WO2021197682A1

WO2021197682A1 - Dynamically variable energy distribution system

Info

Publication number: WO2021197682A1
Application number: PCT/EP2021/051966
Authority: WO
Inventors: Sebastian UTZ
Original assignee: Innofas Gmbh
Priority date: 2020-03-30
Filing date: 2021-01-28
Publication date: 2021-10-07
Also published as: DE102020108744A1; EP4084991A1

Abstract

The invention relates to an energy distribution system (1), preferably an energy distribution system that is dynamically adjustable by means of the connected energy store, the system comprising: a large number n of interfaces (Sn) which are designed to be able to couple thereto a corresponding number i, where i ≤ n, of electric vehicles (Fi) for a particular period of time for energy exchange, wherein, for this purpose, the coupled and electrically connected electric vehicles (Fi) are temporarily integrated, in the form of either a current provider (A) or a current collector (E), in the energy distribution system (1) via a vehicle-side and/or system-side controller (Si) and/or user interface (Bi), and, via a controller (2), allow, via a wired or wireless transmission topology, an energy exchange with one or more of the other electric vehicles (Fi) connected to an interface (Sn).

Description

Dynamically changeable energy distribution system

Description:

The invention relates to an energy distribution system for, in particular, simultaneous electrical charging and discharging of a variety of energy storage systems in vehicles. The invention relates in particular to a dynamically changing energy distribution system consisting of a number of electric vehicles that are temporarily present as electricity providers or current collectors in the energy distribution system and enable energy to be exchanged with one or more other electric vehicles via a wired or wireless transmission topology. In many electric vehicles, including plug-in hybrid electric vehicles, a vehicle battery is typically charged from a system power source, such as a public or private system access, which receives electricity and thus electrically storable energy from an electrical system. For charging, a charging cable is used to connect the system power source to the vehicle battery. After the electrical connection has been established, the vehicle charging system begins charging the vehicle battery until the battery is charged to a certain desired state of charge. For example, in order to reduce costs, a user can wait to couple a vehicle until the system tariffs are at a desired level, e.g. B. at a night electricity tariff during the night. With such a charging topology, however, it is always necessary that a combination of a system connection with a sufficiently high system capacity is available for the vehicle.

In the prior art, however, there are currently no useful and efficient solutions, such as without a connection to a permanently installed d. H. immobile network connection with a sufficient charging voltage level, a vehicle battery can be charged. This problem also exists in parking garages in which z. B. charging stations are still available, but too many vehicles need a charging process at the same time, while other vehicles have electrically ge stored energy available, but this is not available for other users.

Further problems in the prior art are also so far unsolved, such as, for. B. the problem that you can not transfer energy to an existing on-board battery of another vehicle from a possibly existing energy storage with the conventional charging cables attached to the vehicles, which are to be connected to a wall box or charging station, since the technical There are no prerequisites for this. Even the charging management would not allow a charging process. The case is also problematic when z. B. 10 charging stations are available, but 20 vehicles require a Ladevor gear, and at the same time 40 vehicles have excess electrical Could provide energy that the number of existing charging stations is always the limiting factor.

Another disadvantage is the fact that the owner or user of an e-vehicle is dependent on having to pay the electricity tariffs offered at the charging station at the time of the charging process if a charging process is required while an e-vehicle is also available could provide electricity at significantly lower tariffs.

In parking garages, underground garages or in places where vehicles are parked for a period of time that is comparatively suitable for a charging process, it would be desirable if the aforementioned disadvantages were resolved in the prior art and a vehicle user of an e-vehicle both as a temporary electricity provider and could also act as a temporary pantograph.

If one now looks at the large number of electric vehicles available that could mutually exchange electrical energy, there is no technical facility for how electrical energy can be transferred between mobile energy storage devices in vehicles depending on the different charging constellations.

The invention is therefore based on the object of overcoming the aforementioned disadvantages in the prior art and proposing a dynamically adaptable energy distribution system with which electrical energy can be transferred between two or more mobile energy storage systems in vehicles on a supply and billing basis.

This object is achieved by the combination of features according to claim 1.

According to the invention, a dynamically changing or adaptable energy distribution system is proposed for this purpose, which has a plurality of interfaces in order to connect a number smaller or corresponding to the number of interfaces to electric vehicles for a certain predetermined period of time. energy exchange, whereby the electric vehicles are temporarily integrated into the energy distribution system via a vehicle and / or system control as a power supplier or pantograph and allow energy to be exchanged with one or more of the other electric vehicles via a wired or wireless transmission topology via the control or enable.

According to the invention it is provided that the energy transfer of electrical energy from one to another vehicle or its energy storage only takes place via the release of a controller, for which purpose the controller is designed so that it can use at least one or more operating parameters based on a preselected configuration, preferably enables and activates a charge-discharge process between a first electric vehicle connected to a first interface and a second vehicle connected to a second interface.

According to the invention, the energy distribution system has the following topology. An energy transmission network made up of electrical lines, a number of interfaces for wireless or wired coupling or connection of mobile energy storage devices to the energy transmission network, a central controller for controlling and monitoring operating parameters of the charge-discharge processes in the energy transmission network (such as the maximum permissible currents, the line temperature, etc.), a communication network, which enables communication with the transmitting and receiving device provided for each electric vehicle, each with a user interface available via an input device, which enables a vehicle owner to store light charging / discharging parameters that another vehicle owner can access.

In a particularly advantageous embodiment of the invention, it is provided that communication and provision of vehicle data and charge-discharge parameters is also possible when the vehicles are not coupled to the energy distribution system. For this purpose, it is advantageously provided that each electric vehicle is equipped with its own control system, which is next to the management of the charging or discharging process also saves actual system parameters dynamically and makes them available in the communication network so that they can be called up dynamically for other vehicle owners or participants. In addition, the location where the energy distribution system is located (such as a parking garage) can also be stored or automatically read out by the navigation device and, using statistical vehicle consumption data, evaluated as to the remaining charge when the location of the energy distribution system is reached is available for other vehicles or which charge is required in order to be able to cover a specified distance that has yet to be covered.

Based on this, the central computer evaluates all participants who are either on the way to the affected energy distribution system or who are already there and who have an active status. An active status within the meaning of the present invention is a status recognizable by the energy distribution system for readiness for charging or discharging at a specific location of the energy distribution system.

In an advantageous embodiment of the invention, it can be provided that several energy distribution systems according to the invention spatially located in a defined radius are also evaluated and one or more alternatives for charging and / or discharging are offered to the vehicle user.

In a likewise advantageous embodiment of the invention it is provided that an input device and a user interface are also provided for each electric vehicle, which enables a vehicle owner or participant to store charging / discharging parameters for other participants or vehicle owners in the system to which a other vehicle owners or their control can access it. Individual access can be secured using known password-protected and possibly encrypted procedures.

It is advantageously provided that in the communication network for each part users can store at least one or all of the following charge-discharge parameters: a minimum electricity price as an electricity provider, a maximum electricity price as an electricity consumer, a maximum electrical power that can be drawn and / or a minimum residual charge of the vehicle owner's or participant's energy storage device. Of course, a large number of other parameters are also conceivable, which can optionally be stored as mandatory or only optional features. For example, the available charging time (ie the intended parking time) or the possibility of an early interruption of the charging process can be stored as a mandatory option. If another system participant or the vehicle owner appearing as a power provider in the system does not want to interrupt the charging / discharging process because he wants to offer a very specific amount of electricity, these participants would not be “matched” in the system, even if all of them other parameters would fit.

It is therefore further advantageously provided that the central control is designed in such a way that each participant active in the communication network is shown the charging / discharging parameters of other participants via a display device and, in particular, when charging / discharging parameters correspond to one another, those participants as " Match ”are displayed in a selectable ranking that matches one, several or all of the required mandatory charge / discharge parameters of another participant.

Another preferred embodiment of the invention provides that two participants who have a “match” status to each other also display the interfaces available in the system for exchanging energy, so that the participants concerned with their vehicles at the interfaces couple and the respective other participant is shown the corresponding interface to which the other participant has been coupled for energy exchange.

It is furthermore advantageously provided that after the vehicles involved in the energy exchange have been coupled to the energy distribution system, the central control system determines the readiness for charging and discharging of the energy transfer devices. th queries both participants via the communication network and, after receiving the release, controls the charge-discharge process until a predetermined switch-off condition is met. Such a switch-off condition can, for example, be when one of the charge-discharge parameters stored in the system is reached by one of the two vehicles (Fi) involved in the charge-discharge process.

It is also advantageous if the actual parameters of each participant are dynamically updated automatically with the charge-discharge process via a data communication between the central control and the vehicle controls of the vehicles coupled to the energy distribution system. This ensures that electric vehicles that had a certain charging status when they drove into the parking garage to use the energy distribution system are not incorrectly offered to another participant as a suitable charging / discharging partner, even though the status has changed in the meantime.

The energy distribution system is designed to transfer electrical energy between two mobile energy storage systems (e.g. vehicle batteries for driving electric motors) in vehicles, comprising an electrical connection line, at the ends of which an electrical vehicle connector is attached to Establish an electrical connection with a respective charging socket on one of the respective vehicles or a capacitive and / or inductive charging interface, as well as a vehicle-specific control device that is designed to control an electrical energy transfer process with another energy storage system of another vehicle. According to the invention, the energy distribution system is also designed with an energy acquisition module which records the electrical energy DE transmitted between the energy storage systems and its transmission direction and generates data therefrom in order to be able to display them on an integrated or external display device.

In an advantageous embodiment, the energy distribution system is designed as a bi-directional energy transmission device between two interfaces for coupling vehicles or their energy storage devices thus regardless of the question of which vehicle connector is plugged into which vehicle, electrical energy can optionally be transferred from one vehicle to the other or vice versa. Thus, it does not matter for the transmission whether someone is connected to a very specific interface.

In a particularly advantageous embodiment of the invention it is provided that the energy distribution system can also be used to transfer electrical energy from vehicles with a lower charge level to vehicles with a higher charge level. For this purpose, the controller advantageously has at least one electronic voltage converter or a DC / DC converter in order to appropriately raise or lower the respective voltage level on the input side or on the acceptance side. It is also advantageous to provide a DC voltage intermediate circuit for buffering the electrical energy via an intermediate circuit capacitor. In addition, a further voltage converter can be provided after the DC voltage intermediate circuit, the voltage converter arranged on the input side being primarily intended for voltage conversion.

Also advantageously, a detection module is provided, preferably integrated in the central control and / or additionally in the vehicle-side control device, which is designed to detect electrical and / or physical properties of the connected energy storage systems and, depending on this, the energy transfer process between the energy storage systems to control. A comparator can also be used to compare the data stored in the system via the communication network and the data recorded by the acquisition module and, if a permissible deviation is exceeded, it can be transmitted to the participants that the “matching” does not work. The communication network can be implemented with one or more communication lines or by power line communication with the connected units.

In order to control the energy transfer and the charging or discharging process in an optimized way, the detectable electrical and / or physical egg Properties of the connected energy storage systems that are recorded by the acquisition module, at least the voltage level and / or the charge level and / or the available electrical energy in the respective energy storage.

In a further advantageous embodiment of the invention it is provided that a current detection module, preferably an electricity meter, is also provided in order to quantitatively record the current flowing or transmitted from one energy storage system to the other energy storage system or the transmitted electrical power in kW.

A user interface is also advantageous in order to enter technical parameters for the transmission, such as B. the maximum power to be transmitted in kW.

It is further advantageously provided that an evaluation device is provided, which from the transmitted electrical energy DE between the energy storage systems, a value, in particular an economically measurable value z. B. determined in a selectable currency in order to be able to display them on an integrated or external display device. In this way, after the transfer process of a certain electrical power in kW, users can be shown which value is behind it (e.g. 10 kW transferred for 2 EUR).

In a likewise advantageous embodiment of the invention it is provided that the control device of a vehicle comprises a processor which determines a charging scheme on the basis of the recorded electrical and / or physical properties of the connected energy storage systems and the energy transfer according to this charging scheme after approval by the user performs. Optionally, on the basis of the parameters entered or stored by a user via the user interface for the control, the charging scheme can be determined accordingly by the processor or selected by a user. So z. B. optimized fast charge profiles or the battery-saving charge profiles can be stored.

Another aspect of the present invention relates to the energy distribution system and the method for transferring electrical energy from a first mobile energy storage system in a first electrically operated vehicle to a second mobile energy storage system in a second electrically operated vehicle by means of an energy distribution system as described above with the following Steps: a. Communicating and selecting at least two electric vehicles whose respective charging / discharging parameters stored in the system correspond to one another; b. Display of free interfaces for carrying out the charge-discharge process on a display device of the owner or user of the electric vehicle; c. Coupling of the affected electric vehicles, each with a charging socket, to one of the displayed interfaces of the energy distribution system; d. Analysis by means of a detection module as to whether the actual parameters of the two vehicles in the coupled state correspond to the charge-discharge parameters stored in the system; e. If they correspond within permissible limits in step d) start a transmission of electrical energy by means of the control device; f. Detecting the electrical energy DE transmitted between the energy storage systems; G. Generating data as an equivalent to the transmitted electrical energy DE in order to display it on the integrated or external display device.

Other advantageous developments of the invention are set out in the subclaims characterized or are shown below together with the description of the preferred embodiment of the invention with reference to the figures Darge provides. It showed:

Fig. 1 is a schematic view of an exemplary Ausführungsbei game of a power distribution system and

The invention is described in more detail below with reference to FIG. 1 using a single exemplary embodiment.

1 shows an embodiment of a power distribution system 1, comprising a number of n = 14 interfaces Sn, which are designed to be able to couple a corresponding number i <14 electric vehicles Ei for energy exchange. Shown are 5 exemplary vehicles Fi having the energy store ESi or, for the e-vehicle F1, the electrical energy store ES1, the e-vehicle 2 the electrical energy store ES2, etc.

The vehicles F1 and F2 as well as the two vehicles F3 and F4 are each coupled and electrically connected for energy exchange. The vehicles F1 and F4 represent electricity providers, while the electric vehicles F2 and F3 function temporarily as pantographs. In addition, the function as electricity provider A or pantograph E is temporarily set via a vehicle-side control (Si) and user interface (Bi). This can already be done via the communication network explained later in a non-coupled state or, as with the fifth vehicle, in the coupled state, without a corresponding vehicle for charging.

In the energy distribution system 1, the integrated vehicles Fi can enable an energy exchange with one or more of the other electric vehicles Fi connected to an interface Sn via the controller 2 shown in this exemplary embodiment via a line-based transmission topology 10. A common control concept of the higher-level controller 2 with the temporarily connected vehicle vehicle side controls Si.

The specific energy transfer of electrical energy from one to another vehicle Fi or its energy store ESi takes place by means of a release of the higher-level controller 2, which connects the correct interfaces Sn and the switching of the transmission paths (lines or intelligent bus bar) and, if necessary, carries out a current detection and evaluation, for which the controller is designed so that it is enabled and activated based on a preselected configuration of the operating parameters Pi (which are only shown here as an example for vehicle F2, but are available for all participants) activated a charge-discharge process between the corresponding electric vehicles connected to the interfaces.

The vehicle-side controls Si then coordinate the energy exchange with the higher-level control based on the system parameters of the transmission topology and the system parameters of the vehicle energy systems. So the higher-level controller can adjust the charging current z. B. to a system-specific fish value, although the two vehicle-side controls Si would technically allow a higher charging current or discharge current. This can e.g. B. serve to protect the lines of the existing power distribution system.

Furthermore, a communication network 6 is provided in FIG. 1, which enables communication with a transmitting and receiving device 7 provided for each electric vehicle Fi, preferably by means of a standardized transmission protocol.

Each of the electric vehicle Fi shown in Fig. 1 has an input device 8 and a user interface 9, which enable a vehicle owner or participant in the system to store charge-discharge parameters for other participants or vehicle owners to which another vehicle owner or whose control can access. There are unchangeable, ie fixed, parameters such as the maximum charging capacity of an energy store and dynamically changing parameters, such as the current charge status e.g. B.

60%.

In the communication network, various charge-discharge parameters can be stored for each participant, such as: B. a minimum electricity price as electricity provider A, a maximum electricity price as a pantograph E, a maximum electrical power and a minimum residual charge of the energy storage of the vehicle owner who occurs as the electricity provider.

However, starting from the central controller 2, the actual parameters of each participant are recorded by means of a recording module via its vehicle-side controller Si, namely before the start of the energy exchange and dynamically during the charge-discharge process. If the central control 2 detects a discrepancy between the detectable actual parameters and the input parameters before the exchange of energy, a release for energy transmission would not take place. Otherwise, the central controller 2 can issue the release to the vehicle controls Si and the affected vehicle owners or participants can start the process. It is conceivable that the process also starts automatically when the system has been released by the central computer.

The central control 2 is designed in this embodiment so that all participants active in the communication network, the charge / discharge parameters of the other participants are displayed via a display device, as long as this participant switches his parameters to be visible. It is also conceivable to block the parameters as “inaccessible” to third parties, so that only the central computer and that partner can see the parameters of the respective corresponding energy exchange partner. This is particularly useful if a charging process has already started and this vehicle is therefore temporarily no longer available for others.

Participants who are first looking for a suitable vehicle for a charging or discharging process only want to see available participants, in particular those with mutually corresponding charging / discharging parameters those participants who are displayed as a "match" in a selectable ranking that match one, several or all of the desired charge / discharge parameters.

The recorded electricity and payment can be made using conventional means. At the end of the transmission process, the electrically transmitted power can be determined in KW and billed to the electricity consumer with the electricity price. For this purpose, the user interface can also provide a connection for conventional payment systems that can be operated directly on the user interface. It is particularly advantageous if the user interface allows communication via a smartphone, so that both the input data and the system data can be displayed on the smartphone display and, if they can be changed by the participant, also adapted.

The invention is not limited in its implementation to the preferred exemplary embodiments given above. Rather, a number of variants are conceivable which make use of the solution shown even in the case of fundamentally different designs.

_{* * * * ** * * * *}

Claims

1. Energy distribution system (1), preferably based on the connected energy storage dynamically adaptable energy distribution system, comprising a plurality n of interfaces (Sn) which are designed to each have a corresponding number i with i <n on electric vehicles for a certain period of time (Fi) to be able to couple for the exchange of energy, whereby the respectively coupled and electrically connected electric vehicles (Fi) temporarily via a vehicle-side and / or system-side control (Si) and / or user interface (Bi) optionally as electricity supplier (A) or pantograph (E) in the energy distribution system (1) and enable an energy exchange with one or more of the other electric vehicles (Fi) connected to an interface (Sn) via a control system (2) via a wired or wireless transmission topology.

2. Energy distribution system (1) according to claim 1, characterized in that the energy transfer of electrical energy from one to another vehicle (Fi) or its energy storage device (ESi) takes place only by means of a controller release, for which the controller is designed so that this based on a preselected configuration of at least one or more operating parameters (Pi), preferably a release and activation of a charge-discharge process between a first electric vehicle connected to a first interface and a second electric vehicle (Fi) connected to a second interface ( Fi) allows.

3. Energy distribution system (1) according to claim 1 or 2, characterized in that the energy distribution system has the following: an energy transmission network (3) made of electrical lines, a number of interfaces (Si) for wireless or wired coupling or connecting of mobile Energy storage (ESi) to the energy transmission network (3), a central controller (5) for controlling and Monitoring of operating parameters (Pi) of the charge-discharge processes in the energy transmission network, a communication network (6) which enables communication with the transmitting and receiving device (7) provided for each electric vehicle (Fi).

4. Energy distribution system (1) according to one of the preceding claims, characterized in that an input device (8) and a user interface (9) are also provided for each electric vehicle, which enables a vehicle owner to charge / discharge parameters for other participants or vehicle owners to be stored, which can be accessed by another vehicle owner or his control.

5. Energy distribution system (1) according to one of the preceding claims 3 or 4, characterized in that at least one or all of the following charging and discharging parameters can be stored in the communication network for each subscriber: a minimum electricity price as electricity provider (A), a maximum electricity price as a pantograph (E), a maximum electrical power that can be drawn and / or a minimal residual charge of the energy storage device of the vehicle owner or participant.

6. Energy distribution system (1) according to one of the preceding Ansprü surface, characterized in that the central control is designed so that each participant active in the communication network, the charge-discharge parameters of other participants are displayed on a display device and in particular with mutually corresponding charge-discharge -Parameters, those participants are displayed as a "match" in a selectable ranking that match one, several or all of the desired charge / discharge parameters of another participant.

7. Energy distribution system (1) according to the preceding claim, characterized in that two participants who have a "match" status also have the interface available for energy exchange places, so that the participants concerned can couple with their vehicles to the interfaces and the other participant is shown the interface to which the other participant has connected to exchange energy.

8. Energy distribution system (1) according to the preceding claim, characterized in that after the vehicles are coupled to the energy distribution system (1), the central controller queries the charging-discharging readiness of the two subscribers coupled for energy transmission via the communication network and after receiving the release controls the charge-discharge process until a switch-off condition is met.

9. Energy distribution system (1) according to the preceding claim, characterized in that a switch-off condition is the achievement of one of the charge-discharge parameters stored in the system of one of the vehicles (Fi) involved in the charge-discharge process.

10. Energy distribution system (1) according to the preceding claim, characterized in that the actual parameters of each participant dynamically with the charge-discharge process automatically via a data communication between the central control and the vehicle controls of the power distribution system (1) coupled vehicles (Fi) are updated.