Charging and discharging electric vehicle at charging point of real estate

Abstract

The invention relates to a method for charging and discharging an electric vehicle at a charging point of a real estate, a local home energy network of the real estate being connected to a common energy distribution network, the real estate incentive table formulation device provides an incentive table group comprising at least one incentive table for the electric vehicle at least based on the power utilization information of the real estate and the power supply information of the energy distribution network; the incentive table formulation device transmits the incentive table group to an external IT system; the external IT system analyses the excitation table group on the basis of at least one further information relating to the charging and discharging of the electric vehicle; and the external IT system releases the incentive table set sent by the incentive table formulation device or formulates a modified incentive table set comprising at least one changed incentive table without changing in dependence on the analysis result; transmitting the excitation table group which is released without change or the modified excitation table group to the electric vehicle; the electric vehicle converts the received excitation table group into a charging and discharging plan; and the electric vehicle is charged and discharged according to the charging and discharging plan.

Description

FIELD OF THE INVENTION

[0001] The present invention relates to a method for charging and discharging an electric vehicle at a charging point of a real estate, wherein a local home energy network of the real estate is connected to a public energy distribution network. When the electric vehicle is connected to the charging point, an incentive table formulation device of the real estate formulates an incentive table group for the electric vehicle, including at least one incentive table, based on at least the power supply information of at least one energy distribution network. The present invention also relates to a charging infrastructure for charging and discharging an electric vehicle, which is configured to implement the method. The present invention further relates to a system, which includes such a charging infrastructure and at least one electric vehicle connected to the charging infrastructure via a corresponding charging point. The present invention can be advantageously applied, in particular, to single-family houses, specifically, the single-family houses include one or more wall boxes as charging points and especially include photovoltaic devices. BACKGROUND OF THE INVENTION

[0002] DE102009036816A1 discloses a method and a device for controlling a charging station for an electric vehicle. To minimize peak power demand, at least two charging stations are combined into a group, the actual charging parameters within each charging station within the group are exchanged, a load prediction for the group is formulated at least in relation to the actual charging parameters, and the ideal number of charging times for each charging station in the group is determined in relation to the load prediction.

[0003] DE102013010774A1 discloses a method for operating a charging station for an electric vehicle, wherein a maximum design value for the charging current or the charging power is determined, the determined maximum design value for the charging current or the charging power is transmitted to the electric vehicle electrically coupled to the charging station, a first time period is determined at least in relation to the maximum design value, and the electric vehicle is charged with the maximum design value of the charging current during the first time period. To increase the service life of the charging station, a reduced design value for the charging current and a second time period are determined, the second time period determines the duration during which the charging current or the charging power is not allowed to exceed the reduced design value, the reduced design value is transmitted to the electric vehicle, and the electric vehicle is charged with at most the reduced design value of the charging current or the charging power during the second time period.

[0004] DE102018202755A1 discloses a method for adapting the electrical power supply to the electrical power demand in an electrical grid, on which at least one charging station is operated. In this method, a charging prediction is made for at least one motor vehicle by a control device of the grid, which charging prediction indicates during which future charging time period the motor vehicle predictively exchanges electrical energy with the grid. Associated with the respective charging prediction, the time course of the power demand present in the grid is estimated, the time course of the power supply in the grid is ascertained, and at least for such a charging time period (for which it is recognized that the power supply is less than the estimated power demand), at least one predefined compensation measure is triggered, by means of which the power supply is adapted to the power demand.

[0005] US2017 / 0136894A1 discloses a method, apparatus, and system for communication exchange between a vehicle and a charging system. The communication exchange may include a charging request message that is sent or received by the vehicle and that defines charging details such as a charging mode, a charging location, a charging orientation, and / or other information that corresponds to the charging requirements of the vehicle making the request. The charging system may respond to the charging request message by either fulfilling or rejecting the vehicle's charging request. In response to receiving the request message, the charging system provides charging to the vehicle according to the charging details.

[0006] US2017 / 0140603A1 discloses a system for fleet management, which system includes: a base management system configured to allow one or more fleet vehicles to receive vehicle services, the base management system including 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, each fleet vehicle including a vehicle database and correspondingly configured to receive charging services and communicate the vehicle's charging status on the communication module; at least one fleet service station configured such that the fleet service station transmits a settlement price to the communication module and provides a settlement service for the settlement price; the analysis module receives the charging price and determines whether the at least one fleet service station is selected to provide a charging service for at least one fleet vehicle operating in a depleted charging state; when the analysis module selects the at least one fleet service station, the charging service is provided by the at least one fleet service station. Summary of the Invention

[0007] The object of the present invention is to at least partially overcome the deficiencies of the prior art and, in particular, to provide an improved possibility for bidirectional charging and discharging of an electric vehicle at a charging point connected to a domestic energy network of a real estate property.

[0008] The task is solved according to the features of the independent claims. Preferred embodiments are evident in particular from the dependent claims.

[0009] The task is solved by a method for charging and discharging an electric vehicle at a charging point of a real estate, wherein the local home energy network of the real estate is connected to an energy distribution network, and wherein

[0010] - when the electric vehicle is connected to the charging point, an incentive table creation device of the real estate provides an incentive table group including at least one incentive table for the electric vehicle based on the electricity consumption information of the real estate and the power supply information of the energy distribution network;

[0011] - the incentive table creation device transmits the incentive table group to an external IT system;

[0012] - the external IT system analyzes the incentive table group based on at least one additional charge and discharge related information; and

[0013] - the external IT system releases the incentive table group sent by the incentive table creation device without change in relation to the analysis result, or creates a modified incentive table group, which includes at least one changed incentive table;

[0014] - the incentive table group released without change or - if existent - the modified incentive table group is transmitted to the electric vehicle;

[0015] - the electric vehicle converts the received incentive table group into a charge and discharge plan; and

[0016] - the electric vehicle charges and discharges according to the charge and discharge plan.

[0017] The method has the following advantages: The incentive table group for the electric vehicle created by the incentive table creation device related to the real estate can then be analyzed by the competent authority "external IT system" to determine whether this incentive table group can or should be replaced by a better incentive table group, which is created by the external IT system or the external IT system has additional charge and discharge related information when creating the better incentive table group, and this information is unknown to the incentive table creation device related to the real estate.

[0018] Typically, an electric vehicle has a power battery for driving the electric vehicle. For example, the electric vehicle can be a hybrid vehicle, a PHEV or a pure electric drive vehicle, a BEV. The electric vehicle can be charged and discharged via a charging cable and / or inductively. The charging point can be a charging station, such as a wall box or an inductive charging and discharging position. Thus, "the electric vehicle is connected to the charging point" can include: the electric vehicle is connected to the charging point via a charging cable or inductively. An extended solution is that the charging point and the electric vehicle are arranged for charging and discharging the power battery of the electric vehicle, which can also be called "bidirectional charging and discharging".

[0019] The local electrical energy network of a real estate ("home energy network") is typically connected to the public energy distribution network via a meter at the grid connection point or via a meter serving as the grid connection point. An extended solution is that the meter is a smart meter (so-called "smart meter"). In one solution, data, such as data on current consumption or power flow, can also be transmitted to the real estate via the smart meter, for example, to an incentive meter-making device, a HEMS (if any), etc. If the meter is under the exclusive access of the energy distribution network operator or the measurement point operator, then in addition to the information of the real estate on the current power flow, there can be at least one local (private) energy measurement device / meter, especially a measurement device connected in series with the conventional meter topologically.

[0020] An extended solution is that the real estate is a private residence, especially a single-family house.

[0021] Typically, electrical end loads such as kitchen appliances, washing and care devices, lights, medical devices, boilers, air conditioners, etc. are connected to the home energy network.

[0022] An extended solution is that at least one power generation device for generating electrical energy, such as a photovoltaic device, a windmill, a heat pump and / or a geothermal device, etc., is connected to the home energy network.

[0023] An extended solution is that at least one stationary electrical energy storage for temporarily storing electrical energy is connected to the home energy network.

[0024] The incentive meter-making device is especially used to predict at least one possible aspect of the charging and discharging process of the electric vehicle in the form of at least one assigned time-related prediction table ("incentive table"). By applying the at least one incentive table, an improved or optimized charging and discharging plan can be made for the user of the real estate and / or the user of the electric vehicle by the electric vehicle (that is, during the connection time period of the electric vehicle, the planned course of the charging current or discharging current between the charging point and the electric vehicle). The incentive table can include, for example, predicted technical, economic and / or ecological information.

[0025] The incentive schedule creation device is a device for real estate, especially including an incentive schedule group or one or more incentive schedules based on the characteristics of the real estate under consideration, such as the consumption of the real estate, possible energy generation, etc. The incentive schedule creation device can be a component of the real estate, especially a component of the home network, or an external management unit such as a cloud computer or a network server, which is communicatively coupled with the real estate, especially the home network.

[0026] The electricity consumption information of the real estate especially includes a time prediction of the energy consumption of the home energy network, especially a time prediction of the energy consumption of the terminal loads connected to the home energy network ("consumption information"). The predicted energy consumption of the home energy network can be derived, for example, from historical data.

[0027] If the real estate also has at least one energy generation device such as a photovoltaic device, a windmill, etc., then the electricity consumption information of the real estate can also include a time prediction of the energy generated by the energy generation device, for example, by using energy generation prediction, such as derived from device parameters and weather forecasts ("energy generation information"). The time predictions of local energy consumption and local energy generation can be considered separately (e.g., through corresponding incentive schedules) or superimposed (e.g., in a single incentive schedule).

[0028] The power supply information of the energy distribution network or the power supply information of the energy supplier contractually associated with the real estate can especially include:

[0029] - A time prediction of the electricity purchase cost from the energy distribution network to the home energy network;

[0030] - A time prediction of the feed-in remuneration from the home energy network to the energy distribution network; and / or

[0031] - A time prediction of CO 2 emissions or a time prediction of the availability of electric energy generated from renewable energy.

[0032] The time predictions of the purchase cost and the feed-in remuneration can also be collectively referred to as tariff information. The prediction time period can include, for example, 24 hours, 48 hours, one week, one month, etc.

[0033] In an extended scheme, "providing an incentive schedule group" can include: the incentive schedule group is created as an electric vehicle is connected to a charging point. In another extended scheme, the incentive schedule group can be provided in such a way that the incentive schedule group is created independently of the connection of the electric vehicle and is provided as the electric vehicle is connected.

[0034] The external IT system has relevant (charge and discharge related) information for the charging and discharging of the electric vehicle, which the incentive table formulation device does not have or to which the incentive table formulation device does not have access. In this sense, the external IT system is "associated" with the electric vehicle. The external IT system analyzes the set of incentive tables transmitted by the incentive table formulation device taking into account additional charge and discharge related information. The external IT system can in particular be an IT system maintained by the manufacturer of the electric vehicle. As a service, the external IT system can provide or implement analyses of real estate and / or electric vehicles, etc., and accordingly be associated as a service provider.

[0035] The external IT system releases without modification the set of incentive tables sent by the incentive table formulation device in relation to the analysis result, which is particularly important when the set of incentive tables formulated by the external IT system is not better or not significantly better than the set of incentive tables formulated by the incentive table formulation device. In this case, the external IT system can for example either give no feedback or transmit a clear release message to the incentive table formulation device.

[0036] If the external IT system determines that the modified set of incentive tables formulated by itself is more suitable than the set of incentive tables formulated by the incentive table formulation device, then the modified set of incentive tables is transmitted to the incentive table formulation device.

[0037] "Transmitting the set of incentive tables to be released without modification to the electric vehicle" can include: after release (e.g., release is achieved by a clear release message or lack of feedback), the set of incentive tables is transmitted from the incentive table formulation device to the electric vehicle by the external IT system.

[0038] "Transmitting the modified set of incentive tables to the electric vehicle" can include: the set of incentive tables is transmitted from the external IT system to the incentive table formulation device and further from the incentive table formulation device to the electric vehicle.

[0039] The charge and discharge plan can stipulate the demand-based charging and discharging of the power battery. The charge and discharge plan in particular includes a time description of the charge and discharge power (i.e., charge power and / or discharge power) between the electric vehicle and the charging point, which can also be referred to as the "charge and discharge process".

[0040] In addition to the set of incentive tables, the charge and discharge plan can also take into account vehicle-specific charge and discharge parameters of the electric vehicle, which can be relevant for the charge and discharge process of the electric vehicle. Such charge and discharge parameters can for example include information about the desired or possible departure time, the state of charge desired at the departure time ("target SoC") or the corresponding amount of energy, the state of charge that cannot be dropped below ("minimum SoC") and the maximum and / or minimum charge and / or discharge power.

[0041] One solution is that the incentive schedule formulation device is integrated into a home energy management system ("HEMS"). The HEMS is particularly used to predict the energy demand for a home energy network and optimize the energy demand accordingly, so that at least one predetermined goal is particularly well met, such as low procurement costs from the public energy distribution network, environmentally friendly energy generation, etc. Such optimization can be performed already when an electric vehicle is connected to the home energy network as a buffer, especially over a long period of time. Because, for example, the power battery of the electric vehicle can be charged when electrical energy can be obtained particularly advantageously from the public energy distribution network, and the power battery can be discharged to, for example, reduce the energy obtained by the home energy network from the public energy distribution network at high electricity prices, and / or feed excess energy from the home energy network into the public energy distribution network when the associated remuneration is high. The optimization or management of the electrical devices connected to the home energy network can be advantageously and particularly effectively performed if at least one energy generation device and at least one stationary electrical buffer exist. The possible prediction data used by the HEMS for optimization can include, for example, the electricity consumption information of the real estate and the power supply information of the energy distribution network.

[0042] In particular, the power battery of the electric vehicle can be used as an electrical buffer for the HEMS-controlled home energy network of the real estate during the connection period of the electric vehicle at the charging point, for example, in the sense of the so-called V2H ("vehicle-to-home") solution and / or the so-called V2G ("vehicle-to-grid") solution.

[0043] One solution is that the incentive schedule formulation device is integrated into the charging point. This is particularly advantageous when the home energy network does not have a HEMS.

[0044] It is also possible that the HEMS with the incentive schedule formulation device is integrated into the charging point, or the charging point has the functions of the HEMS and the incentive schedule formulation device.

[0045] One solution is that the incentive schedule group has:

[0046] - A charge-discharge power incentive schedule, which includes the time course of the maximum charge-discharge power;

[0047] - At least one price incentive schedule, which includes the time course of the price for charging and discharging the electric vehicle; and / or

[0048] - At least one emission incentive schedule, which includes the time course of the CO 2 emissions for charging and discharging the electric vehicle.

[0049] An extended solution is that the charge-discharge power incentive schedule (which can also be called the "maximum power schedule") includes the maximum electrical power P that can be used by the electric vehicle for charging max(t), a time prediction that is valid during the connection period of the electric vehicle at the charging point. This maximum power is especially the power maximally provided by the charging point, especially the wall box.

[0050] One expansion scheme is that the at least one price incentive table is calculated from the predicted electricity consumption information of the real estate and the tariff information of the energy distribution network. One expansion scheme is that the at least one price incentive table includes the predicted tariff information of the real estate or the household energy network and the tariff information of the energy distribution network during the connection period. One expansion scheme is that the at least one price incentive table includes the tariff information of the energy distribution network, the predicted energy consumption during the connection period, and the predicted energy generation by the energy generation device of the household energy network. With the at least one price incentive table, for example, a charge and discharge plan can be created, which is optimized according to charging as cheaply as possible, perhaps also considering the electric vehicle as a temporary storage of electricity in the household energy network.

[0051] One expansion scheme is that the at least one emission incentive table includes the predicted CO 2 quantity for generating a certain amount of electricity, such as 1 KWh. This CO 2 emission can vary day by day, for example, related to how much solar energy is fed by the household into the public energy distribution network. With the at least one emission incentive table, for example, a charge and discharge plan can be created, which is optimized according to charging with as little CO 2 emission as possible, perhaps also considering the electric vehicle as a temporary storage of electricity in the household energy network.

[0052] One expansion scheme is that the user of the real estate and / or the electric vehicle can specify which goal the charge and discharge plan should be optimized according to, for example, according to cheap charging or according to charging with a small CO 2 emission for optimization. A mixed goal can also be specified, for example, charging with a small CO 2 emission, but the cost disadvantage compared to charging optimized solely by price should not exceed a measure X (euros), etc.

[0053] One scheme is that when the electric vehicle is connected to the charging point, the charge and discharge parameters of the electric vehicle are transmitted to the incentive table formulation device and the external IT system, and are considered there when formulating at least one incentive table. For example, the departure time is used to determine the time horizon of the incentive table and / or the number of support points of the incentive table.

[0054] One scheme is that the at least one additional charge and discharge related information known to the external IT system but unknown to the incentive table formulation device includes information belonging to the connected electric vehicle, especially at least one charge and discharge parameter.

[0055] One scenario is that the at least one additional charge-discharge related information includes at least one charge-discharge parameter of the electric vehicle that is unknown to the incentive table creation device, for example because the at least one charge-discharge parameter has not been transmitted from the electric vehicle to the incentive table creation device, but has been transmitted from the electric vehicle to an external IT system, or because it is known that the at least one charge-discharge parameter is assigned to the external IT system, but not to the electric vehicle and the incentive table creation device.

[0056] An extended scenario is that the determined charge-discharge parameters are transmitted from the electric vehicle to the incentive table creation device and are taken into account there for creating a set of incentive tables, in particular a charge-discharge power incentive table. Such charge-discharge parameters can for example include information about the desired or possible departure time, the state of charge desired at the departure time (“target SoC”) or the corresponding amount of energy, the state of charge that must not be undershot (“minimum SoC”), and the maximum and / or minimum charge and / or discharge power. The charge-discharge parameters transmitted from the electric vehicle to the incentive table creation device can also be regarded as or referred to as the charge-discharge parameters among the first set of charge-discharge parameters or “first” charge-discharge parameters. In the context of this extended scenario, the first charge-discharge parameters and the at least one additional charge-discharge related information (in the form of at least one additional charge-discharge parameter not transmitted to the incentive table creation device) are transmitted to the external IT system. Charge-discharge parameters that have not been transmitted from the electric vehicle to the incentive table creation device but are known to the external IT system (for example because they have been transmitted to the external IT system) can also be regarded as or referred to as the charge-discharge parameters among the second set of charge-discharge parameters or “second” charge-discharge parameters. The “second” charge-discharge parameters thus form the additional charge-discharge related information.

[0057] However, the at least one additional charge-discharge related information can also include information about the vehicle that is unknown to the electric vehicle itself and / or cannot be used to create a charge-discharge plan by the electric vehicle. This can also be “second” charge-discharge parameters. Such information can for example be information derived from the historical data of a fleet and / or derived from field tests.

[0058] One scenario is that the at least one additional charge-discharge related information that is unknown to the incentive table creation device includes at least one parameter from the following set:

[0059] - At least one maximum number of wake-up processes of the electric vehicle, in particular the maximum number of wake-up processes of the electronic devices of the electric vehicle, during a connection period;

[0060] - The maximum frequency of wake-up processes of the electric vehicle, in particular the maximum frequency of wake-up processes of the electronic devices of the electric vehicle, during a connection period;

[0061] - The at least one maximum charge and discharge activity time of the electric vehicle; and / or

[0062] - The maximum energy flux between the charging point and the electric vehicle during the connection period.

[0063] The boundaries of the maximum number and / or maximum frequency of wake-up processes advantageously limit the load on the vehicle electronics caused by the start-up of the vehicle electronics, for example from a stationary state or standby state. The energy consumption of the vehicle electronics is also advantageously kept within limits. Wake-up processes can occur, for example, when: (a) a new set of incentive tables is drawn up and should be transmitted to the electric vehicle in order to be converted into a new charge and discharge plan there; and / or (b) charging or discharging of the power battery is carried out; and so on. Limiting the number and / or frequency of wake-up processes can be achieved, for example, such that the number of new charge and discharge plans permitted for the electric vehicle during the connection period is limited, and / or the number of charge and discharge phases provided in the charge and discharge plan following a respective stationary time is limited.

[0064] The "maximum charge and discharge activity time" in particular denotes the duration, in particular up to the departure time, during which the power battery can be charged and / or discharged and, for example, is not in a stationary mode or standby mode. The at least one maximum charge and discharge activity time can include an absolutely specified charge and discharge activity duration, for example a maximum of 3 hours, and / or a percentage of the connection period (for example a maximum of 20%), and so on.

[0065] An extension is that the at least one maximum number of wake-up processes of the electric vehicle includes or is the maximum number of wake-up processes for receiving a set of incentive tables. A new set of incentive tables can be drawn up, for example, because certain forecasts, such as electricity tariffs, weather forecasts, etc., have changed since the previous set of incentive tables was created. In order to receive a set of incentive tables, the vehicle electronics in its stationary state or standby state needs to be started or woken up.

[0066] An extension is that the at least one maximum number of wake-up processes of the electric vehicle includes or is the maximum number of wake-up processes caused by receiving a set of incentive tables during the execution of the charge and discharge plan. Thus, the number of wake-up processes during the execution of the charge and discharge plan is advantageously self-limited. It is taken into account here that the charge and discharge plan, especially in the case of a long connection period of the vehicle, can have charge and discharge stationary times during which charging and discharging should not be carried out (i.e., charging and discharging). During these charge and discharge stationary times, the vehicle electronics are typically in their stationary state or standby state. This solution prevents too frequent switching between charge and discharge phases and non-charge and discharge phases.

[0067] One extension option is that the maximum number of wake-up processes until the departure time of the electric vehicle is specified, for example, a maximum of 5 wake-up phases until the departure time. As an alternative or addition, the maximum number of wake-up processes per time period, every 8 hours, every 12 hours, or every 24 hours can be specified.

[0068] One extension option is that the maximum number of wake-up processes is between 4 and 10, especially between 5 and 7, especially 5.

[0069] One extension option is that the maximum number of wake-up processes and / or the maximum energy flux describe the maximum value during a specified time range, for example, the maximum number during one day, half a day, or a fraction or multiple of a day.

[0070] One extension option is that the maximum frequency of wake-up processes is between 1 and 2 per hour, especially one wake-up process per hour.

[0071] The boundary of the energy flux between the charging point and the electric vehicle during the connection period advantageously protects the power battery of the electric vehicle. The energy flux can especially be understood as electrical energy, electric power, or charge quantity, which is exchanged between the charging point and the electric vehicle without considering the flow direction.

[0072] One option is that at least one of the charge and discharge parameters is related to the state of health (also known as SoH) of the power battery of the electric vehicle. This helps to further protect the vehicle components that bear the load during charging and discharging, especially the power battery itself. Thus, for example, when the SoH of the power battery is relatively small (e.g., due to the age of the power battery, a high number of fast charging processes, etc.), the maximum energy flux can be reduced.

[0073] As a supplement or alternative to the state of health, at least one of the charge and discharge parameters can be related to at least one other influencing parameter, such as the age of the vehicle electronics, the external temperature, the hardware updates and / or software updates that have been carried out, and / or the user characteristics of the user of the electric vehicle, etc. To provide additional influencing parameters and thus perhaps influencing variables, it is particularly advantageous that the external IT system is the IT system of the manufacturer of the electric vehicle, because the manufacturer has particularly high technical capabilities for determining and perhaps also modifying / updating the at least one other charge and discharge parameter.

[0074] In one solution, a modified set of incentive tables prepared by an external IT system can be rejected by the incentive table preparation device and / or the electric vehicle. This has the following advantage: It can be prevented that the electric vehicle is charged and discharged according to a charging and discharging plan that is disadvantageous or not desired for the user of the real estate, such as the homeowner. This solution can include that a modified set of incentive tables prepared by the external IT system can be automatically rejected by the incentive table preparation device and / or the electric vehicle. Alternatively, the modified set of incentive tables can be accepted or rejected by the user of the real estate after an inquiry (for example, by inquiring through a user terminal device). An extended solution is that the external IT system presents the modified set of incentive tables prepared by it to the user of the real estate for acceptance or rejection (for example, through a user terminal device), and only after acceptance is it transmitted to the incentive table preparation device and / or the electric vehicle. The incentive table preparation device and / or the electric vehicle can then either be associated with the acceptance by the user of the real estate or can still reject the modified set of incentive tables.

[0075] In one solution, the incentive table preparation device prepares a new set of incentive tables 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 preparing the previous set of incentive tables. Such changed boundary conditions can include, for example, changed electricity tariffs, changed weather forecasts, and the like. The method can be run again with each set of incentive tables prepared by the incentive table preparation device.

[0076] In one solution, the external IT system can also reject a set of incentive tables sent by the incentive table preparation device in relation to the analysis result. The rejected set of incentive tables is then not transmitted to the electric vehicle. The electric vehicle can then be charged and discharged by means of a charging and discharging plan based on the previously received set of incentive tables. The set of incentive tables transmitted by the incentive table preparation device to the external IT system can be rejected, for example, when the set of incentive tables is not allowed due to other charging and discharging related information that is only known to the external IT system. For example, rejection can be implemented because the maximum number of wake-up processes of the electric vehicle has been reached and implementing the new set of incentive tables would lead to an undesired wake-up of the electric vehicle. An extended solution is that a first set of incentive tables transmitted by the incentive table preparation device 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.

[0077] One option is that the external IT system maintains at least one proprietary electricity tariff and additionally analyzes, releases, modifies, or - if possible - also rejects an incentive table group based on the at least one proprietary electricity tariff. Here, it is advantageously possible for the external IT system to offer perhaps better electricity tariffs compared to individual real estates, because the external IT system and many electric vehicles managed by this external IT system may have a better market position and / or a wider tariff selection compared to individual real estates. The external IT system can then in particular offer a proprietary electricity tariff with a modified incentive table group, perhaps charging a fee. The "proprietary" electricity tariff is thus in particular an electricity tariff that is provided to the external IT system for charging electric vehicles associated with this external IT system, but not provided individually to real estates. In particular, the "proprietary" electricity tariff can be an electricity tariff specifically agreed upon by the external IT system. The external IT system can, for example, purchase proprietary electricity tariffs on the energy market, on the grid system service market for stabilizing the power grid, etc.

[0078] The task is also solved by a charging infrastructure for charging and discharging electric vehicles, which is arranged to implement the above method. The charging infrastructure can be constructed similarly to the method and vice versa, and has the same advantages.

[0079] One option is that the charging infrastructure includes:

[0080] - A real estate having a domestic energy network that is connected to a public energy distribution network via a grid connection point and includes at least one charging point arranged for bidirectional charging and discharging of an electric vehicle; and

[0081] - An incentive table formulation device arranged to provide an incentive table group including at least one incentive table for an electric vehicle based at least on the electricity consumption information of the real estate and the power supply information of the energy distribution network, and to transmit the incentive table group to the external IT system;

[0082] - The external IT system is arranged to analyze the incentive table group based on at least one additional piece of information related to the charging and discharging of the electric vehicle, and to release the incentive table group sent by the incentive table formulation device without change, formulate a modified incentive table group including at least one changed incentive table, in relation to the analysis result;

[0083] The incentive table formulation device is also arranged to,

[0084] - Transmit the incentive table group released without change (if no modified incentive table group is formulated) or the modified incentive table group to the electric vehicle.

[0085] One expansion option is that the charging infrastructure has a Home Energy Management System (HEMS), which is an independent component of the charging infrastructure. It can be implemented, for example, on the data processing device of the real estate or the home energy network, for example, by corresponding programming. However, the home energy management system can also be an external management department relative to the real estate. For example, this management department is communicatively coupled to the real estate and can be, for example, a network server or a cloud computer.

[0086] The task is also solved by a system that includes the charging infrastructure as described above and at least one electric vehicle connected to the charging infrastructure via a corresponding charging point. The electric vehicle is configured to convert the received incentive schedule into a charging and discharging plan and charge and discharge according to this charging and discharging plan. Description of the Drawings

[0087] The above-mentioned features, characteristics, and advantages of the present invention, as well as the ways and means of implementing the present invention, become clearer and more clearly understandable in relation to the subsequent schematic description of the embodiments, which are explained in more detail in conjunction with the drawings.

[0088] Figure 1 A schematic diagram showing a charging infrastructure for charging and discharging an electric vehicle; and

[0089] Figure 2 Showing in the case of using the Figure 1 charging infrastructure shown in Detailed Description of the Embodiments

[0090] Figure 1 A schematic diagram showing a charging infrastructure 1 for charging and discharging an electric vehicle 2. The charging infrastructure 1 includes a real estate, which is, for example, a single-family house 3 here. The real estate includes a home energy network 4 for supplying current to an electrical load 5. In the home energy network 4, a photovoltaic device 6, a stationary electrical storage 7, and a charging point in the form of a wall box 8 are additionally integrated. In one expansion option, the storage 7 can be integrated into the photovoltaic device 6.

[0091] The home energy network 4 is connected to a public power grid or energy distribution network 10, for example, via a measuring point or a grid connection point in the form of a so-called "smart meter 9". The electric vehicle 2 can be connected to the wall box 8 for charging and discharging. If the electric vehicle 2 is connected to the wall box 8, the electric vehicle can be used as a temporary storage of the home energy network 4 within a certain range of charging and discharging parameters and charged and discharged accordingly. The wall box 8 and the electric vehicle 2 can, for example, exchange data via the standard ISO 15118-2 and / or ISO15118-20. In particular, the wall box 8 can receive charging and discharging parameters such as battery capacity, a specified or estimated departure time, a target SoC at the departure time, a maximum charging and discharging power, a minimum SoC to be observed, etc. from the electric vehicle 2.

[0092] The home energy network 4 also includes a home energy management system or HEMS 11, which is configured to control the charging and discharging process of the buffer 7, and when connected, the power battery of the electric vehicle 2 is used as a temporary buffer. The HEMS 11 is connected to at least one of the load 5, the photovoltaic device 6, the fixed buffer 7 and the wall box 8 in terms of data technology, as indicated by the dotted line. Here, the HEMS 11 can receive the charging and discharging parameters of the electric vehicle via the wall box 8 or directly from the electric vehicle 2. As currently assumed by way of example, if the grid connection point is a "smart meter" 9, the HEMS 11 can also be connected to it in terms of data technology. However, in principle, other data technology topologies can also be realized: so, for example, the smart meter 9 can be connected to the wall box 8 in terms of data technology. Instead of the smart meter 9, a private measuring device belonging to the single-family house 3 can also be used.

[0093] The HEMS 11 is further connected to at least one participant of the electricity market 12, for example at least one energy supplier, which supplies the home energy network 4 with electricity according to a determined - perhaps time-varying - electricity tariff for obtaining electricity from the energy distribution network 10 and also determines a feed-in price for feeding excess electrical energy from the home energy network 4 into the energy distribution network 10. This predicted tariff information can be transmitted to the HEMS 11 by a participant of the electricity market 12 or by the smart meter 9. The electricity market 12 can, for example, include energy suppliers, energy aggregators, energy markets, grid system service markets, external market participants, etc. as participants. The participants of the electricity market 12 can, for example, cooperate with grid operators and measuring point operators. In addition to the predicted tariff information, the participants of the electricity market 12 can also transmit information about CO for supplying a determined amount of electricity from the energy distribution network 10 to the HEMS 11. 2 The information on the predicted time course of the emission quantities (“emission information”) is transmitted to the HEMS 11 .

[0094] The HEMS 11 can generate one or more incentive tables for the electric vehicle 2 based on the prediction of consumption in the home energy network 4, the prediction of energy generation by the photovoltaic device 6 (for example, also in the case of using weather forecasts), the tariff information transmitted by the participants in the electricity market 12, and the emission information stated by the participants in the electricity market 12. The incentive tables are integrated into a group of incentive tables. The group of incentive tables formulated by the HEMS (also referred to as the "HEMS incentive table group" below) can also take into account the charge and discharge parameters transmitted by the electric vehicle 2.

[0095] Currently, the charging infrastructure 1 additionally has an external IT system 13 or is communicatively coupled to an external IT system 13, which is configured to analyze the HEMS incentive table group formulated by the HEMS 11 based on at least one additional charge and discharge-related information that is known to the external IT system 13 but unknown to the HEMS 11. For this purpose, before performing the analysis, the HEMS incentive table group is transmitted to the external IT system 13, for example, directly from the HEMS 11 or via the wall box 8. Depending on the analysis result, the external IT system 13 can release the HEMS incentive table group without modification, can formulate a modified incentive table group, or optionally can also reject the HEMS incentive table group. The charge and discharge-related information can, for example, include at least one additional ("second") charge and discharge parameter from the following set: the maximum number of wake-up processes of the electric vehicle during the connection period, the maximum frequency of wake-up processes of the electric vehicle during the connection period, at least one maximum charge and discharge activity time of the electric vehicle, and / or the maximum (bidirectional) energy flux between the wall box 8 and the electric vehicle 2 during the connection period. At least one of these second charge and discharge parameters can be related to the state of health of the power battery of the electric vehicle 2, the temperature of the power battery, the ambient temperature, etc.

[0096] In addition, the external IT system 13 can obtain at least one proprietary electricity tariff that is not available to the HEMS 11 and additionally analyze and release, modify, or perhaps reject the HEMS incentive table group based on the at least one proprietary electricity tariff. Such a proprietary electricity tariff can, for example, be purchased by the external IT system 13 on the electricity market 12 and provided to such a home energy network 4 that is contractually associated with the external IT system 13 accordingly.

[0097] The external IT system 13 can be, for example, an IT system maintained or run by the manufacturer of the electric vehicle 2. The external IT system 13 can, for example, have a web server and / or be cloud-based. The external IT system 13 can also be connected to the electric vehicle 2, the wall box 8, and / or the user terminal device 14 (such as a mobile user terminal device, such as a smartphone or a tablet) in a data-technical manner, for example, wirelessly. Thus, the user of the electric vehicle 2 can, for example, be informed about the charging and discharging process of the electric vehicle 2, enter specified values, such as specified values regarding the departure time, authorize the release, such as authorize the release of a certain charging and discharging plan, or be informed of the rejection.

[0098] For the case where the HEMS incentive table group is released by the external IT system 13 without modification, this can be notified to the HEMS 11, and the HEMS 11 then transmits the unmodified HEMS incentive table group to the electric vehicle 2.

[0099] For the case where the external IT system 13 formulates a modified incentive table group that is different from the HEMS incentive table group, the modified incentive table group is transmitted to the HEMS 11 and from there to the electric vehicle 2.

[0100] For the case where the HEMS charging and discharging plan is rejected, the electric vehicle 2 is charged and discharged, in particular, by means of a charging and discharging plan based on a previously received incentive table group. In an extended scenario, it may be possible that the first HEMS incentive table group 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 rather only the second, third, etc. HEMS incentive table groups transmitted to the external IT system 13 can be rejected by the external IT system.

[0101] In an extended scenario, it may be possible that the modified incentive table group formulated by the external IT system 13 is rejected by the HEMS 11, for example, because the incentive table group violates the regulations of the homeowner.

[0102] The electric vehicle 2 formulates a charging and discharging plan, in particular, also a charging and discharging plan adapted to the wall box 8, based on the last received incentive table group, and this charging and discharging plan is notified to the wall box 8. The electric vehicle 2 can then charge and discharge according to the charging and discharging plan.

[0103] Figure 2 Shown is a simplified possible process for charging and discharging the electric vehicle 2 in the case of using the charging infrastructure 1 shown in Figure 1 .

[0104] In step S1, the electric vehicle 2 is connected to the wall box 8 via a charging cable, for example.

[0105] Next, in step S2, the electric vehicle 2 transmits first charge / discharge parameters such as predicted departure time, ideal SoC at the departure time, minimum SoC, etc. to the wall box 8 and the external IT system 13.

[0106] In step S3, the charge / discharge parameters - perhaps together with other information such as the charge / discharge mode selected by the wall box 8, etc. - are further transmitted to the HEMS 11. Alternatively, the charge / discharge parameters can be directly transmitted to the HEMS 11 through the wall box 8 in step S2.

[0107] In step S4, the HEMS 11 receives from participants in the power market 12 such as energy suppliers the tariff-power regulations (envelope curves) for energy acquisition and energy feed-in. In step S4, the HEMS 11 additionally receives other predictions, such as weather forecasts from the weather service 15, etc.

[0108] In step S5, the HEMS 11 generates a set of (HEMS) incentive tables for the electric vehicle 2 from the information received in step S4 and perhaps the first charge / discharge parameters, and sends this set of incentive tables to the external IT system 13.

[0109] In step S6, the external IT system 13 analyzes the HEMS incentive table set, perhaps taking into account predicted tariff information and / or emission information, the proprietary electricity tariff on the power market 12, and reacts thereto, for example, by releasing, or by formulating a modified incentive table set.

[0110] In step S7, the reaction of the external IT system 13 is transmitted to the HEMS 11. If, for example, the HEMS incentive table set should be released, this can be achieved directly by transmitting the corresponding release message from the external IT system 13 to the HEMS 11 or indirectly via no reaction within a specified duration (e.g., in the sense of a timeout).

[0111] In step S8, the (directly or indirectly) released incentive table set or the modified incentive table set is transmitted from the HEMS 11 to the wall box 8 and from the wall box 8 to the electric vehicle. Alternatively, the released or modified incentive table set can be directly transmitted from the external IT system 13 to the wall box 8 or the electric vehicle 2, with or without notifying the HEMS 11.

[0112] In step S9, the electric vehicle 2 formulates a charge / discharge plan from the received incentive table set and transmits this charge / discharge plan to the wall box 8.

[0113] In step S10, the electric vehicle 2 charges and discharges on the wall box 8 according to the charge / discharge plan formulated in step S9.

[0114] In step S11, similarly to step S5, a new HEMS incentive table group is formulated by the HEMS 11, for example when changes occur in the tariff regulations, emission regulations, and / or power regulations and / or predictions such as weather forecasts, etc. Then, steps S6 to S10 can be re-run. Now, in step S6, the new HEMS incentive table group can also be simply rejected by the external IT system 13, for example because the maximum value of the wake-up process of the electric vehicle 2 has been reached and implementing a new incentive table group will result in an undesired wake-up of the electric vehicle 2.

[0115] It goes without saying that the present invention is not limited to the embodiments shown.

[0116] Therefore, one expansion scheme is that the user is notified of the charge and discharge plan to be implemented for charging and discharging. One expansion scheme is that the user can accept and / or reject the charge and discharge plan, especially the new charge and discharge plan. In one expansion scheme, the user can also confirm the automatically estimated departure time, state the departure time itself, and / or postpone the departure time.

[0117] List of reference numerals

[0118] 1 Charging infrastructure

[0119] 2 Electric vehicle

[0120] 3 Single-family house

[0121] 4 Home energy network

[0122] 5 Electrical load

[0123] 6 Photovoltaic device

[0124] 7 Electrical storage

[0125] 8 Wall box

[0126] 9 Smart meter

[0127] 10 Energy distribution network

[0128] 11 Home energy management system

[0129] 12 Power market

[0130] 13 External IT system

[0131] 14 User terminal device

[0132] 15 Weather service

[0133] S1~S11 Method steps

Claims

1. A method (S1 - S11) for charging and discharging an electric vehicle (2) at a charging point (8) of a real estate property (3), wherein the local home energy network of the real estate property is connected to a public energy distribution network. Wherein, - When the electric vehicle (2) is connected to the charging point (8) (S1), an incentive table formulation device (11) of the real estate property (3) provides a set of incentive tables including at least one incentive table for the electric vehicle (2) based at least on the electricity consumption information of the real estate property and the power supply information of the energy distribution network (S4); - The incentive table formulation device (11) transmits the set of incentive tables to an external IT system (13) (S5); - The external IT system (13) analyzes the set of incentive tables based on at least one additional piece of information related to the charging and discharging of the electric vehicle (2) (S6); and - The external IT system (13) releases, without change, the set of incentive tables sent by the incentive table formulation device (11) or formulates a modified set of incentive tables including at least one modified incentive table, in relation to the analysis result (S7); - Transmit the set of incentive tables released without change or the modified set of incentive tables to the electric vehicle (2) (S8); - The electric vehicle (2) converts the received set of incentive tables into a charging and discharging plan (S9); and - The electric vehicle (2) charges and discharges according to the charging and discharging plan (S10).

2. The method (S1 - S11) according to claim 1, Wherein, The incentive table formulation device (11) is integrated into the charging point (8) or the home energy management system (11).

3. The method (S1 - S11) according to any one of the above claims, Wherein, The set of incentive tables has: - A charging and discharging power incentive table, which includes the time history of the maximum charging and discharging power; - At least one price incentive table, which includes the time history of the price for charging and discharging the electric vehicle; and / or - At least one emission incentive table, the emission incentive table including a time history of CO emissions for charging and discharging an electric vehicle 2 emissions.

4. The method (S1 - S11) according to claim 3, Wherein, When the electric vehicle (2) is connected to the charging point (8) (S1), vehicle - specific charging and discharging parameters are transmitted from the electric vehicle (2) to the incentive table formulation device (11) and the external IT system (13) (S2), and are taken into account when formulating at least one incentive table (S5, S6).

5. The method (S1 - S11) according to any one of the above claims, Wherein, The at least one additional charging - and - discharging - related information known to the external IT system (13) but unknown to the incentive table formulation device (11) includes information belonging to the connected electric vehicle (2), especially at least one charging and discharging parameter.

6. The method (S1 - S11) according to claim 5, Wherein, The at least one additional charging - and - discharging - related information includes at least one charging and discharging parameter of the electric vehicle (2) that is unknown to the incentive table formulation device (11).

7. The method (S1 - S11) according to claim 5 or 6, Wherein, The at least one charge and discharge parameter unknown to the incentive table formulation device (11) includes at least one parameter from the following set: - At least one maximum number of wake-up processes of the electric vehicle (2) during the connection period; - The maximum frequency of the wake-up process of the electric vehicle (2) during the connection period; - At least one maximum charge and discharge activity time of the electric vehicle (2); and / or - The maximum energy flux between the charging point (8) and the electric vehicle (2) during the connection period.

8. The method (S1~S11) according to any one of claims 5 to 7, wherein, at least one of the charge and discharge parameters is related to the state of health of the power battery of the electric vehicle (2), the age of the vehicle electronic device, the external temperature, and / or the user characteristics of the user of the electric vehicle (2).

9. The method (S1~S11) according to any one of the above claims, wherein, the modified set of incentive tables formulated by the external IT system (13) can be rejected by the incentive table formulation device (11) and / or the electric vehicle (2).

10. The method (S1~S11) according to any one of the above claims, wherein, the incentive table formulation device (11) formulates a new set of incentive tables (S11) at different times during the connection period of the electric vehicle (2).

11. The method (S1~S11) according to any one of the above claims, wherein, the external IT system (13) can reject the set of incentive tables sent by the incentive table formulation device (11) in relation to the analysis result. In particular, the first set of incentive tables transmitted by the incentive table formulation device (11) to the external IT system (13) during the connection period cannot be rejected by the external IT system (13).

12. The method (S1~S11) according to any one of the above claims, wherein, the external IT system (13) obtains at least one proprietary electricity tariff and additionally analyzes the set of incentive tables based on the at least one proprietary electricity tariff (S6).

13. The method (S1~S11) according to any one of the above claims, wherein, the external IT system (13) is an IT system (13) maintained by the manufacturer of the electric vehicle (2).

14. A charging infrastructure (1) for charging and discharging an electric vehicle (2), the charging infrastructure comprising: Real estate (3) having a home energy network (4) that is connected to a public energy distribution network (10) via a grid connection point (9) and includes at least one charging point (8) provided for bidirectional charging and discharging of the electric vehicle (2), the charging point being capable of receiving charge and discharge parameters from the electric vehicle (2) connected to the charging point; and An incentive table formulation device (11) configured to provide a set of incentive tables including at least one incentive table for the electric vehicle (2) based at least on the electricity consumption information of the real estate (3) and the power supply information of the energy distribution network (10), and transmit the set of incentive tables to the external IT system (13); The external IT system (13) is configured to analyze an incentive table set based on at least one additional piece of information related to the charging and discharging of the electric vehicle (2), and to release, without modification and in relation to the analysis result, the incentive table set sent by the incentive table creation device (11) or to create a modified incentive table set including at least one modified incentive table; The incentive table creation device (11) is further configured to transmit the incentive table set released without modification or, if available, the modified incentive table set to the electric vehicle (2).

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