Method and apparatus for managing an electric vehicle battery as a distributed energy resource device

Abstract

A method for managing an electric vehicle battery as a distributed energy resource device on an electric distribution system, the method comprising: receiving a target distance for an electric vehicle, the electric vehicle having an electric vehicle battery; determining a minimum battery charge level for the electric vehicle battery based on the received target distance; and configuring the electric vehicle battery to: receive energy from an electric distribution system; and / or provide energy to the electric distribution system; such that, at a predefined time, a battery charge level of the electric vehicle battery is at least the minimum battery charge level. An electric vehicle battery charging apparatus for managing an electric vehicle battery as a distributed energy resource device on an electric distribution system, and a method for controlling participation of an electric vehicle battery as a load in an electric distribution system flexibility scheme, are also described.

Description

[0001] METHOD AND APPARATUS FOR MANAGING AN ELECTRIC VEHICLE BATTERY AS A DISTRIBUTED ENERGY RESOURCE DEVICE

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to managing an electric vehicle battery as a distributed energy resource device.

[0004] BACKGROUND

[0005] Electric vehicle (EV) batteries may be used as distributed energy resource (DER) devices when the EV is connected to an electric distribution system (e.g. a grid), i.e. during charging. This can enable the EV battery capacity to be made available for energy storage, for example to participate in flexibility programs in which storage capacity is traded according to demand and pricing, and / or to balance the electric distribution system.

[0006] However, there can be competing priorities between EV end-users, who generally require their vehicles to be charged for use, and the flexibility program providers, who desire access to the battery capacity for storage.

[0007] SUMMARY

[0008] The present disclosure therefore provides a way to balance the needs of EV end-users and flexibility program providers by ensuring that the battery is charged at least to a minimum battery charge level at a predefined time (e.g. a departure time), while enabling the battery to be used as a DER device while connected to the electric distribution system (e.g. during overnight charging).

[0009] In particular, according to the present disclosure, the minimum battery charge level is determined based on a target distance for the EV. For example, the target distance may be a distance that is required for a daily commute from the end-user’s home to their workplace, and back. The user may set the target distance, and the daily departure time, as an option on an EV charging apparatus. This enables the minimum battery charge level to be set according to the end-user’s actual needs, rather than to be set directly by the user who may overly conservative in estimating the required minimum battery charge level, thus increasing the storage capacity available for use during charging.

[0010] In addition, while the end-user would generally wish for the EV battery to be charged to as high a level as possible before any journey, they may prefer to take advantage of a flexibility program to minimize the cost of charging the EV (e.g. to prioritize charging the EV at times when electricity is cheapest).

[0011] In general, methods according to the present disclosure may be implemented through a processing system, for example a remote server, which may be accessed by a user via a terminal (e.g. a mobile computing device such as a mobile phone) connected to the processing system over a network (e.g. the internet). The processing system may be configured to control an EV battery charging apparatus (e.g. remotely over the network) such that the processing system can manage a battery charge level of an EV battery, and / or such that the processing system can receive data (e.g. relating to battery charge level, charging status, performance, etc.) from or regarding the EV battery.

[0012] The processing system may be able to receive data relating to the EV (e.g. tire conditions, historical driving data, etc.) and / or may be able to obtain other data (e.g. over the internet) relating to environmental factors that may affect driving conditions and therefore battery usage (e.g. weather, road conditions, etc.).

[0013] Described herein is a method for managing an EV battery as a distributed energy resource device on an electric distribution system. The method comprises receiving a target distance for an EV (the EV having an electric vehicle battery). The target distance may be received by the processing system. For example, the target distance for the EV may be via an input terminal, which may be part of an EV charging apparatus, configured to communicate with the processing system. In some examples, the target distance for the EV may be received from a mobile device configured to communicate with the processing system (e.g. using an app installed on the mobile device). The method further comprises determining a minimum battery charge level for the EV battery based on the received target distance. For example, a battery charge level (including the minimum battery charge level) may be expressed as a fraction (e.g. a percentage) of a capacity of the EV battery.

[0014] The minimum battery charge level may be determined by the processing system.

[0015] As described herein, the minimum battery charge level can be determined based on a variety of factors including the received target distance. For example, the minimum battery charge level can be determined by taking into account the expected performance of the battery over the target distance, e.g. using manufacturer’s data for the battery and / or the EV; and / or based on historical driving data; and / or based on expected environmental conditions.

[0016] The method may comprise configuring (e.g. by the processing system) the EV battery to receive energy from an electric distribution system (e.g. a grid). For example, the EV battery may receive energy from the electric distribution system to charge the EV battery for use by the EV, but the EV battery may also receive energy from the electric distribution system to store said energy as a DER device.

[0017] The method may comprise configuring (e.g. by the processing system) the EV battery to provide energy to the electric distribution system, for example as a DER device.

[0018] According to the method described herein, the EV battery is configured to receive energy from the electric distribution system, and / or to provide energy to the electric distribution system, such that a battery charge level of the EV battery is at least the minimum battery charge level at a predefined time.

[0019] Also described herein is a method for controlling participation of an EV battery as a load in an electric distribution system (grid) flexibility scheme, the method comprising: receiving a target distance for an EV; determining a minimum battery charge level for the electric vehicle battery (of the EV) based on the received target distance. The method may comprise using (e.g. for grid flexibility), by the electric distribution system and / or the electric distribution system flexibility scheme, capacity of the electric vehicle battery while the electric vehicle battery is participating as a load in the electric distribution system flexibility scheme such that, at a predefined time, a battery charge level of the electric vehicle battery is at least the minimum battery charge level. In some examples, the method may comprise preventing a battery charge level of the EV battery from falling below the minimum battery charge level while the EV battery is participating as a load in the electric distribution system flexibility scheme. The method may further comprise: receiving a maximum battery charge level for the EV battery; and preventing the battery charge level of the EV battery from exceeding the maximum battery charge level while the EV battery is participating as a load in the electric distribution system flexibility scheme. In some examples, the electric distribution system flexibility scheme is a power balancing reserve scheme such as a frequency containment reserve scheme. In a power balancing reserve scheme, a load (e.g. an EV battery) may be used as a power balancing reserve implemented by a transmission system operator (TSO) of the electric distribution system (grid) to increase or decrease a power supply demand from the grid in relation to the AC frequency of the grid.

[0020] Advantageously, the EV battery capacity available to the flexibility scheme (e.g. for balancing the grid) may be increased in comparison to methods in which a fixed battery charge level is set by a user - for example in theory the whole capacity of the EV battery (up to any set maximum charge level) is available to the scheme while the EV is not in use (e.g. overnight). The only limit on the available capacity is the requirement that the minimum charge level be available at the predefined time so that the EV can be driven at least the target distance.

[0021] The predefined time, described herein, may correspond to a departure time at which the end-user wishes for the EV to be available to drive, for example in the morning following overnight charging. The predefined time may vary depending on the needs of the end-user. For example, the predefined time may be different on days that the enduser needs the EV for a daily commute (e.g. on the end-user’s working days), compared with days when the end-user does not need to commute (e.g. on the enduser’s non-working days).

[0022] In some examples, the predefined time may be received from an input terminal, and / or a mobile device, similarly to the target distance. Determining the minimum battery charge level required at the predefined time based on the target distance may advantageously result in increased availability of battery storage capacity when the EV battery is used as a DER device (e.g. when the EV battery is connected to the electric distribution system for charging) in comparison to having the end-user set the minimum battery charge level directly, because the minimum battery charge level that is actually needed for e g. the daily distance travelled by the end-user in the EV may be much less than the amount that the enduser would otherwise estimate.

[0023] In some examples, the target distance may comprise a distance that is additional to a distance corresponding to the battery charge level when the EV battery is connected to the electric distribution system. For example, the end-user could specify that they wish for the battery charge level to be increased so that the EV can be driven 30 kilometers further than when the EV was plugged in to charge. In other examples, the target distance may comprise a total distance that the EV can be driven at the predefined time when the battery is at the minimum battery charge level.

[0024] In some examples, the method(s) may comprise determining (e.g. by the processing system) the minimum battery charge level based additionally on a buffer distance. The buffer distance may be a distance, additional to the target distance, to allow for additional battery energy that may be needed due to unforeseen circumstances (e.g. traffic, detours, additional journeys during the day, etc.).

[0025] The method(s) may comprise receiving (e.g. by the processing system) a maximum battery charge level. For example, the maximum battery charge level may be received from the end-user (e.g. via an input terminal and / or a mobile device). Alternatively or in addition, the maximum battery charge level may be set by the EV / battery manufacturer, or charging apparatus manufacturer or provider.

[0026] The method(s) may comprise preventing (e.g. by the processing system) the battery charge level of the EV battery from exceeding the maximum battery charge level. For example, the EV battery may be prevented from exceeding the maximum battery charge level when the electric vehicle battery is receiving energy from the electric distribution system, e.g. while the EV battery is charging. The maximum battery charge level may prevent overcharging of the EV battery. Overcharging of an EV battery may reduce the EV battery performance over time. For example, the end-user may set a maximum battery charge level (e.g. 90% of the full capacity of the EV battery) for daily use to conserve the battery. However, the enduser may wish to increase the maximum battery charge level, or remove the maximum battery charge level entirely, at certain times according to requirements, e g. in preparation for a long distance drive.

[0027] In some examples, the method(s) may comprise obtaining (e.g. by the processing system) an average discharge rate of the EV battery. For example, the average discharge rate of the EV battery may correspond to an average rate at which the EV battery discharges over a daily journey.

[0028] For example, the average discharge rate of the EV battery may be obtained based on historical trip data for the EV. The method may comprise determining the minimum battery charge level based additionally on the average discharge rate. For example, an expected range of the EV for a given battery charge level can be learned by the charging apparatus based on e.g. the end-user’s historical behavior and driving style.

[0029] In some examples, the minimum battery charge level, and / or the average discharge rate, may be determined based additionally on an expected ambient temperature. For example, the expected ambient temperature may be obtained (e.g. by the processing system) from a weather forecast (e.g. via the internet). For example, the expected ambient temperature may be an expected ambient temperature within a radial distance from the EV (e.g. while the EV is connected to the electric distribution system, i.e. charging), the radial distance being the target distance.

[0030] The expected ambient temperature may be used in the method to inform the determination of the minimum battery charge level. For example, the expected ambient temperature may be used to predict road conditions, air conditioning use, or other factors that may affect the battery level needed for a given target distance.

[0031] In some examples, the method(s) may comprise determining (e.g. by the processing system) the minimum battery charge level based on tire inflation, vehicle load, weather, road conditions, traffic and works updates, etc. In some examples, the method(s) may comprise determining (e.g. by the processing system) a battery capacity of the EV battery. For example, the battery capacity of the EV battery may be determined based on historical charging, discharging, and / or usage data for the EV battery. The minimum battery charge level, and any other battery charge level (e.g. the maximum battery charge level) may be a fraction (e.g. a percentage) of the battery capacity. The determined battery capacity may therefore reflect an actual capacity of the EV battery, which may change over time (e.g. as the EV battery ages), rather than merely a nominal (e.g. manufacturer specified) capacity.

[0032] Any method described herein may be referred to as a computer implemented method.

[0033] Also described herein is a method of controlling participation of an EV battery in an electric distribution flexibility scheme, comprising managing the EV battery as a distributed energy resource on an electric distribution system as described herein.

[0034] For example, the electric distribution flexibility scheme may be a power balancing reserve scheme such as a FCR scheme.

[0035] The method of controlling participation of an EV battery in an electric distribution flexibility scheme may include using, by the electric distribution system, (e.g. for flexibility) capacity of the EV battery while the EV battery is participating as a load in the electric distribution system flexibility scheme such that, at the predefined time, the battery charge level of the electric vehicle battery is at least the minimum battery charge level

[0036] Additionally described herein is a non-transitory computer readable medium comprising instructions which, when executed by a processing system, cause the processing system to carry out any of the methods described herein.

[0037] A non-transitory computer readable medium can include any electronic, optical, magnetic, or other storage devices capable of providing a processor with computer readable instructions or other program code. Non-limiting examples of a computer readable medium include a magnetic disk, a memory chip, a ROM, a RAM, an ASIC, optical storage, magnetic tape or other magnetic storage, or any other medium from which a processing device can read instructions. The instructions may include processor-specific instructions generated by a compiler or an interpreter from code written in any suitable computer-programming language, including, for example, C, C++, C#, Visual Basic, Java, Python, Perl, JavaScript, and ActionScript.

[0038] Also described herein is an EV battery charging apparatus for managing an electric vehicle battery as a DER device on an electric distribution system (e.g. a grid). For example, the apparatus may comprise an EV charging point (such as a home charging point).

[0039] The EV battery charging apparatus described herein may comprise, or be connected to (e.g. over a network such as the internet), the processing system described herein.

[0040] The apparatus may be operable to receive a target distance for an EV (the EV having an electric vehicle battery).

[0041] The apparatus is operable to determine a minimum battery charge level for the EV battery based on the received target distance. For example, a battery charge level (including the minimum battery charge level) may be expressed as a fraction (e.g. a percentage) of a capacity of the EV battery.

[0042] As described herein, the minimum battery charge level can be determined based on a variety of factors including the received target distance. For example, the minimum battery charge level can be determined by taking into account the expected performance of the battery over the target distance, e.g. using manufacturer’s data for the battery and / or the EV; and / or based on historical driving data; and / or based on expected environmental conditions.

[0043] The apparatus may be operable to configure the EV battery to receive energy from an electric distribution system (e.g. a grid). For example, the EV battery may receive energy from the electric distribution system to charge the EV battery for use by the EV, but the EV battery may also receive energy from the electric distribution system to store said energy as a DER device. The apparatus may be operable to configure the EV battery to provide energy to the electric distribution system, for example as a DER device.

[0044] The EV battery (when connected to the apparatus described herein) receives energy from the electric distribution system, and / or provides energy to the electric distribution system, such that a battery charge level of the EV battery is at least the minimum battery charge level at a predefined time.

[0045] The predefined time may correspond to a departure time at which the end-user wishes for the EV to be available to drive, for example in the morning following overnight charging. The predefined time may vary depending on the needs of the end-user. For example, the predefined time may be different on days that the end-user needs the EV for a daily commute (e.g. on the end-user’s working days), compared with days when the end-user does not need to commute (e.g. on the end-user’s non-working days).

[0046] Determining the minimum battery charge level required at the predefined time based on the target distance may advantageously result in increased availability of battery storage capacity when the EV battery is used as a DER device (e.g. when the EV battery is connected to the electric distribution system for charging) in comparison to having the end-user set the minimum battery charge level directly, because the minimum battery charge level that is actually needed for e.g. the daily distance travelled by the end-user in the EV may be much less than the amount that the enduser would otherwise estimate.

[0047] In some examples, the target distance may comprise a distance that is additional to a distance corresponding to the battery charge level when the EV battery is connected to the electric distribution system. For example, the end-user could specify that they wish for the battery charge level to be increased so that the EV can be driven 30 kilometers further than when the EV was plugged in to charge. In other examples, the target distance may comprise a total distance that the EV can be driven at the predefined time when the battery is at the minimum battery charge level.

[0048] In some examples, the apparatus is operable to determine the minimum battery charge level based additionally on a buffer distance. The buffer distance may be a distance, additional to the target distance, to allow for additional battery energy that may be needed due to unforeseen circumstances (e.g. traffic, detours, additional journeys during the day, etc.).

[0049] The apparatus may be operable to receive a maximum battery charge level. For example, the maximum battery charge level may be received from the end-user. Alternatively or in addition, the maximum battery charge level may be set by the EV / battery manufacturer, or the apparatus manufacturer or provider.

[0050] The apparatus may be operable to prevent the battery charge level of the EV battery from exceeding the maximum battery charge level. For example, the EV battery may be prevented from exceeding the maximum battery charge level when the electric vehicle battery is receiving energy from the electric distribution system, e.g. while the EV battery is charging.

[0051] The maximum battery charge level may prevent overcharging of the EV battery. Overcharging of an EV battery may reduce the EV battery performance over time. For example, the end-user may set a maximum battery charge level (e.g. 90% of the full capacity of the EV battery) for daily use to conserve the battery. However, the enduser may wish to increase the maximum battery charge level, or remove the maximum battery charge level entirely, at certain times according to requirements, e.g. in preparation for a long distance drive.

[0052] In some examples, the apparatus is operable to obtain an average discharge rate of the EV battery. For example, the average discharge rate of the EV battery may correspond to an average rate at which the EV battery discharges over a daily journey.

[0053] For example, the average discharge rate of the EV battery may be obtained based on historical trip data for the EV. The apparatus may be operable to determine the minimum battery charge level based additionally on the average discharge rate. For example, the apparatus may be operable to learn an expected range of the EV for a given battery charge level based on e.g. the end-user’s historical behavior and driving style.

[0054] In some examples, the minimum battery charge level, and / or the average discharge rate, may be determined based additionally on an expected ambient temperature. For example, the expected ambient temperature may be obtained from a weather forecast. For example, the expected ambient temperature may be an expected ambient temperature within a radial distance from the EV (e.g. while the EV is connected to the electric distribution system, i.e. charging), the radial distance being the target distance.

[0055] The expected ambient temperature may be used by the apparatus to inform the determination of the minimum battery charge level. For example, the expected ambient temperature may be used to predict road conditions, air conditioning use, or other factors that may affect the battery level needed for a given target distance.

[0056] In some examples, the apparatus is operable to determine the minimum battery charge level based on tire inflation, vehicle load, weather, road conditions, traffic and works updates, etc.

[0057] In some examples, the apparatus is operable to determine a battery capacity of the EV battery. For example, the battery capacity of the EV battery may be determined based on historical charging, discharging, and / or usage data for the EV battery. The minimum battery charge level, and any other battery charge level (e.g. the maximum battery charge level) may be a fraction (e.g. a percentage) of the battery capacity. The determined battery capacity may therefore reflect an actual capacity of the EV battery, which may change over time (e.g. as the EV battery ages), rather than merely a nominal (e.g. manufacturer specified) capacity.

[0058] The apparatus may comprise an interface (e.g. a graphical user interface) through which an end-user can input parameters such as the target distance, the predefined time, and the maximum battery charge level. The interface may be attached or connected to the rest of the apparatus e.g. by a wired and / or wireless connection. In some examples, the interface may be accessed via a mobile device (e.g. a mobile phone), for example using an app.

[0059] BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 schematically illustrates an example of a method for managing an EV battery as a DER device on an electric distribution system according to the present disclosure; Figure 2 schematically illustrates a more detailed example of a method for managing an EV battery as a DER device on an electric distribution system according to the present disclosure;

[0061] Figure 3 schematically illustrates an EV battery charging apparatus according to the present disclosure; and

[0062] Figure 4 schematically illustrates an example of a method for controlling participation of an electric vehicle battery as a load in an electric distribution system flexibility scheme according to the present disclosure.

[0063] DETAILED DESCRIPTION

[0064] The present disclosure provides a method and an apparatus for managing an EV battery while the EV battery is connected to an electric distribution system (e.g. a grid) as a DER device.

[0065] As described herein, a minimum battery charge level for an EV battery is determined based on a target distance for the EV, such that the EV battery is charged to at least the minimum battery charge level at a predefined time (for example, the predefined time may be a departure time at which the end-user wishes to embark on a journey using the EV, which may be a daily journey such as a commute). While the EV battery is being charged, i.e. from when the EV battery is connected to the electric distribution system up until the predefined time (e.g. when charging overnight), the EV battery can be used as a DER device to store energy from the electric distribution system, and to provide stored energy to the electric distribution system, for example as part of a flexibility program in which energy may be traded.

[0066] Figure 1 schematically illustrates an example of a method 100 for managing an EV battery as a DER device on an electric distribution system according to the present disclosure.

[0067] At S102, the method 100 comprises receiving a target distance for an EV, the EV having an EV battery. The target distance may be received by a processing system. The processing system may comprise a remote server as described herein, which may be accessible via a terminal (e.g. a mobile computing device such as a mobile phone). In some examples, the processing system may be part of an EV battery charging apparatus as described herein.

[0068] For example, the target distance may be received, or provided, via a suitable interface (e.g. a terminal) as described herein. The target distance may correspond to a distance that the end-user needs to drive after the predefined time (e.g. for a given day). In some examples, the target distance may correspond to an additional distance that the end-user wishes to be able to drive the EV above a distance corresponding to a battery charge level of the EV battery when the EV is plugged in to charge.

[0069] At S104, the method 100 comprises determining a minimum battery charge level for the EV battery based on the received target distance. Various considerations may be taken into account to determine the minimum battery charge based on the target distance, as described herein.

[0070] The minimum battery charge level may be determined by the processing system.

[0071] At S106, the method 100 comprises configuring the EV battery to receive energy from an electric distribution system, and / or to provide energy to the electric distribution system, such that, at the predefined time, a battery charge level of the EV battery is at least the minimum battery charge level. The method 100 therefore enables the use of the storage capabilities of the EV battery on the electric distribution system (e.g. by a flexibility program provider), for example while the EV is charging overnight, while still ensuring that there is sufficient energy stored in the EV battery when the EV is needed by the end-user, e.g. for the end-user’s daily commute.

[0072] Figure 2 schematically illustrates a more detailed example of a method 200 for managing an EV battery as a DER device on an electric distribution system.

[0073] At S202, the method 200 may comprise receiving a target distance (e.g. a target distance for an EV having the EV battery). For example, the target distance may be provided by the end-user, e.g. in kilometers or miles. The target distance may correspond to a total distance that the end-user wishes to be able to drive the EV after a predefined time (e.g. at the point of unplugging the EV).

[0074] At S204, the method 200 may comprise obtaining an average discharge rate for the EV battery, for example based on historical trip data for the EV. For example, the historical trip data may enable determination of an average rate at which the EV battery discharges over the regularly driven distance corresponding to the target distance.

[0075] At S206, the method 200 may comprise obtaining an expected ambient temperature. For example, the expected ambient temperature may be obtained based on a weather forecast for an area having a radius equivalent to the target distance after the predefined time.

[0076] The expected ambient temperature may be a lowest expected ambient temperature within the radius after the predefined time. For example, the method 200 may comprise determining a lowest expected ambient temperature within an area having a radius equivalent to the target distance after the predefined time. For example, low temperatures may have the largest effect on the EV battery discharge rate (e.g. may cause the EV battery to discharge most quickly), and so it may be preferred to determine the lowest ambient temperature that the EV could possibly encounter on a journey over the target distance. The minimum battery charge level can then be determined according to a worst case scenario for the battery discharge rate.

[0077] At S208, the method 200 may comprise adjusting the average discharge rate of the EV battery based on the expected ambient temperature, and / or the lowest expected ambient temperature.

[0078] At S210, the method 200 may comprise determining a total battery energy needed to drive the target distance based on the average discharge rate. In some examples, the average discharge rate is the rate following adjustment based on the expected ambient temperature and / or the lowest expected ambient temperature.

[0079] At S212, the method 200 may comprise determining a battery capacity of the EV battery. For example, the battery capacity may be determined based on historical charging and / or usage data for the EV battery. The determined battery capacity may therefore reflect more accurately the true battery capacity, which may change over time, in comparison with reliance on the capacity specified by the manufacturer. However, in other examples, the battery capacity may be determined based on a manufacturer specified capacity.

[0080] At S214, the method 200 may comprise determining a minimum battery charge level corresponding to the target distance. For example, the minimum battery charge level may be determined as a minimum fraction of the determined EV battery capacity required to drive the target distance, based on the average discharge rate of the EV battery (adjusted where appropriate).

[0081] As described herein, the method 200 may comprise ensuring that the EV battery is charged to at least the minimum battery charge level at the predefined time, e.g. following a period of receiving energy from, and providing energy to, an electric distribution system (e.g. while acting as a DER device while charging overnight).

[0082] It will be understood that the method 200 illustrated in Figure 2 serves merely as an example. It will be further understood that any of S202-S214 may be omitted from the method 200 in some examples.

[0083] The method(s) 100, 200 described herein may additionally comprise receiving a maximum battery charge level (e.g. from the end-user), and preventing the battery charge level of the EV battery from exceeding the maximum battery charge level. Some end-users may wish to prevent overcharging of the EV battery to minimize battery performance degradation over time. For example, the maximum battery charge level may be 90% of the battery capacity. A method(s) 100, 200 according to the present disclosure may therefore additionally comprise preventing the battery charge level from exceeding the maximum battery charge level.

[0084] The method(s) 100, 200 described herein may additionally comprise a verification step, in which it is verified (e.g. via an online connection) whether the EV is actually charged to the minimum battery charge level.

[0085] In some examples, the EV battery may participate in an electric distribution system (grid) flexibility scheme, for example as a load in a power balancing reserve scheme (e.g. a FCR scheme) to balance instantaneous supply and demand in an electric distribution system (grid).

[0086] In a practical situation, instantaneous electricity supply and electricity demand do not exactly match one another, and this may have detrimental effects on the supply of electrical energy.

[0087] For example, when the grid is in a balanced condition, an alternating current frequency of electrical power transferred via the grid may remain at a nominal frequency, e.g. typically 50 Hz or 60 Hz. However, an imbalance between supply and demand may result in a deviation from the nominal system frequency. If demand, e.g. load, exceeds supply then the AC frequency in the grid may drop below the nominal frequency. If supply exceeds demand then the AC frequency in the grid may increase above the nominal frequency.

[0088] Exact balancing of instantaneous supply and demand in a grid may be difficult to achieve in practice, and therefore minor deviations between the nominal frequency and the actual AC frequency of the grid may be tolerable, e.g. between 49.9 Hz and 50.1 Hz.

[0089] To balance the grid, short-term power balancing reserves may be implemented by the Transmission System Operator (TSO) of the grid to increase or decrease a power supply demand from the grid in relation to the AC frequency of the grid.

[0090] One such example of a power balancing reserve is a Frequency Containment Reserve (FCR), which may also be known in the art as a primary reserve. An FCR may be configured to intervene automatically and with low latency to restore a balance between supply and demand and thus maintain the AC frequency of the grid at the nominal frequency.

[0091] Loads participating in a FCR scheme may increase or decrease their demand at short notice, for example in response to requests from the TSO or DSO indicating variations in the AC frequency of the electrical supply. In such schemes, providers of flexibility may be financially rewarded. Therefore, according to the present disclosure, participation of an EV battery in an electric distribution system flexibility scheme (e.g. a FCR scheme) may be achieved by managing the EV battery as a distributed energy resource on the electric distribution system according to one or more method(s) 100, 200 described herein.

[0092] For example, (excess) capacity of the EV battery may be used for grid flexibility, such as load balancing. As described herein, the amount of EV battery capacity available to the flexibility scheme may be increased if the minimum battery charge level is set according to the target distance, and may be increased further if the minimum battery charge level is only required at a predefined (e.g. departure) time. For example, overnight, and / or at weekends, the entire EV battery capacity (up to a maximum charge level, if set) may be made available up until shortly before the predefined time, at which point the EV battery is charged up to at least the minimum battery charge level.

[0093] A further example of a method 300 for controlling participation of an EV battery as a load in an electric distribution (e.g. grid) flexibility scheme, according to the present disclosure, is therefore also illustrated schematically in Figure 4.

[0094] At S302, the method 300 may comprise receiving a target distance for an EV.

[0095] For example, as described above, the target distance may be received by a processing system. The processing system may comprise a remote server as described herein, which may be accessible via a terminal (e.g. a mobile computing device such as a mobile phone). In some examples, the processing system may be part of an EV battery charging apparatus as described herein.

[0096] For example, the target distance may be received, or provided, via a suitable interface (e.g. a terminal) as described herein. The target distance may correspond to a distance that the end-user needs to drive after the predefined time (e.g. for a given day). In some examples, the target distance may correspond to an additional distance that the end-user wishes to be able to drive the EV above a distance corresponding to a battery charge level of the EV battery when the EV is plugged in to charge.

[0097] At S304, the method 300 may comprise determining a minimum battery charge level for the EV battery (of the EV) based on the received target distance. Various considerations may be taken into account to determine the minimum battery charge based on the target distance, as described herein.

[0098] The minimum battery charge level may be determined by the processing system.

[0099] At S306, the method 300 may comprise using, by the electric distribution system, or the electric distribution system flexibility scheme, capacity (e.g. excess capacity) of the EV battery while the EV battery is participating as a load in the electric distribution system flexibility scheme such that, at a predefined time, a battery charge level of the EV battery is at least the minimum battery charge level.

[0100] For example, the entire (up to any maximum charge level) EV battery capacity may be available to the flexibility scheme for the majority of the time that the EV battery is connected to the electric distribution system. As the time approaches the predefined time (e.g. a desired departure time for the EV), the EV battery is charged to at least the minimum battery charge level according to the target distance.

[0101] In some examples, a simpler approach may be taken, in which the method 300 may instead prevent the battery charge level of the EV battery from falling below the minimum battery charge level while the EV battery is participating as a load in the electric distribution system flexibility scheme (i.e. for the whole time that the EV battery is connected to the electric distribution system while participating in the flexibility scheme).

[0102] As described herein, the electric distribution flexibility scheme may be a FCR scheme, or another power balancing reserve scheme.

[0103] One or more of the methods and processes described herein may be carried out as an algorithm or computer program. Generally, any of the functions described herein can be implemented using software, firmware, hardware (e.g., fixed logic circuitry), or a combination of these implementations. The apparatuses and methods described herein may be implemented generally by software, firmware, hardware, or a combination thereof. In the case of a software implementation, the method represents program code that performs specified tasks when executed by a processing system (e.g. CPU or CPUs), such as the processing system described herein. The program code can be stored in one or more computer readable memory devices. The features of the techniques described herein are platform-independent, meaning that the techniques may be implemented on a variety of commercial computing platforms having a variety of processors.

[0104] One or more of the methods and processes described herein may be implemented by a machine learning algorithm, for example determining historical trip data for the EV, and / or historical charging and usage data for the EV battery. For example, the historical trip data, and / or usage data, may take into account the average use by the end-user of functions of the EV other than driving (e.g. air conditioning, radio, on-board computer, etc.).

[0105] Figure 4 schematically illustrates an EV battery charging apparatus 401 according to the present disclosure. For example, the EV battery charging apparatus 301 may be a wall-mounted EV charging point. As illustrated in Figure 4, an EV 402 having an EV battery 403 may be connected to the EV battery charging apparatus 401 when the EV end-user wishes to charge the EV battery 403 (e.g. overnight). The EV battery charging apparatus 401 is connected to an electric distribution system 410 (e.g. a grid), and the EV battery charging apparatus 401 is operable to configure the EV battery 403 to receive energy from the electric distribution system 410, and / or to provide energy to the electric distribution system 410. That is, the EV battery charging apparatus 401 is operable to charge the EV battery 403 from the electric distribution system 410, and to provide energy from the EV battery 403 to the electric distribution system 410, i.e. such that the EV battery 403 acts as a DER device when connected to the EV battery charging apparatus 401 . The EV battery charging apparatus 401 is operable such that, at the predetermined time (e.g. the end-user’s desired departure time), the battery charge level of the EV battery 403 is at least the minimum battery charge level, as described herein.

[0106] The EV battery charging apparatus 401 may be connected to (e.g. over a network such as the internet), or may comprise, a processing system 405. For example, the processing system 405 may comprise a remote server (e.g. remote from the EV battery charging apparatus 401 ). The processing system 405 may be configured, or configurable, to carry out one or more of the methods described herein. For example, the processing system 405 may comprise one or more processors configured to carry out instructions corresponding to the method(s) described herein. That is, the processing system 405 may be configured to execute program code stored on one or more non-transitory computer readable media.

[0107] In some examples, the processing system 405 is at least partly physically integrated with the EV battery charging apparatus 401 .

[0108] Instructions, configurations, and / or parameters may be provided to the processing system 405 via a terminal 404. The terminal 404 may comprise a graphical user interface through which instructions, configurations, and / or parameters may be provided to the processing system 405, e.g. by the EV end-user. For example, the terminal 404 may be attached directly to the EV charging apparatus 401 and connected to the processing system 405 via e.g. a wired and / or wireless connection (e.g. over the internet). In some examples, the terminal 404 may comprise, or be accessible via, a mobile device such as a mobile phone. In some examples, the terminal 404 may be part of, or disposed in, the EV 402. The terminal 404 may also provide output information, for example a battery charge level of the EV battery 403, and / or a notification (e.g. a visual or audible notification) that the EV battery 403 is charged at least to the minimum battery charge level. The output information may be obtained from the EV battery 403, the EV 402, and / or the EV battery charging apparatus 401 by the processing system 405, and provided to the terminal 404 by the processing system 405.

[0109] In general, the processing system 405, the terminal 404, and / or the EV battery charging apparatus 401 may comprise a network interface device (not shown). A network interface device includes any device or group of devices suitable for establishing a wired or wireless data connection to one or more data networks. Nonlimiting examples of a network interface device include an Ethernet network adapter, a modem, and / or the like. The processing system 405 is able to communicate with the terminal 404 and / or the EV battery charging apparatus 401 via a data network (e.g. the internet, and / or a local area network) using the network interface device.

[0110] As described herein, the processing system 405 may be provided with instructions which, when executed by the processing system 405, cause the processing system to carry out one or more of the methods described herein. The instructions may be stored on a non-transitory computer readable medium. A non-transitory computer readable medium can include any electronic, optical, magnetic, or other storage devices capable of providing a processor with computer readable instructions or other program code. Non-limiting examples of a computer readable medium include a magnetic disk, a memory chip, a ROM, a RAM, an ASIC, optical storage, magnetic tape or other magnetic storage, or any other medium from which a processing device can read instructions. The instructions may include processor-specific instructions generated by a compiler or an interpreter from code written in any suitable computer-programming language, including, for example, C, C++, C#, Visual Basic, Java, Python, Perl, JavaScript, and ActionScript.

[0111] Although the disclosure has been described in terms of preferred embodiments as set forth above, it should be understood that these embodiments are illustrative only and that the claims are not limited to those embodiments. Those skilled in the art will be able to make modifications and alternatives in view of the disclosure, which are contemplated as falling within the scope of the appended claims. Each feature disclosed or illustrated in the present specification may be incorporated in any embodiments, whether alone or in any appropriate combination with any other feature disclosed or illustrated herein.

Claims

CLAIMS:

1. A method for managing an electric vehicle battery as a distributed energy resource device on an electric distribution system, the method comprising: receiving a target distance for an electric vehicle, the electric vehicle having an electric vehicle battery; determining a minimum battery charge level for the electric vehicle battery based on the received target distance; and configuring the electric vehicle battery to: receive energy from an electric distribution system; and / or provide energy to the electric distribution system; such that, at a predefined time, a battery charge level of the electric vehicle battery is at least the minimum battery charge level.

2. A method according to claim 1 , further comprising: receiving a maximum battery charge level; and preventing the battery charge level of the electric vehicle battery from exceeding the maximum battery charge level.

3. A method according to claim 1 or 2, comprising obtaining an average discharge rate of the electric vehicle battery based on historical trip data for the electric vehicle, and determining the minimum battery charge level based additionally on the average discharge rate.

4. A method according to any one of the preceding claims, comprising determining the minimum battery charge level based additionally on an expected ambient temperature.

5. A method according to claim 4, wherein the expected ambient temperature is an expected ambient temperature within a radial distance from the electric vehicle, the radial distance being the target distance.

6. A method according to any one of the preceding claims, comprising determining a battery capacity of the electric vehicle battery based on historical chargingand usage data for the electric vehicle battery, wherein the minimum battery charge level is a fraction of the battery capacity.

7. A method of controlling participation of an electric vehicle battery in an electric distribution system flexibility scheme, comprising managing the electrical vehicle battery as a distributed energy resource on an electric distribution system according to any one of the preceding claims, and further comprising using, by the electric distribution system, capacity of the electric vehicle battery while the electric vehicle battery is participating as a load in the electric distribution system flexibility scheme.

8. A method according to claim 7, wherein the electric grid flexibility scheme is a frequency containment reserve scheme.

9. A non-transitory computer readable medium comprising instructions which, when executed by a processing system, cause the processing system to carry out a method according to any one of the preceding claims.

10. An electric vehicle battery charging apparatus for managing an electric vehicle battery as a distributed energy resource device on an electric distribution system, the apparatus being operable to: receive a target distance for an electric vehicle, the electric vehicle having an electric vehicle battery; determine a minimum battery charge level for the electric vehicle battery based on the received target distance; and configure the electric vehicle battery to: receive energy from an electric distribution system; and / or provide energy to the electric distribution system; such that, at a predefined time, a battery charge level of the electric vehicle battery is at least the minimum battery charge level.

11. An apparatus according to claim 10, operable to: receive a maximum battery charge level; and prevent the battery charge level of the electric vehicle battery from exceeding the maximum battery charge level.

12. An apparatus according to claim 10 or 11 , operable to obtain an average discharge rate of the electric vehicle battery based on historical trip data for the electric vehicle, and determine the minimum battery charge level based additionally on the average discharge rate.

13. An apparatus according to any one of claims 10 to 12, operable to determine the minimum battery charge level based additionally on an expected ambient temperature.

14. An apparatus according to claim 13, wherein the expected ambient temperature is an expected ambient temperature within a radial distance from the electric vehicle, the radial distance being the target distance.

15. An apparatus according to any one of claims 10 to 14, operable to determine a battery capacity of the electric vehicle battery based on historical charging and usage data for the electric vehicle battery, wherein the minimum battery charge level is a fraction of the battery capacity.

16. A method for controlling participation of an electric vehicle battery as a load in an electric distribution system flexibility scheme, the method comprising: receiving a target distance for an electric vehicle; determining a minimum battery charge level for the electric vehicle battery based on the received target distance; and using, by the electric distribution system flexibility scheme, capacity of the electric vehicle battery while the electric vehicle battery is participating as a load in the electric distribution system flexibility scheme such that, at a predefined time, a battery charge level of the electric vehicle battery is at least the minimum battery charge level.

17. A method according to claim 16, further comprising: receiving a maximum battery charge level for the electric vehicle battery; andpreventing the battery charge level of the electric vehicle battery from exceeding the maximum battery charge level while the electric vehicle battery is participating as a load in the electric distribution system flexibility scheme.

18. A method according to claim 17, wherein the electric grid flexibility scheme is a frequency containment reserve scheme.

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