DE102022134459A1 - Method and system for charging an electric vehicle - Google Patents

Abstract

The invention relates to a method for charging an electric vehicle (EV) at a charging point, in which, for a connection period of the electric vehicle (EV) at the charging point (EVSE), incentive tables from several supply instances including associated usage constraints and charging constraints of the electric vehicle (EV) are received (S1, S1a, S1b) by means of a data network-based incentive generator (GEN), and consolidated incentive tables are created from the received incentive tables and constraints by means of the incentive generator (GEN) (S2), the consolidated incentive tables are transmitted to the electric vehicle (EV) (S3), the electric vehicle (EV) creates a charging plan from the consolidated incentive tables (S4) and the electric vehicle (EV) is charged according to the charging plan (S5). The invention also relates to a system for carrying out the method. The invention is particularly advantageously applicable to charging at a charging point of a local network, in particular a home network.

Description

The invention relates to a method for charging an electric vehicle at a charging point, in which incentive tables including associated usage constraints and charging constraints of the electric vehicle are received for a connection period of the electric vehicle at the charging point and the incentive tables are transmitted to the electric vehicle, the electric vehicle creates a charging plan from the incentive tables and the electric vehicle is charged according to the charging plan. The invention also relates to a system that is set up to carry out the method. The invention is particularly advantageously applicable to charging at a charging point of a local network, in particular a home network.

US 2011/0153474 A1 discloses that electric vehicle charging stations may include a time-of-use meter that can be programmed with different time periods so that different tariffs can be applied to energy readings during those different time periods. The time periods may be specific to electric vehicle operators. The tariffs may also be specific to electric vehicle operators and apply to charging stations powered by different energy suppliers.

It is the object of the present invention to at least partially overcome the disadvantages of the prior art and in particular to provide an improved possibility for charging an electric vehicle at a charging point, in particular at a charging point of a local network having an electrical energy generating device.

This object is achieved according to the features of the independent claims. Preferred embodiments can be found in particular in the dependent claims.

• - für einen Anschlusszeitraum des Elektrofahrzeugs an einem Ladepunkt mittels einer datennetzbasierten Datenverarbeitungseinrichtung („Anreizgenerator“) Incentive-Tabellen aus mehreren Versorgungsinstanzen einschließlich zugehöriger Nutzungsrandbedingungen als auch Laderandbedingungen des Elektrofahrzeugs empfangen werden und
• - mittels des Anreizgenerators aus den empfangenen Incentive-Tabellen und Randbedingungen konsolidierte Incentive-Tabellen erstellt werden,
• - die konsolidierten Incentive-Tabellen an das Elektrofahrzeug übertragen werden,
• - das Elektrofahrzeug aus den konsolidierten Incentive-Tabellen einen Ladeplan erstellt und
• - das Elektrofahrzeug gemäß dem Ladeplan geladen wird.

The problem is solved by a method for charging an electric vehicle, in which

• - for a connection period of the electric vehicle at a charging point, incentive tables from several supply instances including associated usage conditions and charging conditions of the electric vehicle are received by means of a data network-based data processing device (“incentive generator”) and
• - using the incentive generator, consolidated incentive tables are created from the received incentive tables and constraints,
• - the consolidated incentive tables are transferred to the electric vehicle,
• - the electric vehicle creates a charging plan from the consolidated incentive tables and
• - the electric vehicle is charged according to the charging plan.

This has the advantage that the vehicle receives a set of optimized, consolidated incentive tables, based on which it can independently create a charging plan. The set of consolidated incentive tables can advantageously be formed from incentives from different use cases. The process for charging at different charging points is also particularly simple and flexible to use.

The electric vehicle can be, for example, a plug-in hybrid vehicle, PHEV, or a fully electric vehicle, e.g. a battery-powered vehicle, BEV. The electric vehicle can be, for example, a passenger car, truck, bus, motorcycle, etc.

“Charging an electric vehicle” can be understood as charging and discharging its drive or traction battery.

The connection period of the electric vehicle corresponds to the period for which the electric vehicle is connected or coupled to the charging point.

The charging point can be connected to the electric vehicle for charging via a charging cable or inductively. The charging point can be, for example, a public or private charging station or a wall box.

The fact that the incentive generator is data network-based includes in particular that it is an independent entity that can communicate with the electric vehicle and/or the charging point as well as with the supply entities, etc. via a wireless and/or wired data network such as the Internet, a mobile network, etc. The incentive generator can, for example, be a suitably configured, e.g. programmed, network server, cloud computer, etc. The incentive generator can represent a function of a backend of the electric vehicle.

• - eine maximale bzw. maximal erlaubte Aufladeleistung und ggf. Entladeleistung. Aufladeleistung und Entladeleistung können betragsmäßig gleich oder unterschiedlich sein;
• - einen Strompreis. Der Strompreis kann ein Strompreis zum Aufladen des Elektrofahrzeugs und ggf. eine Einspeisevergütung bei Entladen des Elektrofahrzeugs bzw. seiner Antriebsbatterie sein;
• - eine Umweltbelastung, z.B. einer CO₂-Menge pro bezogener Energiemenge und/oder eine eingesparte CO₂-Menge pro rückgespeister Energiemenge (CO₂-Belastung);
• - ein Anteil aus eigenerzeugten Energien, z.B. aus einer Photovoltaikanlage;
• - usw.

An incentive table is a table, curve, etc. that shows the temporal progression of an incentive parameter over the connection period or a section thereof. An incentive parameter is understood in particular to mean a parameter that represents a property of a current flow used for charging (ie, charging and possibly discharging) the electric vehicle, e.g.

• - a maximum or maximum permitted charging power and, if applicable, discharging power. Charging power and discharging power can be equal or different in terms of amount;
• - an electricity price. The electricity price can be an electricity price for charging the electric vehicle and, if applicable, a feed-in tariff when discharging the electric vehicle or its drive battery;
• - an environmental impact, e.g. an amount of CO ₂ per amount of energy consumed and/or an amount of CO ₂ saved per amount of energy fed back into the energy system (CO ₂ impact);
• - a share of self-generated energy, e.g. from a photovoltaic system;
• - etc.

The incentive table(s) is/are used as an input for drawing up the future-oriented charging plan, whereby the charging plan is or can be designed or optimized in particular with reference to the incentive table(s). The charging plan can be optimized, e.g. according to user requirements, for a low price for charging the drive battery, for particularly environmentally friendly charging, for battery-saving charging or a combination of these.

A consolidated incentive table is understood to mean, in particular, an incentive table in which the corresponding incentive tables of the several supply instances have been merged or combined in order to obtain an optimized incentive table. For example, a consolidated top-up price table can correspond to a table composed of the cheapest price phases of the individual top-up price tables of the various supply instances (e.g. a public supply network or a local network), a consolidated environmental impact table can correspond to a table composed of the phases with the lowest CO2 emissions of the various supply instances, etc.

The incentive tables of the supply instances and thus also the consolidated incentive tables include forecast data in particular. If the incentive tables of the supply instances change during a charging process specified by the charging plan, updated consolidated incentive tables can be generated and transferred to the electric vehicle. The electric vehicle can create an updated charging plan from the updated consolidated incentive tables, but does not need to.

A supply instance can be understood as an organizationally coherent instance which is set up to provide the electric vehicle with electricity for charging and, if necessary, to absorb fed-in electricity.

It is an embodiment that the consolidated incentive tables include at least a course of a maximum or a maximum permitted charging power (i.e., a course of a charging power and, if applicable, a course of a discharging power) over the connection period and additionally a course of an electricity price (i.e., a price course for charging and, if applicable, a proceeds from discharging) and/or an environmental impact over the connection period

One embodiment is that the supply entity comprises at least two supply entities from the group having at least one interconnected market participant and a local network, e.g. two or more interconnected market participants and possibly a local network or e.g. an interconnected market participant and a local network, etc. A interconnected market participant can be understood in particular as a participant or entity that generates, trades, transmits, etc. electrical energy in a larger network (and e.g. not only in a local or island network). The charging point and at least one energy supply facility are connected to the local network.

It is an embodiment that at least one interconnected market participant comprises at least one energy market participant and/or at least one interconnected grid operator. An energy market participant can, for example, be an energy supplier, an energy trader, etc. It is an embodiment that the at least one energy market participant comprises a participant in a flexibility market. The flexibility market can, for example, be a short-term “intraday” market and/or a grid stabilization market. A flexibility market participant can, for example, be an interconnected grid operator, a pooling entity that provides vehicle batteries as intermediate storage, etc. In a further development, an energy market participant can be a participant in a longer-term energy market, e.g. a “day-ahead” market with a trading horizon of e.g. 24 hours, 48 hours or 72 hours, etc. A participant can also be understood in this case as its infrastructure. An interconnected network can be understood as both a distribution network (e.g. a network in a city equipped with network connection points that is connected to the local networks of households by meters) and a transmission network (e.g. comprising high-voltage transmission land lines, e.g. to connect power plants with distribution networks).

The local network is understood to be a local energy distribution network (also referred to as an island network or "microgrid") connected to a local distribution network via an energy measuring device (e.g. smart meter, electricity meter, etc.). The local energy supply facility is designed in particular to feed electrical energy locally into the local network. It can be an energy generation facility or a stationary electricity storage facility.

It is a further development that the at least one energy supply device comprises at least one renewable energy generation device, e.g. at least one photovoltaic system, at least one heat pump, at least one wind power plant, etc.

One embodiment is that the local network is an energy distribution network of a private property in particular (“home network”). This is particularly advantageous if the property is a house, e.g. a single-family or multi-family home. This is because the charging plan for the electric vehicle can then also be optimized based on how much electrical energy is fed in by the local or in-house energy supply facility, in particular whether excess electrical energy (“surplus”) can be used to charge the electric vehicle in relation to the home network. For example, at least one consolidated charging capacity expanded by an optimal charging price table and possibly further tables can provide for charging the electric vehicle, e.g. surplus from the local network if such is expected, otherwise supply from the grid. This can be advantageous both for cost-effective charging and for environmentally conscious charging. If the energy supply facility is a photovoltaic system and/or a wind turbine, a weather forecast from a weather service can be transmitted directly to the incentive generator or to a HEMS in order to draw up an incentive table in the form of a performance, price, environmental impact or self-generated energy table.

It is a further development that the home network has an energy management system (“home energy management system”, HEMS) that is set up to optimize a flow of electrical energy in the home network, e.g. to optimize towards the goal of low costs and/or low environmental impact. It is a further development that the aggregator instance can communicate with the HEMS to obtain the incentive tables of the home network.

• - ein voraussichtlicher Abfahrtzeitpunkt, bis zu der der Ladevorgang bzw. der Ladeplan abgeschlossen sein sollte,
• - ein Speicherfüllstand (auch als „Ziel-SoC“ bezeichnet), der zum voraussichtlichen Abfahrtzeitpunkt mindestens vorliegen sollte,
• - maximal erlaubte Ladeleistung(en),
• - eine maximale Zahl von Ladephasen,
• - einen maximale erlaubten Energiedurchsatz,
• - Kosten/ Ersparnisse beim Aufladen,
• - usw.

The charging conditions of the electric vehicle are boundary conditions that should or must be observed for the specific electric vehicle during the charging process in question, for example

• - an estimated departure time by which the charging process or the charging plan should be completed,
• - a storage level (also referred to as “target SoC”) that should be present at least at the expected time of departure,
• - maximum permitted charging power(s),
• - a maximum number of charging phases,
• - a maximum permitted energy throughput,
• - Costs/savings when charging,
• - etc.

The charging conditions can be specified by the electric vehicle itself and/or its user.

• - Marktpreise, diese gehen in die Erstellung der Incentive-Tabellen ein;
• - Handelsvolumen;
• - Abrufe von Flexibilitäten durch zeitliche Verschiebung des Ladevorgangs bzw. Anpassung der Ladeleistung an Flexibilitätsmärkten (Intraday-, Systemdienstleistungsmärkten, usw.);
• - eine Netzzone bzw. Verteilnetzregion, in der sich der Ladepunkt befindet;
• - Nutzungsentgelte

umfassen. Das Handelsvolumen kann beispielsweise eine Flexibilität eines Pools von Elektrofahrzeugen sein, an denen auch das vorliegend betrachtete Elektrofahrzeug teilnimmt, die an einem Flexibilitätsmarkt gehandelt wird. Liegt die gepoolte Flexibilität zumindest für einen bestimmten Zeitraum, z.B. für mindestens ein 15 min-Handelszeitfenster, unterhalb einer von einem Flexibilitätsmarktteilnehmer benötigten Flexibilität, kann der Fall eintreten, dass kein Handel zustande kommt und daher für diesen Zeitraum auch keine den Flexibilitätsmarkt betreffende Incentive-Tabellen erzeugt werden. Die Nutzungsentgelte können beispielsweise von Verbundnetzbetreibern erhobene Durchleitungsentgelte umfassen. Teilweise können Flexibilitäten aufgrund der Netztopologie oder Regulatorik nur in einer bestimmten Netzzone erbracht werden.It is an arrangement that the usage conditions of at least one interconnected market participant include at least one of the parameters

• - Market prices, these are taken into account when drawing up the incentive tables;
• - trading volume;
• - Requests for flexibility by postponing the charging process or adjusting the charging power on flexibility markets (intraday, system service markets, etc.);
• - a network zone or distribution network region in which the charging point is located;
• - Usage fees

The trading volume can, for example, be the flexibility of a pool of electric vehicles, in which the electric vehicle under consideration here also participates, which is traded on a flexibility market. If the pooled flexibility is below the flexibility required by a flexibility market participant for at least a certain period of time, e.g. for at least a 15-minute trading time window, it may happen that no trading takes place and therefore no incentive tables relating to the flexibility market are generated for this period. The usage fees can, for example, include transit fees charged by interconnected grid operators. In some cases, flexibility can only be provided in a certain grid zone due to the grid topology or regulations.

It is a design that the usage conditions of the local network (including associated power supply unit(s) and end users) include maximum available services and energy availabilities, an associated network zone or distribution network region (e.g. with associated transmission charges), charges, taxes and duties (e.g. electricity tax) and at least one associated energy contract. The energy contract can, for example, select the energy supplier supplying the local network, while the interconnected network operator is generally not selectable. The energy supplier and interconnected network operator can also be a single interconnected company, in which case the energy supplier may not be freely selectable. It is a further development that a supply entity means the contractually agreed combination of energy supplier and interconnected network operator, which can then also be viewed as a single interconnected market participant.

The object is also achieved by a system which is set up to carry out the method. The system can be designed analogously to the method, and vice versa, and has the same advantages.

The system can, for example, have at least one local network with an electrical energy supply device and with a charging point for charging an electric vehicle, an electric vehicle that can be connected to the charging point and a data network-based incentive generator, wherein the local network is connected to an interconnected network operated by an interconnected network operator and the interconnected network is connected to at least one electricity supplier as yet another supply entity. The local network, the electricity supplier and/or the interconnected network operator can be regarded as supply entities.

One embodiment of the system is that it further comprises at least one interconnected market participant in the form of a participant in a flexibility market.

• 1 zeigt eine Skizze eines möglichen Systems zum Laden eines Elektrofahrzeugs an einem Ladepunkt; und
• 2 zeigt einen möglichen Ablauf eines Verfahrens zum Laden des Elektrofahrzeugs an des Ladepunkt aus 1.

The above-described properties, features and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more readily understood in connection with the following schematic description of an embodiment, which is explained in more detail in connection with the drawings.

• 1 shows a sketch of a possible system for charging an electric vehicle at a charging point; and
• 2 shows a possible sequence of a procedure for charging the electric vehicle at the charging point 1 .

1 shows a sketch of a possible system for charging, for example, a fully electrically powered electric vehicle EV at a charging point EVSE, eg in the form of a wall box, for example via a charging cable K, via which the electric vehicle EV and the charging point EVSE can also exchange data. In particular, the electric vehicle EV and the charging point EVSE are set up for bidirectional charging, ie to optionally charge or discharge a drive battery of the electric vehicle EV.

The EVSE charging point is connected to a local network LOC, to which end consumers V, a stationary energy storage unit (“stationary storage unit” ST) and a renewable energy generation system in the form of a photovoltaic system PV are also connected. The local network LOC can be part of a property, in particular a single-family home, and can then also be referred to as a home network.

The local network LOC is connected via a Smart Meter SM to an interconnected (electricity) network NET, from which it can obtain electrical energy according to tariff-defined procurement costs and into which it can, if necessary, feed electrical energy according to a certain feed-in tariff. The interconnected network NET is operated by a specific interconnected network operator NET-B. The Smart Meter SM is operated or provided by a metering point operator (not shown), which can be part of an interconnected (energy) market VER with the interconnected network operator NET-B or the interconnected network NET. The Smart Meter SM can provide the local network LOC with tariff information (e.g. at intervals of a quarter of an hour for the current and next day).

The flow of electrical energy in the local network LOC can be controlled via a home energy management system HEMS, which can, for example, control the stationary storage unit ST and can be communicatively coupled with the photovoltaic system PV in order to, for example, call up the current output of the photovoltaic system PV. The electrical energy in the local network LOC can be controlled, for example, using a zero-load control on the Smart Meter SM, which can be communicatively coupled with the HEMS and, for example, reports the output and direction of the electrical energy flowing through the Smart Meter SM to the HEMS. The home energy management system HEMS can, in particular, also charge or discharge the stationary storage unit ST accordingly in order to achieve the zero-load control on the Smart Meter SM.

In addition to or as an alternative to the Smart Meter SM, a standalone energy meter EM can be used, e.g. one installed in the local network LOC. This is advantageous, for example, if there is either no Smart Meter SM but only a simple electricity meter or if the Smart Meter SM does not share its measurement data with the local network LOC, in particular not with the HEMS.

In addition to the interconnected network operator NET-B and, if applicable, the metering point operator, the interconnected market VER includes an energy supplier ENG, from which the local network LOC obtains electrical energy, and at least one flexibility market FLEX.

The system further comprises at least one data network-based data processing device in the form of an incentive generator GEN, which is here data-technically linked to the energy supplier ENG, the interconnected network operator NET-B, the home energy management system HEMS, the charging point EVSE, the electric vehicle EV and a user terminal CE such as a smartphone or tablet PC.

When the electric vehicle EV is connected to the charging point EVSE, the incentive generator GEN receives charging conditions of the electric vehicle EV such as an expected departure time, a minimum target SoC to be reached, maximum permitted charging power(s), a maximum number of charging phases, a maximum permitted energy throughput (which can be correlated with the target SoC), permission for discharging phases, etc. The incentive generator GEN can also optionally receive information and/or specifications on costs and revenues from the electric vehicle EV or via the user terminal CE, which can be 2 is included in step S1, S1a. It is also possible to display such information on the electric vehicle EV and/or via the user terminal CE, if necessary with the possibility of approval. One scenario is, for example, that the incentive tables resulting from an energy contract of the energy supplier (and e.g. retrievable via the Smart Meter SM) are consolidated with the incentive table(s) drawn up based on a prediction of the power generated by the photovoltaic system, then the consolidated incentive tables are used by the electric vehicle EV to calculate the charging plan and are displayed to the customer together with the charging plan on the electric vehicle EV and/or via the user terminal CE.

In addition, the incentive generator GEN receives incentive tables in the form of forecast price tables (e.g. as [€(t) over t] plot), performance tables (e.g. as [maximum charging power P(t) over t] plot) and environmental impact tables (e.g. as [CO ₂ /kWh (t) over t] plot) over the connection period of the electric vehicle EV from the supply entity contractually bound to the charging point, consisting of the energy supplier ENG and the interconnected grid operator NET-B. In addition, the incentive generator GEN receives corresponding incentive tables from the home energy management system HEMS concerning the local grid LOC as another supply entity. If no HEMS is available, the incentive generator GEN can receive incentive tables from the individual producers, e.g. a forecast for solar power generation, a weather forecast for the photovoltaic system PV, etc. Furthermore, the incentive generator GEN can receive corresponding incentive tables from at least one participant in a flexibility market FLEX as yet another supply entity. The incentive tables are used to transmit the associated usage conditions to the incentive generator GEN. This is in 2 of steps S1, S1b. Steps S1a and S1b can be carried out in any order and also simultaneously.

The incentive generator GEN generates, as in 2 shown in step S2, a single, consolidated set of incentive tables is created from the received sets of incentive tables, in particular also taking into account the usage constraints and the loading constraints.

The consolidated incentive tables will then be, as in 2 shown in step S3, possibly together with the usage constraints, from the incentive generator GEN to the electric vehicle EV.

The electric vehicle EV creates a charging plan from the consolidated incentive tables ( 2 , step S4), by means of which it is subsequently loaded ( 2 , step S5).

Of course, the present invention is not limited to the embodiment shown.

In general, “a”, “an”, etc. can be understood to mean a singular or a plural, in particular in the sense of “at least one” or “one or more”, etc., unless this is explicitly excluded, e.g. by the expression “exactly one”, etc.

A numerical value may also include the exact number stated as well as a usual tolerance range, as long as this is not explicitly excluded.

List of reference symbols

CE

User device

CLOSELY

Energy supplier

EV

Electric vehicle

EVSE

Charging point

FLEX

Flexibility market

GENE

Incentive generator

HEMS

Home energy management system

LOC

Local network

NET

Interconnected network

NET-B

Interconnected network operator

PV

Photovoltaic system

ST

Stationary storage

S1 - S5

Process steps

SM

Smart Meter

V

Consumer

VER

Composite market

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• US 20110153474 A1 [0002]

Claims (10)

Method (S1 - S5) for charging an electric vehicle (EV) at a charging point, in which - for a connection period of the electric vehicle (EV) at the charging point (EVSE), incentive tables from several supply instances (ENG, NET, FLEX, LOC) including associated usage constraints and charging constraints of the electric vehicle (EV) are received (S1, S1a, S1b) using a data network-based incentive generator (GEN) and - consolidated incentive tables are created from the received incentive tables and constraints using the incentive generator (GEN) (S2), - the consolidated incentive tables are transmitted to the electric vehicle (EV) (S3), - the electric vehicle (EV) creates a charging plan from the consolidated incentive tables (S4) and - the electric vehicle (EV) is charged according to the charging plan (S5). Procedure (S1 - S5) according to Claim 1 , in which the consolidated incentive tables include at least a trend of a maximum charging power over the connection period and additionally a trend of an electricity price and/or an environmental impact over the connection period. Method (S1 - S5) according to one of the preceding claims, in which the supply instances (ENG, NET, FLEX, LOC) comprise at least two supply instances from the group comprising - at least one interconnected market participant (ENG, NET, FLEX) and - a local network (LOC) to which the charging point (EVSE) and at least one energy supply device (ST, PV) are connected. Procedure (S1 - S5) according to Claim 3 , where at least one interconnected market participant (ENG, NET, FLEX) comprises at least one energy market participant (ENG, FLEX) and one interconnected system operator (NET). Method (S1 - S5) according to one of the Claims 3 until 4 , where the at least one interconnected market participant (ENG, NET, FLEX) includes at least one participant in a flexibility market (FLEX). Method (S1 - S5) according to one of the Claims 3 until 5 , where the usage conditions of at least one interconnected market participant (ENG, NET, FLEX) include market prices, a trading volume, calls, a network zone in which the charging point (EVSE) is located, and/or usage fees. Method (S1 - S5) according to one of the Claims 3 until 6 , in which the usage conditions of the local network (LOC) include maximum performance and energy availability, an associated distribution network region, fees, taxes and duties as well as at least one associated energy contract. System, at least comprising a local network (LOC) with at least one electrical energy supply device (ST, PV) and with a charging point (EVSE) for charging an electric vehicle (EV), an electric vehicle (EV) connectable to the charging point (EVSE) and a data network-based incentive generator (GEN), wherein the local network (LOC) is connected to an interconnected network (NET) and the interconnected network (NET) is connected to at least one electricity supplier (ENG) and the system is set up to carry out the method (S1 - S5) according to one of the preceding claims. System according to Claim 8 , the system further comprising an interconnected market participant in the form of a participant in a flexibility market (FLEX). System according to one of the Claims 8 until 9 , where the local network (LOC) is an energy distribution network of a particularly private property, to which the charging point (EVSE) and at least one energy supply device (ST, PV) are connected.

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