WO2024078787A1 - Charge d'un véhicule électrique au niveau d'un point de charge d'une propriété - Google Patents

Charge d'un véhicule électrique au niveau d'un point de charge d'une propriété Download PDF

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Publication number
WO2024078787A1
WO2024078787A1 PCT/EP2023/073985 EP2023073985W WO2024078787A1 WO 2024078787 A1 WO2024078787 A1 WO 2024078787A1 EP 2023073985 W EP2023073985 W EP 2023073985W WO 2024078787 A1 WO2024078787 A1 WO 2024078787A1
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WO
WIPO (PCT)
Prior art keywords
charging
electric vehicle
incentive table
incentive
external
Prior art date
Application number
PCT/EP2023/073985
Other languages
German (de)
English (en)
Inventor
Jens Berger
Martin Lingenheil
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
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Publication date
Application filed by Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Publication of WO2024078787A1 publication Critical patent/WO2024078787A1/fr

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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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature

Definitions

  • the invention relates to a method for charging an electric vehicle at a charging point of a property whose local home energy network is connected to a public energy distribution network, in which, when the electric vehicle is connected to the charging point, an incentive table creation device of the property creates an incentive table set comprising at least one incentive table for the electric vehicle based on at least power supply information from at least one energy distribution network.
  • the invention also relates to a charging infrastructure for charging an electric vehicle, which is set up to carry out the method.
  • the invention further relates to a system with such a charging infrastructure and at least one electric vehicle connected to it via a respective charging point.
  • the invention is particularly advantageously applicable to single-family homes, especially with a wall box or several wall boxes as charging point(s) and in particular with a photovoltaic system.
  • DE 102009 036 816 A1 discloses a method and a device for controlling charging stations for electric vehicles. To minimize peak power requirements, at least two charging stations are combined into a group, actual charging parameters within the charging stations are exchanged within the group, a load forecast for the group is created depending on at least the actual charging parameters and target charging parameters for the charging stations in the group are determined depending on the load forecast.
  • DE 102013 010 774 A1 discloses a method for operating a charging station 2 for electric vehicles, in which a maximum rated value for a charging current or a charging power is determined, the determined maximum rated value for the charging current or the charging power is transmitted to an electric vehicle electrically coupled to the charging station, a first time interval is determined depending on at least the maximum rated value and the electric vehicle is charged with the maximum rated value of the charging current during the first time interval.
  • a reduced rated value for the charging current and a second time interval are determined, wherein the second time interval determines a duration during which the charging current or the charging power does not exceed the reduced rated value. may not exceed, the reduced rated value is transmitted to the electric vehicle and the electric vehicle is charged during the second time interval with a maximum of the reduced rated value of the charging current or charging power.
  • DE 10 2018 202 755 A1 discloses a method for adapting an electrical power supply to an electrical power requirement in an electrical network on which at least one electrical charging station is operated, wherein in the method a control device of the network for at least one motor vehicle creates a charging forecast which indicates in which future charging period the motor vehicle is expected to exchange electrical energy with the network, a temporal progression of the power requirement present in the network is estimated depending on the respective charging forecast, a temporal progression of the power supply in the network is determined and at least one predetermined compensation measure is triggered for at least one charging period for which it is recognized that the power supply is less than the estimated power requirement, wherein the at least one compensation measure adjusts the power supply to the power requirement.
  • US 2017/0136894 A1 discloses methods, apparatus, and systems for communication exchanges between a vehicle and a charging system.
  • the communication exchanges may include charge request messages sent or received by the vehicle that define charging details, such as a charging type, charging locations, charging orientation, and/or other information corresponding to the charging requirements for the requesting vehicle.
  • the charging system may respond to the charge request messages by accepting or rejecting the vehicle charging request. In response to accepting the request message, the charging system provides a charge to the vehicle according to the charging details.
  • US 2017/0140603 A1 discloses a system for vehicle fleet management, comprising: a base management system configured to enable one or more fleet vehicles to receive a vehicle service, the base management system comprising a database, a communication module, and an analysis module, the communication module communicating with the one or more fleet vehicles, the analysis module, and the database; one or more fleet vehicles, wherein each fleet vehicle comprises a vehicle database and is each configured to receive a charging service and communicate a vehicle state of charge to the communications module, at least one fleet service location configured to communicate a billing price to the communications module and provide the billing service at the billing price; wherein the analytics module receives the charging price and determines whether the at least one fleet service location is selected to provide the charging service to at least one fleet vehicle operating in a low state of charge; wherein the at least one fleet service location is provided with a charging service by the at least one fleet service location to the at least one fleet vehicle operating in a low state of charge if the analytics module selects the at least one fleet service location.
  • the task is solved by a method for charging an electric vehicle at a charging point of a property whose local home energy network is connected to an energy distribution network, in which
  • an incentive table creation facility of the property provides an incentive table set comprising at least one incentive table for the electric vehicle based on electricity usage information of the property and electricity supply information of the energy distribution network,
  • the incentive table creation facility transfers the incentive table set to the external IT system
  • the external IT system analyses the incentive table set on the basis of at least one other piece of loading-relevant information and - the external IT system, depending on the result of the analysis, releases the incentive table set sent by the incentive table creation facility unchanged or creates a modified incentive table set comprising at least one modified incentive table,
  • the electric vehicle converts a received incentive table set into a charging plan
  • the electric vehicle is charged according to the charging plan.
  • This method has the advantage that an incentive table set for an electric vehicle, which was created by the property-related incentive table creation facility, can be analyzed by the "external IT system" instance to determine whether it can or should be replaced by a better incentive table set, which was created by the external IT system and, when created, the external IT system has additional charging-relevant information that is not known to the property-related incentive table creation facility.
  • the electric vehicle typically has a drive battery for driving the electric vehicle.
  • the electric vehicle can be, for example, a hybrid vehicle, PHEV, or a fully electric vehicle, BEV.
  • the electric vehicle can be charged via a charging cable and/or inductively.
  • the charging point can be a charging station, e.g. wall box, or an inductive charging station. The fact that the electric vehicle is connected to a charging point can thus include that it is connected to a charging point via a charging cable or inductively. It is a further development that the charging point and the electric vehicle are set up to charge and discharge the drive battery of the electric vehicle, which can also be referred to as "bidirectional charging".
  • the local electrical energy network of the property (“house energy network”) is usually connected to the public energy distribution network via an electricity meter at or as a network connection point.
  • the electricity meter is an intelligent electricity meter (so-called “smart meter”), via which in one variant data, e.g. Electricity consumption or power flow can also be transmitted to the property, e.g. to the incentive table creation facility, a HEMS (if available), etc.
  • the electricity meter is exclusively accessed by the operator of the energy distribution network or the metering point operator, at least one local (private) energy meter / electricity meter can also be present to inform the property about a current power flow, in particular a meter topologically connected in series with the conventional electricity meter.
  • the property is a private house, in particular a single-family house.
  • At least one power generation device for producing electrical energy such as a photovoltaic system, a wind turbine, a heat pump and/or a geothermal system, etc., is connected to the house energy network.
  • At least one stationary electrical energy storage device is connected to the house energy network for the temporary storage of electrical energy.
  • the incentive table creation device serves in particular to predict at least one possible aspect of a charging process of the electric vehicle in the form of at least one associated time-dependent forecast table ("incentive table").
  • the electric vehicle can create an improved or optimized charging plan (ie, a planned course of a charging or discharging current between the charging point and the electric vehicle for a connection period of the electric vehicle) for the operator of the property and/or the operator of the electric vehicle.
  • An incentive table can, for example, include predicted technical, economic and/or ecological information.
  • the fact that the incentive table creation facility is a facility of the property includes in particular that the incentive table set or the incentive table(s) are based on properties of the property in question, e.g. its consumption, energy generation if applicable, etc.
  • the incentive table creation facility can be a component of the property, in particular the home network, or an external instance such as a cloud computer or a network server that is communicatively coupled to the property, in particular the home network.
  • the electricity usage information of the property includes in particular a temporal forecast of the energy consumption of the building's energy network, in particular of the end users connected to it ("consumption information").
  • the forecast energy consumption of the building's energy network can be derived from historical data, for example.
  • the electricity usage information of the property can also include a temporal forecast of energy generation by the energy generation facility, e.g. by using energy generation forecasts, for example derived from system parameters and weather forecasts ("energy generation information").
  • energy generation information e.g. by using energy generation forecasts, for example derived from system parameters and weather forecasts ("energy generation information").
  • the temporal forecasts of local energy consumption and local energy generation can be considered separately (e.g. through respective incentive tables) or additively (e.g. in a single incentive table).
  • the electricity supply information of the energy distribution network or the energy supplier contractually associated with the property can in particular
  • the temporal forecast of the purchase costs and the feed-in tariff can together also be referred to as tariff information.
  • the forecast period can be, for example, 24 hours, 48 hours, one week, one month, etc.
  • the incentive table set can be provided by creating the incentive table set when the electric vehicle is connected to the charging point. In another development, the incentive table set can be provided by creating it independently of the connection of the electric vehicle and making it available when the electric vehicle is connected.
  • the external IT system has information relevant to charging the electric vehicle (charging) that the incentive table creation facility does not have or that the incentive table creation facility cannot access. In this sense, the external IT system is "associated" with the electric vehicle.
  • the external IT system analyzes the incentive table set transmitted by the incentive table creation facility, taking into account the other information relevant to charging.
  • the external IT system can in particular be an IT system maintained by a manufacturer of the electric vehicle.
  • the external IT system can offer or carry out the analysis etc. of the property and/or the electric vehicle as a service and can therefore be associated as a service provider.
  • the fact that the external IT system releases the incentive table set sent to the incentive table creation facility unchanged, depending on the result of the analysis, is particularly relevant if an incentive table set created by the external IT system is not or not significantly better than the incentive table set created by the incentive table creation facility.
  • the external IT system can, for example, either give no feedback or send an explicit release message to the incentive table creation facility.
  • the modified incentive table set is transmitted to the incentive table creation facility.
  • the fact that the unchanged released incentive table set is transferred to the electric vehicle can include that this incentive table set is transferred from the incentive table creation device to the electric vehicle after release (e.g. by explicit release message or lack of feedback) by the external IT system.
  • Transferring the modified incentive table set to the electric vehicle may include transferring this incentive table set from the external IT system to the incentive table creation device and further from the incentive table creation device to the electric vehicle.
  • the charging plan can provide for the charging and discharging of the drive battery as required.
  • the charging plan includes in particular a temporal plot of a charging power (i.e., a charging and/or discharging power) between the electric vehicle and the charging point, which can also be referred to as a "charging cycle".
  • the charging plan can also take into account vehicle-specific charging parameters of the electric vehicle, which can be relevant for a charging process of the electric vehicle.
  • vehicle-specific charging parameters can include, for example, information about a desired or probable departure time, a desired state of charge at the time of departure (“target SoC”) or a corresponding amount of energy, a state of charge that must not be undercut (“minimum SoC”) and a maximum and/or minimum charging and/or discharging power.
  • the incentive table creation facility is integrated into a home energy management system, "HEMS".
  • HEMS home energy management system
  • the HEMS is used in particular to forecast energy requirements for the home energy network and to optimize them in such a way that at least one specified goal is met particularly well, e.g. low procurement costs from the public energy distribution network, environmentally friendly energy generation, etc.
  • the optimization can already be carried out if an electric vehicle is connected to the home energy network as an intermediate storage device, especially for a longer period of time. This is because then, for example, the drive battery can be charged at times when electrical energy can be obtained particularly cheaply from the public energy distribution network, and the drive battery can be discharged in order, for example, to ensure energy is obtained for the home energy network from the public energy distribution network.
  • Possible forecast data used by the HEMS for optimization can include, for example, the property's electricity usage information and the electricity supply information of the energy distribution network.
  • the drive battery of the electric vehicle can be used as an electrical buffer for the home energy network of the property controlled by the HEMS during the connection period of the electric vehicle at the charging point, e.g. in the sense of the so-called V2H ("Vehicle-to-Home”) and/or the so-called V2G (“Vehicle-to-Grid”) concept.
  • V2H Vehicle-to-Home
  • V2G Vehicle-to-Grid
  • the incentive table creation device is integrated into the charging point. This is particularly advantageous if the home energy network does not have a HEMS.
  • a HEMS with an incentive table creation device is integrated into the charging point or that the charging point has the function of a HEMS and an incentive table creation device.
  • At least one price incentive table that includes a time course of a price for charging the electric vehicle and/or
  • the charging power incentive table which can also be referred to as a "maximum power table”
  • the charging power incentive table includes a temporal forecast of the maximum electrical power P m ax (t) that can be used by the electric vehicle for charging during the connection period of the electric vehicle at the charging point. This maximum power is in particular a maximum power made available by the charging point, in particular the wallbox.
  • the at least one price incentive table is calculated from the forecast electricity usage information of the property and the tariff information of the energy distribution network. It is a further development that the at least one price incentive table includes the forecast tariff information of the property or the house energy network and the tariff information of the energy distribution network for the connection period. It is a further development that the at least one price incentive table includes the tariff information of the energy distribution network, the forecast energy consumption for the connection period and the forecast energy generation by the energy generation device of the house energy network. Using the at least one price incentive table, for example, a charging plan can be drawn up that is optimized for the most cost-effective charging possible, if necessary also taking into account the electric vehicle as an electrical buffer for the house energy network.
  • the at least one emission incentive table includes a predicted amount of CO2 for generating a certain amount of electricity, e.g. one kWh.
  • This CC>2 emission amount can change during the day, e.g. depending on how much solar energy is fed into the public electricity distribution network by private households.
  • a charging plan can be drawn up that is optimized for charging with the lowest possible CC>2 emissions, if necessary also taking into account the electric vehicle as an electrical buffer for the home energy network.
  • a user of the property and/or the electric vehicle can specify the goal for which the charging plan should be optimized, e.g. optimized for a cost-effective charge or a charge with low CC>2 emissions.
  • a mixed goal can also be specified, e.g. a charge with low CO2 Emissions, but the cost disadvantage compared to a purely cost-optimized load should not exceed an amount of X €, etc.
  • One embodiment is that when the electric vehicle is connected to the charging point, charging parameters are transferred from the electric vehicle to the incentive table creation device and to the external IT system and are taken into account there when creating at least one incentive table.
  • the departure time can be used to determine the time horizon of the incentive tables and/or to determine the number of support points of the incentive tables.
  • the at least one further charging-relevant information which is known to the external IT system but not to the incentive table creation device, comprises information belonging to the connected electric vehicle, in particular at least one charging parameter.
  • the at least one further charging-relevant information comprises at least one charging parameter of the electric vehicle that is not known to the incentive table creation device, e.g. because this at least one charging parameter was not transmitted from the electric vehicle to the incentive table creation device, but to the external IT system, or because it is known to the external IT system, but not to the electric vehicle and not to the incentive table creation device.
  • charging parameters are transmitted from the electric vehicle to the incentive table creation device and are taken into account there for the preparation of the incentive table set, in particular the charging power incentive table.
  • charging parameters can, for example, include information about a desired or probable departure time, a desired state of charge at the time of departure ("target SoC") or a corresponding amount of energy, a state of charge that must not be undercut (“minimum SoC”) and a maximum and/or minimum charging and/or discharging power.
  • target SoC desired state of charge at the time of departure
  • minimum SoC minimum state of charge that must not be undercut
  • maximum and/or minimum charging and/or discharging power can, for example, include information about a desired or probable departure time, a desired state of charge at the time of departure (“target SoC”) or a corresponding amount of energy, a state of charge that must not be undercut (“minimum SoC”) and a maximum and/or minimum charging and/or discharging power.
  • target SoC desired state of charge at the time of departure
  • the first charging parameters and at least one further charging-relevant piece of information in the form of at least one further charging parameter that is not transmitted to the incentive table creation device are transmitted to the external IT system.
  • Charging parameters that are not transmitted from the electric vehicle to the incentive table creation device but are known to the external IT system, e.g. because they are transmitted to the external IT system, can also be seen or referred to as charging parameters of a second group of charging parameters or "second" charging parameters.
  • a "second" charging parameter therefore represents further charging-relevant information.
  • the at least one further charging-relevant piece of information can also include information about the vehicle that is not known to the electric vehicle itself and/or cannot be used by the electric vehicle to create a charging plan. These can also be "second" charging parameters. Such information can, for example, be information derived from historical data of a vehicle fleet and/or from field tests.
  • the at least one further loading-relevant information which is not known to the incentive table creation device, is at least one parameter from the group:
  • Wake-up processes can occur, for example, when (a) a new set of incentive tables is created and is to be transferred to the electric vehicle in order to be converted into a new charging plan there, and/or (b) the drive battery is charged or discharged. etc.
  • Limiting the number and/or frequency of wake-up processes can, for example, be implemented by limiting the number of new charging plans permitted for the electric vehicle during the connection period and/or limiting the number of charging and discharging phases following a respective dead time provided for in a charging plan.
  • the “maximum charging activity time” refers in particular to the period of time, in particular up to the time of departure, in which the drive battery can be charged and/or discharged and is not, for example, in idle or standby mode.
  • the "at least one" maximum charging activity time can include an absolutely specified duration of the charging activity, e.g. max. 3 hours, and/or a percentage (e.g. max. 20%) of the connection period or similar.
  • the at least one maximum number of wake-up processes of the electric vehicle includes or is a maximum number of wake-up processes for receiving incentive table sets.
  • a new incentive table set can, for example, have been created because certain forecasts such as electricity tariffs, weather forecasts, etc. have changed since the last incentive table set was created.
  • vehicle electronics in their idle or standby state must be started up or woken up.
  • the at least one maximum number of wake-up processes of the electric vehicle includes or is a maximum number of wake-up processes by receiving incentive table sets during the execution of a charging plan. This advantageously limits the number of wake-up processes during the execution of a charging plan itself. It is taken into account that the charging plan, especially if the vehicle is connected for a long period of time, can have charging dead times during which no charging (i.e., charging and discharging) is to be carried out. During these charging dead times, the vehicle electronics are typically in their idle or standby state. This design prevents too frequent switching between charging and non-charging phases. It is a further development that the maximum number of wake-up processes is specified until the electric vehicle departs, e.g. a maximum of five wake-up phases until the departure time. Alternatively or additionally, the maximum number of wake-up processes can be specified per period, per 8 hours, per 12 hours or per 24 hours.
  • the maximum number of wake-up processes is between four and ten, in particular between five and seven, in particular five.
  • the maximum number of wake-ups and/or the maximum energy throughput represents the maximum value during a given time frame, e.g. the maximum number during a day, half a day, or fractions or multiples of a day.
  • the maximum frequency of wake-up processes is between one and two per hour, especially with one wake-up process per hour.
  • Energy throughput can be understood in particular as the electrical energy, power or amount of current that is exchanged between the charging point and the electric vehicle without taking the direction of the current into account.
  • At least one of the charging parameters depends on the state of health (also known as SoH, "state of health”) of the electric vehicle's drive battery. This helps to further protect the vehicle components that are stressed during charging, in particular the drive battery itself. For example, if the SoH of the drive battery is comparatively low (e.g. due to its age, a high number of quick charging processes, etc.), the maximum energy throughput can be reduced.
  • SoH state of health
  • At least one of the charging parameters may depend on at least one other influencing factor, e.g. the age of the vehicle electronics, the outside temperature, hardware and/or Software updates and/or user behavior of a user of the electric vehicle, etc.
  • the external IT system is an IT system of a manufacturer of the electric vehicle, since the manufacturer has a particularly high level of technical expertise in determining and, if necessary, changing/updating at least one additional charging parameter.
  • the modified incentive table set created by the external IT system can be rejected by the incentive table creation device and/or the electric vehicle.
  • This embodiment can include that the modified incentive table set created by the external IT system can be automatically rejected by the incentive table creation device and/or the electric vehicle.
  • the modified incentive table set can be accepted or rejected by the operator of the property after querying it (e.g. via a user terminal).
  • the external IT system presents the modified incentive table set it has created to the operator of the property for acceptance or rejection (e.g. via a user terminal) and only after acceptance transmits it to the incentive table creation device and/or the electric vehicle, which is then either bound to acceptance by the operator of the property or can nevertheless reject the modified incentive table set.
  • the incentive table creation device creates a new incentive table set at different times during the connection period of the electric vehicle. This is advantageous in order to be able to take into account changed boundary conditions that were used when creating the previous incentive table set. Such changed boundary conditions can include, for example, changed electricity tariffs, a changed weather forecast, etc.
  • the process can be run through again with each incentive table set created by the incentive table creation device.
  • One embodiment allows the external IT system to reject the incentive table set sent by the incentive table creation device depending on the result of the analysis. The rejected incentive table set is then not transmitted to the electric vehicle. The electric vehicle can then be charged using a charging plan based on the previously received incentive table set.
  • the incentive table set transmitted to the external IT system by the incentive table creation device can be rejected, for example, if it is not permitted by the additional charging-relevant information that is only known to the external IT system. For example, a rejection can occur because a maximum number of wake-up processes of the electric vehicle has been reached and implementing a new incentive table set would lead to an undesired wake-up of the electric vehicle. It is a further development that the first incentive table set transferred from the incentive table creation facility to the external IT system during the connection period cannot be rejected by the external IT system. This advantageously ensures that the electric vehicle is charged.
  • the external IT system maintains at least one proprietary electricity tariff and additionally analyzes and releases, modifies or, if possible, rejects the incentive table set on the basis of the at least one proprietary electricity tariff.
  • the external IT system can advantageously provide better electricity tariffs than the property alone, for example because the external IT system with its many electric vehicles may have a better market position and/or a wider range of tariffs than the property alone.
  • the external IT system can then in particular provide the proprietary electricity tariff with the modified incentive table set, possibly for a fee.
  • the "proprietary" electricity tariff is therefore in particular an electricity tariff that is made available to the external IT system for charging the electric vehicles associated with it, but not to the property alone.
  • a "proprietary" electricity tariff can be an electricity tariff negotiated specifically by the external IT system.
  • the external IT system can purchase the proprietary electricity tariff, for example, on energy markets, grid system service markets for grid stabilization, etc.
  • the object is also achieved by a charging infrastructure for charging an electric vehicle, which is set up to carry out the method described above.
  • the charging infrastructure can be designed analogously to the method, and vice versa, and has the same advantages.
  • the charging infrastructure includes:
  • an incentive table creation device which is designed to provide an incentive table set comprising at least one incentive table for the electric vehicle on the basis of at least electricity usage information of the property and electricity provision information of the energy distribution network and to transmit it to an external IT system, wherein
  • the external IT system is set up to analyse the incentive table set on the basis of at least one further piece of information relevant to charging the electric vehicle and, depending on the result of the analysis, to release the incentive table set sent by the incentive table creation device unchanged, to create a modified incentive table set comprising at least one modified incentive table, wherein the incentive table creation device is further set up to
  • the charging infrastructure has a home energy management system, HEMS, which is an independent component of the charging infrastructure. It can, for example, be implemented on a data processing device of the property or the home energy network, e.g. through appropriate programming.
  • the home energy management system can also be an external entity with regard to the property, e.g. one that is communicatively linked to the property, e.g. a network server or a cloud computer.
  • the object is also achieved by a system with a charging infrastructure as described above and at least one electric vehicle connected thereto via a respective charging point, wherein the electric vehicle is configured to convert a received incentive table set into a charging plan and to be charged according to the charging plan.
  • Fig.1 shows a sketch of a charging infrastructure for charging an electric vehicle
  • Fig.2 shows a simplified possible process for charging an electric vehicle using the charging infrastructure shown in Fig.1.
  • Fig.1 shows a sketch of a charging infrastructure 1 for charging an electric vehicle 2.
  • the charging infrastructure 1 comprises a property, here as an example: a single-family house 3, with a home energy network 4 for supplying electrical consumers 5 with electrical power.
  • a photovoltaic system 6, a stationary electrical buffer 7 and a charging point in the form of a wall box 8 are also integrated into the home energy network 4.
  • the buffer 7 can be integrated into the photovoltaic system 6 in a further development.
  • the home energy network 4 is connected here, for example, to a public power grid or energy distribution network 10 via a measuring point or a network connection point in the form of a so-called "smart meter" 9.
  • the electric vehicle 2 can be connected to the wallbox 8 for charging. If the electric vehicle 2 is connected to the wallbox 8, it can serve as a buffer for the home energy network 4 within the framework of certain charging parameters and can be charged and discharged accordingly.
  • the wallbox 8 and the electric vehicle 2 can exchange data, for example via ISO 15118-2 and/or ISO 15118-20.
  • the wallbox 8 can receive charging parameters from the electric vehicle 2 such as a battery capacity, a specified or estimated departure time, a target SoC at the time of departure, a maximum charging power, a minimum SoC to be maintained, etc.
  • the home energy network 4 also includes a home energy management system or HEMS 11, which is set up to control a charging and discharging process of the buffer 7 and, when connected, uses the drive battery of the electric vehicle 2 as a temporary buffer.
  • the HEMS 11 is connected in terms of data to, if possible, at least one of the consumers 5, the photovoltaic system 6, the stationary buffer 7 and the wall box 8, as indicated by the dashed lines.
  • the HEMS 11 can receive the charging parameters of the electric vehicle 2 via the wall box 8 or directly from the latter.
  • the network connection point is a "smart meter" 9
  • the HEMS 11 can also be connected to it in terms of data.
  • the smart meter 9 can be connected to the wall box 8 in terms of data.
  • a private measuring device belonging to the single-family home 3 can also be used instead of a smart meter 9.
  • the HEMS 11 is also connected to at least one participant in an electricity market 12, such as at least one energy supplier, which energy supplier offers the domestic energy network 4 electricity according to a specific - possibly time-variable - electricity tariff for purchase from the energy distribution network 10 and also sets feed-in prices for feeding a surplus of electrical energy from the domestic energy network 4 into the energy distribution network 10.
  • This forecast tariff information can be transmitted to the HEMS 11 by the participant in the electricity market 12 or by the smart meter 9.
  • the electricity market 12 can include as participants, for example, energy suppliers, energy aggregators, energy markets, network system service markets, external market participants, etc.
  • the participants in the electricity market 12 can, for example, cooperate with network operators and metering point operators.
  • the participant of the electricity market 12 can also transmit forecast ("emission") information about a temporal progression of a CC>2 emission quantity for the provision of a certain amount of electricity from the energy distribution network 10 to the HEMS 11.
  • the HEMS 11 can, on the basis of a forecast of consumption in the home energy network 4, a forecast of energy production by the photovoltaic system 6 (e.g. also using weather forecasts), the information provided by the participant of the electricity market 12 transmitted tariff information, the emission information transmitted by the participant of the electricity market 12, generate one or more incentive tables for the electric vehicle 2, which are summarized in an incentive table set.
  • the incentive table set created by the HEMS 11 (hereinafter also referred to as "HEMS incentive table set”) can also take into account the charging parameters transmitted by the electric vehicle 2.
  • the charging infrastructure 1 also has an external IT system 13 or is communicatively coupled to an external IT system 13, which is set up to analyze the HEMS incentive table set created by the HEMS 11 on the basis of at least one other piece of charging-relevant information that is known to the external IT system 13 but not to the HEMS 11.
  • the HEMS incentive table set is transmitted to the external IT system 13 before the analysis is carried out, e.g. directly from the HEMS 11 or via the wallbox 8.
  • the external IT system 13 can release the HEMS incentive table set unchanged, create a modified incentive table set or optionally reject the HEMS incentive table set.
  • the charging-relevant information can, for example, include at least one further (“second") charging parameter from the group: maximum number of wake-up processes of the electric vehicle during the connection period, maximum frequency of wake-up processes of the electric vehicle during the connection period, at least one maximum charging activity time of the electric vehicle and/or maximum (bidirectional) energy throughput between wallbox 8 and electric vehicle 2 during the connection period.
  • second charging parameters can depend on a state of health of a drive battery of the electric vehicle 2, its temperature, an ambient temperature, etc.
  • the external IT system 13 can maintain at least one proprietary electricity tariff that is not available for the HEMS 11 and additionally analyze the HEMS incentive table set based on the at least one proprietary electricity tariff and approve, change or, if necessary, reject it.
  • This proprietary electricity tariff can, for example, have been purchased by the external IT system 13 on the electricity market 12 and made available to those domestic energy networks 4 that are contractually connected to the external IT system 13.
  • the external IT system 13 can, for example, be an IT system maintained or operated by a manufacturer of the electric vehicle 2.
  • the external IT system 13 can, for example, have network servers and/or be cloud-based.
  • the external IT system 13 can also be directly connected to the electric vehicle 2, the wallbox 8 and/or a user terminal 14, e.g.
  • a mobile user terminal such as a smartphone or tablet PC, for data purposes, e.g. wirelessly.
  • a user of the electric vehicle 2 to be informed, e.g., about a charging process of the electric vehicle 2, enter specifications, e.g., regarding a departure time, issue approvals, e.g., for certain charging plans, or communicate rejections.
  • the modified incentive table set is transmitted to the HEMS 11 and from there to the electric vehicle 2.
  • the electric vehicle 2 will continue to be charged using a charging plan based on the previously received incentive table set.
  • the first HEMS incentive table set transmitted from the HEMS 11 to the external IT system 13 during the connection period of the electric vehicle 2 cannot be rejected by the external IT system 13, but only the second, third, etc. HEMS incentive table set transmitted to the external IT system 13.
  • the modified incentive table set created by the external IT system 13 is rejected by the HEMS 11, e.g. because it violates the homeowner's specifications.
  • the electric vehicle 2 Based on the last incentive table set received, the electric vehicle 2 creates a charging plan that is also coordinated with the wallbox 8 and which is communicated to the wallbox 8. The electric vehicle 2 can then be charged according to the charging plan.
  • Fig.2 shows a simplified possible process for charging an electric vehicle 2 using the charging infrastructure 1 shown in Fig.1.
  • step S1 the electric vehicle 2 is connected to the wallbox 8, e.g. via a charging cable.
  • the electric vehicle 2 transmits first charging parameters such as an estimated departure time, a target SoC at the departure time, a minimum SoC, etc. to the wallbox 8 and to the external IT system 13.
  • the charging parameters - possibly with further information such as a charging mode selected by the wallbox 8, etc. - are transmitted to the HEMS 11.
  • the charging parameters can be transmitted directly by the wallbox 8 to the HEMS 11 in step S2.
  • step S4 the HEMS 11 receives tariff performance specifications (envelope) for energy consumption and feed-in from one of the participants in the electricity market 12, such as an energy supplier.
  • step S4 the HEMS 11 also receives further forecasts such as weather forecasts, etc., e.g. from a weather service 15.
  • step S5 the HEMS 11 generates a (HEMS) incentive table set for the electric vehicle 2 from the information received in step S4 and, if applicable, the first charging parameters and sends it to the external IT system 13.
  • HEMS HEMS
  • the external IT system 13 analyzes the HEMS incentive table set, possibly taking into account a forecast tariff and/or emission information of a proprietary electricity tariff on the electricity market 12, and reacts thereto, e.g. by releasing or creating a modified incentive table set.
  • the reaction of the external IT system 13 is transmitted to the HEMS 11. If, for example, the HEMS incentive table set is to be released, this can be done directly by transmitting a corresponding release message from the external IT system 13 to the HEMS 11 or indirectly via a non-reaction within a predetermined period of time (e.g. in the sense of a timeout).
  • the (directly or indirectly) released incentive table set or the modified incentive table set is transmitted from the HEMS 11 to the wallbox 8 and from the wallbox 8 to the electric vehicle.
  • the released or modified incentive table set can be transmitted directly from the external IT system 13 to the wallbox 8 or the electric vehicle 2, with or without notification of the HEMS 11.
  • a step S9 the electric vehicle 2 creates a charging plan from the received incentive table set and transmits it to the wallbox 8.
  • step S10 the electric vehicle 2 is charged at the wallbox 8 according to the charging plan created in step S9.
  • step S11 the HEMS 11 creates a new HEMS incentive table set analogous to step S5, e.g. in the event of a change in the tariff, emissions and/or performance specifications and/or the forecasts such as a weather forecast, etc. Then, steps S6 to S10 can be run through again, whereby in step S6 the new HEMS incentive table set can now also simply be rejected by the external IT system 13, e.g. because a maximum number of wake-up processes of the electric vehicle 2 has been reached and implementation of a new incentive table set would lead to an undesirable wake-up of the electric vehicle 2.
  • a user is informed about a charging plan to be implemented for charging. It is a further education that a user can accept and/or reject a charging plan, especially a new charging plan.
  • a Users in a training course can confirm an automatically estimated departure time, specify a departure time themselves and/or postpone a departure time.

Abstract

L'invention se rapporte à un procédé de charge d'un véhicule électrique au niveau d'un point de charge d'une propriété, dont le réseau local d'énergie domestique est connecté à un réseau public de distribution d'énergie, dans lequel, lorsque le véhicule électrique est ensuite connecté au point de charge, une unité de création de tableaux d'incitation de la propriété fournit un ensemble de tableaux d'incitation comprenant au moins un tableau d'incitation pour le véhicule électrique sur la base d'au moins des informations de consommation d'énergie de la propriété et des informations de fourniture d'énergie du réseau de distribution d'énergie, l'unité de création de tableaux d'incitation transfère l'ensemble de tableaux d'incitation à un système informatique externe, le système IT externe analyse l'ensemble de tableaux d'incitation sur la base d'au moins une autre information pertinente pour charger le véhicule électrique, et, en fonction du résultat de l'analyse, le système IT externe approuve l'ensemble de tableaux d'incitation transmis par l'unité de création de tableaux d'incitation sans aucun changement ou crée un ensemble modifié de tableaux d'incitation comportant au moins un tableau d'incitation modifié, l'ensemble non modifié ou l'ensemble modifié de tableaux d'incitation est transféré au véhicule électrique, le véhicule électrique convertit un ensemble reçu de tableaux d'incitation en un plan de charge et le véhicule électrique est chargé selon le plan de charge.
PCT/EP2023/073985 2022-10-12 2023-09-01 Charge d'un véhicule électrique au niveau d'un point de charge d'une propriété WO2024078787A1 (fr)

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