that this value is allowed to be greater than 1 even though SOC is defined as a percentage of full charging.
Figure imgf000019_0001
If the final SOC is greater than the required SOC, of. step f), the remaining energy may then be divided between the aux loads that were not prioritized, of. step g), e.g. giving each application the same amount of energy or according to an internal prioritization, if that energy is not greater than the predicted energy of that aux load. The prioritized aux loads always get their whole predicted energy.
If the final SOC is smaller than the required SOC, of. step f), the aux loads that were not prioritized are not allocated any energy.
if endSOC ³ reqEndSOC
Figure imgf000019_0002
availAuxEnergy = in{energyPerAuxApp, J auxLoadsPred (1—
auxPrio) dt) + f auxLoadsPred - auxPrio dt
Extra energy (if the auxiliary demand is smaller than the available energy) is divided among the other auxiliary loads.
Energy above auxiliary load prediction
endSOC = reqEndSOC +
SOCT oEnergyConv else availAuxEnergy J auxLoadsPred auxPrio dt reqSOCReached false
Output handling
The reqSOCReached output can be used to inform the operator that the required SOC will not be reached or to reprioritize auxiliary loads. The endSOC can be used in other algorithms or shown to the operator.
The availAuxEnergy can be used by other algorithms, for example smart body builder loads, to limit the power demand making the energy last the whole charging time. If the available energy is zero or very low, the controller for the auxiliary load shall turn the application off.
The method may be iterated, i.e. repeated, a selectable number of times, after some time has passed, with new predicted loads and charging power to refine the output.
The way the loads and charging power are predicted may for some example embodi ments be very important to the performance of the algorithm. It’s also possible to add an uncertainty calculation into the algorithm to take the level of uncertainty into account. This would make the calculations more complex but would make it more robust to prediction errors. This would likely allocate less energy to the auxiliary loads to make sure that the required SOC is actually reached. It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims.

Claims

1. A method for energy management of a vehicle or vessel during a charging
session, the charging session lasting a predefinable charging time,
the vehicle or vessel comprising an Energy Storage System and one or more auxiliary loads,
the Energy Storage System being adapted to be charged from a charging station, the method comprising the steps of:
a) predicting available total charging power over the charging time,
b) priority classifying the one or more auxiliary loads at least as prioritized or non- prioritized,
c) predicting power need of the one or more auxiliary loads classified as prioritized over the charging time,
d) determining an available power for charging the Energy Storage System by
subtracting the predicted power to be used by the one or more auxiliary loads classified as prioritized from the predicted available total charging power, e) determining an End State Of Charge of the Energy Storage System based on a Current State Of Charge of the Energy Storage System and the determined available power for charging the Energy Storage System,
f) comparing the End State Of Charge of the Energy Storage System to a predeter- minable requested State Of Charge, corresponding to the energy used for charging the Energy Storage System plus the energy used by the one or more auxiliary loads classified as prioritized, to determine a remaining State Of Charge, and
g) based on the Remaining State Of Charge determining an energy supply to the one or more auxiliary loads classified as non-prioritized.
2. The method according to claim 1 , wherein the total available charging power, the predicted power to be used by the one or more auxiliary loads classified as prioritized and/or the available power for charging the Energy Storage System are determined as function/s of time.
3. The method according to claim 1 or 2, wherein step a) comprises predicting the available total charging power based on one or more of a charging power of a charging station, power limitations of the charging system of the vehicle/vessel and a power of a Traction Voltage System comprised in the vehicle.
4. The method according to any one of the preceding claims, wherein step e) comprises determining the end State Of Charge of the Energy Storage System by adding the Current State Of Charge of the Energy Storage System and an integral over the charging time of the determined available power for charging the Energy
Storage System.
5. The method according to any one of the preceding claims, further comprising the step of:
h) using remaining energy corresponding to the Remaining State Of Charge to supply energy to the one or more auxiliary loads classified as non-prioritized.
6. The method according to claim 5, wherein each of the one or more auxiliary loads classified as non-prioritized are supplied with energy according to an internal prioritization or with the same amount of energy.
7. The method according to any one of the preceding claims, wherein no energy is supplied to the one or more auxiliary loads classified as non-prioritized, if the Remaining State Of Charge is less than or equal to 0.
8. The method according to any one of the preceding claims, wherein the priority classifying of step b) is performed based on a parameter associated with the one or more auxiliary loads to be classified and/or via input by means of a user interface.
9. The method according to any one of the preceding claims, wherein the priority classifying performed in step b) is made to a plurality of priority levels or on a continuous priority scale.
10. The method according to any one of the preceding claims, wherein the vehicle is adapted to cooperate with an external power load, the external power load being adapted to be supplied with energy from an electrical Power Take Off comprised in the vehicle or vessel,
the electrical Power Take Off being directly or indirectly connected to the Energy Storage System, the electrical Power Take Off optionally being adapted to be energy supplied from the charging station, wherein determining the available power for charging the Energy Storage System in step d) further comprises considering predicted power need of the external power load over the charging time.
1 1 . The method according to any one of the preceding claims, wherein step a) is
performed by also considering an electric current limitation and/or a time limitation of the charging station.
12. A computer program comprising program code means for performing the steps of any one of the preceding claims when the program is run on a computer.
13. A computer readable medium carrying a computer program comprising program code means for performing the steps of any one of claims 1 -1 1 when the program product is run on a computer.
14. A control unit for controlling energy management of a vehicle or vessel during a charging session lasting a predefinable charging time, the control unit being configured to perform the steps of the method according to any one of claims 1 -1 1 .
15. A vehicle or vessel comprising the control unit according to claim 14, an Energy Storage System and one or more auxiliary loads, the Energy Storage System being adapted to be charged from a charging station.
PCT/EP2019/068731 2019-07-11 2019-07-11 A method for energy management of a vehicle or vessel WO2021004640A1 (en)

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