Charging of electric vehicle at charging point of real estate

Abstract

The invention relates to a method for charging an electric vehicle (2) at a charging point (8) of a real estate (3) equipped with a residential energy management system (11), in which, when the electric vehicle (2) is connected to the charging point (8), charging parameters are transmitted from the electric vehicle (2) to the residential energy management system (11) and to an external IT system associated with the electric vehicle (2), the residential energy management system (11) creates a charging plan for the electric vehicle (2) on the basis of at least the charging parameter, consumption information of the real estate (3) and tariff information of at least one energy vendor, the residential energy management system (11) transmitting the charging plan to an external IT system (13), the external IT system (13) analyzes the charging plan on the basis of at least one further charging parameter of the electric vehicle (2) that is not transmitted from the electric vehicle (2) to the charging point, and the external IT system (13) approves the charging plan sent by the residential energy management system (11) without changing according to the result of the analysis, creates a new charging plan or rejects the charging plan sent by the residential energy management system (11), and if the charging plan is approved without changing, the new charging plan is created or the charging plan sent by the residential energy management system (11) is rejected. If a new charging plan is created, the electric vehicle (2) is charged by means of an unaltered approved charging plan, if a new charging plan is created, the electric vehicle (2) is charged by means of a new charging plan, and if the charging plan is rejected, the electric vehicle (2) is charged by means of a previously effective charging plan.

Description

Field of the Invention

[0001] The present invention relates to a method for charging an electric vehicle at a charging point of a property equipped with a residential energy management system, wherein when the electric vehicle is connected to the charging point, charging parameters are transmitted from the electric vehicle to the residential energy management system and the residential energy management system creates a charging plan for the electric vehicle based on the charging parameters transmitted from the electric vehicle, consumption information of the property and tariff information of at least one energy supplier. The present invention also relates to a charging infrastructure for charging an electric vehicle, which is arranged to implement this method. The present invention can be particularly advantageously applied to single-family houses, especially single-family houses having one or more wall-mounted charging stations (Wallbox) as charging points and especially having a photovoltaic system. Background Art

[0002] DE 102009036816 A1 discloses methods and devices for controlling charging stations for electric vehicles. To minimize peak power requirements, at least two charging stations are combined into a group, actual charging parameters are exchanged within each charging station in the group, a load prediction for the group is created at least based on the actual charging parameters, and target charging parameters for each charging station in the group are determined based on the load prediction.

[0003] DE 102013010774 A1 discloses a method for operating a charging station 2 for an electric vehicle, wherein a maximum design value of a charging current or a charging power is determined, the determined maximum design value of the charging current or the charging power is transmitted to the electric vehicle electrically coupled to the charging station, a first time interval is determined at least based on the maximum design value, and the electric vehicle is charged with the maximum design value of the charging current during the first time interval. To increase the service life of the charging station, a reduced design value of the charging current and a second time interval are determined, wherein the second time interval determines the duration during which the charging current or the charging power must not 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 interval.

[0004] DE 102018202755 A1 discloses a method for matching 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 created for at least one motor vehicle by a control device of the grid, which charging prediction specifies in which future charging time period the motor vehicle is expected to exchange electrical energy with the grid; the time profile of the power demand present in the grid is estimated based on the respective charging prediction; the time profile of the power supply in the grid is determined; and for at least one charging time period in which the power supply is identified as being 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] US 2017 / 0136894 A1 discloses methods, devices, and systems for communication exchange between a vehicle and a charging system. The communication exchange may include a charging request message sent or received by the vehicle that defines charging details, such as charging type, charging location, charging orientation, and / or other information corresponding to the charging request of the requesting vehicle. The charging system may respond to the charging request message by accepting or rejecting the vehicle charging request. In response to accepting the request message, the charging system provides charging for the vehicle according to the charging details.

[0006] US 2017 / 0140603 A1 discloses a system for vehicle fleet management, which system includes: a base management system configured to enable one or more fleet vehicles to receive vehicle services, wherein the base management system includes a database, a communication module, and an analysis module, and wherein the communication module communicates with the one or more fleet vehicles, the analysis module, and the database; one or more fleet vehicles, wherein each fleet vehicle includes a vehicle database and is respectively configured to receive charging services and transmit the vehicle charging status to the communication module; at least one fleet service station configured to transmit a charging price to the communication module and provide a charging service at the charging price; wherein the analysis module receives the charging price and determines whether to select the at least one fleet service station to provide a charging service for at least one fleet vehicle operating in an undercharged state; and wherein when the analysis module selects the at least one fleet service station, the at least one fleet service station provides a charging service for the at least one fleet vehicle operating in an undercharged state. SUMMARY OF THE INVENTION

[0007] The object of the present invention is to at least partially overcome the disadvantages of the prior art and in particular to provide an improved possibility for providing bidirectional charging for electric vehicles at a charging point connected to a residential energy network of a property.

[0008] This task is solved according to the features of the independent claims. Preferred embodiments can be derived in particular from the dependent claims.

[0009] This task is solved by a method for charging an electric vehicle at a charging point in a property equipped with an energy management system ("residential energy management system"), wherein

[0010] - when the electric vehicle is connected to the charging point, charging parameters are transmitted from the electric vehicle to the residential energy management system (hereinafter also referred to as "HEMS") and an external IT system associated with the electric vehicle,

[0011] - the residential energy management system creates a charging plan for the electric vehicle based at least on the charging parameters, consumption information of the property, and tariff information of at least one energy supplier,

[0012] - the residential energy management system transmits the charging plan to the external IT system,

[0013] - the external IT system analyzes the charging plan based on at least one additional charging parameter of the electric vehicle that has not been transmitted from the electric vehicle to the charging point, and

[0014] - the external IT system approves the charging plan sent by the residential energy management system unchanged, creates a new charging plan, or rejects the charging plan sent by the residential energy management system based on the result of the analysis,

[0015] wherein

[0016] - if the charging plan is approved unchanged, the electric vehicle is charged by means of the approved unchanged charging plan,

[0017] - if a new charging plan is created, the electric vehicle is charged by means of the new charging plan, and / or

[0018] - if the charging plan is rejected, the electric vehicle is charged by means of the hitherto valid charging plan.

[0019] The method has the advantage that the charging plan for the electric vehicle created by the residential energy management system (HEMS) can be analyzed by the entity "external IT system" as to whether it is reasonable or whether it should be replaced by a better charging plan created by the external IT system, taking into account at least one additional charging parameter of the electric vehicle that has not been transmitted from the electric vehicle to the charging point when creating the better charging plan. Thus, the external IT system has more information related to the charging of the electric vehicle than the HEMS and can use this additional information to construct a better charging plan than the residential energy management system.

[0020] Electric vehicles generally include a drive battery for driving the electric vehicle. The electric vehicle can be, for example, a hybrid vehicle, a PHEV, or a fully electric drive vehicle, a BEV. The electric vehicle can be charged via a charging cable and / or inductively. The charging point can be a charging station, such as a wall-mounted charging pile, or an inductive charging parking space. One design concept is that the charging point and the electric vehicle are arranged to charge and discharge the drive battery of the electric vehicle, which can also be referred to as "bidirectional charging", and the charging plan specifies charging and discharging according to demand. In particular, the drive battery of the electric vehicle can thus be used as an electrical energy storage for the property's HEMS-controlled power or energy network ("residential energy network") during the connection period when the electric vehicle is connected to the charging point, for example, in the sense of the so-called V2H ("vehicle-to-home") concept and / or the so-called V2G ("vehicle-to-grid") concept.

[0021] The residential energy network is generally connected to the public energy supply network via a meter at or as the network connection point. One expansion concept is that the meter is a smart meter (the so-called "Smart Meter"), through which, in one variant, data such as power consumption or power flow can also be transmitted to the property, for example, to the HEMS and / or the wall-mounted charging pile. If the meter is only accessible by the energy supplier or the measurement point operator, there can additionally be at least one local (private) energy device / meter (especially a measuring device in series with the traditional meter topology) to provide the property with information about the current power flow.

[0022] The charging parameters transmitted from the electric vehicle to the external IT system can also be regarded as or called the charging parameters of the first set of charging parameters or "first" charging parameters. The "additional" charging parameters that are not transmitted from the electric vehicle to the charging point (based on which the external IT system analyzes the HEMS charging plan) can also be regarded as or called the charging parameters of the second set of charging parameters or "second" charging parameters.

[0023] One expansion concept is that the property is a private residence, especially a single-family house.

[0024] Generally, electrical appliances such as kitchen appliances, washing and care equipment, lamps, media devices, boilers, air conditioners, etc. are connected to the residential energy network of the property.

[0025] One expansion concept is that at least one power generation device for generating electrical energy, such as a photovoltaic system, a wind turbine, and / or a geothermal system, etc., is connected to the residential energy network of the property.

[0026] One expansion concept is that at least one fixed electrical energy storage is connected to the residential energy network of the property for temporarily storing electrical energy.

[0027] HEMS is particularly used to predict and optimize the energy demand for a residential energy network, so as to particularly well meet at least one predetermined goal, such as low purchase cost from a public power supply network, environmentally friendly power generation, etc. If an electric vehicle is connected to the residential energy network as a buffer, especially for a relatively long period of time, optimization can already be carried out. Because sometimes when electrical energy can be purchased particularly cheaply from the public power supply network, for example, the drive battery can be charged, and the drive battery can be discharged so as to, for example, reduce the energy purchased by the residential energy network from the public power supply network at high electricity prices and / or sometimes feed the excess energy from the residential energy network into the public power supply network when the relevant remuneration is relatively high. When there is at least one power generation device and at least one fixed electrical energy storage, the optimization or management of electrical equipment connected to the residential energy network can be advantageously carried out particularly effectively. The prediction data that may be used by HEMS for optimization may include, for example, typical electricity prices at the time of purchasing from and / or feeding into the public power supply network, which are related to the time of day, weather forecasts, power consumption forecasts for electrical appliances connected to the residential energy network obtained from historical data, etc.

[0028] However, HEMS cannot freely and specifically match the charging and discharging of the drive battery of the electric vehicle with the demand of the residential energy network, but creates a charging plan (i.e., the planned variation curve of the charging and discharging current between the charging point and the electric vehicle during the connection period of the electric vehicle), and this charging plan also takes into account the "first" charging parameters of the electric vehicle, and the first charging parameters are transmitted to HEMS from the electric vehicle, for example, directly via a radio interface (such as LTE or WLAN) or indirectly via a charging point, for example, in the case of using data exchange conforming to ISO 15118-20. Such first charging parameters generally include information about the desired or possible departure time, the desired state of charge ("target state of charge (SoC)") or the corresponding current at the departure time, the state of charge that must not be lower than ("minimum SoC"), and the maximum and / or minimum charging and / or discharging power.

[0029] The transmission of these charging parameters from the electric vehicle to an external IT system may include: the transmission of these charging parameters from the electric vehicle directly via a radio interface (such as LTE or WLAN and further through the Internet) or indirectly through a charging point and / or HEMS. It is also possible that some charging parameters are already stored in the external IT system linked to the vehicle ID (such as the minimum SoC and the maximum and / or minimum charging and / or discharging current), and the vehicle ID is also transmitted to the external IT system together with the departure time and the target SoC.

[0030] In an extended scenario, the "association" of an external IT system with an electric vehicle includes: The external IT system is an IT system different from the HEMS. This IT system stores additional charging parameters of the electric vehicle and other electric vehicles in a vehicle fleet and can analyze charging plans, etc. for the electric vehicles in the vehicle fleet as described above. In particular, the external IT system can be an IT system maintained by the manufacturer of the electric vehicle. The external IT system can provide analyses, etc. to the HEMS and / or the electric vehicle as a service and is correspondingly associated as a service provider.

[0031] The connection of the electric vehicle to a charging point can include: The electric vehicle is connected to the charging point via a charging cable or inductively.

[0032] The consumption information of the property can in particular include the energy consumption prediction of electrical appliances connected to the residential energy network and, if necessary, the prediction of the electrical power generated by the at least one generator connected to the residential energy network and / or the storage capacity, etc.

[0033] The tariff information of the energy supplier can be transmitted directly from the energy supplier to the HEMS, or if there is a smart meter at the grid connection point, it can be transmitted from the smart meter to the HEMS.

[0034] The HEMS can transmit the charging plan directly or indirectly (e.g., via the charging point) to the external IT system.

[0035] The external IT system analyzes the charging plan based on at least one additional charging parameter of the electric vehicle that has not been transmitted from the electric vehicle to the charging point, i.e., analyzes based at least on additional information related to the charging of the electric vehicle that is not available to the HEMS. Then, for example, a new charging plan can be created by the external IT system, compared with the charging plan from the HEMS, and subsequently, for example, it can be analyzed which charging plan is more suitable for charging the electric vehicle.

[0036] Especially when the charging plan created by the external IT system is inappropriate or less appropriate compared to the charging plan created by the HEMS, it is crucial that the external IT system approves the charging plan transmitted by the HEMS unchanged according to the analysis results. In this case, for example, the external IT system can provide no feedback or transmit clear approval information to the HEMS and / or the charging point.

[0037] If the external IT system determines that the new charging plan created by it is more suitable than the charging plan created by the HEMS, then, for example, the new charging plan is transmitted to the HEMS and / or the charging point. Whether a new charging plan is created can also depend on whether the charging plan previously created by the HEMS is allowed by the said additional charging parameters.

[0038] For example, if the charging plan transmitted by the HEMS is not allowed by the additional charging parameters or violates the charging boundary conditions constructed based on the additional charging parameters, the charging plan transmitted by the HEMS can be rejected, for example.

[0039] One design is that the at least one additional or second charging parameter includes at least one parameter from the following group:

[0040] - At least one maximum number of wake-up processes of the electric vehicle, in particular its electronic devices, during the connection period,

[0041] - The maximum frequency of the wake-up processes of the electric vehicle, in particular its electronic devices, during the connection period, and / or

[0042] - The maximum energy flux between the charging point and the electric vehicle during the connection period. Limiting the maximum number and / or frequency of wake-up processes advantageously limits the load generated by the vehicle's electronic devices due to their startup (e.g., from a dormant or standby state). Therefore, the energy consumption of the vehicle's electronic devices is also advantageously limited. The wake-up process can occur, for example, when (a) renegotiating (i.e., so-called "Re-Negociations") changes to the charging plan with the charging point or the HEMS; (b) when charging or discharging the drive battery, etc. Limiting the number and / or frequency of wake-up processes can be implemented, for example, such that the number of new charging plans allowed for the electric vehicle during the connection period is limited and / or the number of charging and discharging phases specified in the charging plan after the corresponding downtime is limited.

[0043] One design 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 generated by renegotiating the charging plan. For example, renegotiating the charging plan can be understood as creating a new charging plan (e.g., because certain predictions such as electricity prices have changed since the construction of the previous charging plan) and coordinating or negotiating this charging plan with the electric vehicle in order to replace the previous charging plan. For renegotiation, the vehicle's electronic devices in their dormant or standby state must be started or woken up.

[0044] One design 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 during the charging process during the execution of the charging plan. Thereby, the number of wake-up processes during the execution of the charging plan itself is advantageously limited. Here, it is taken into account that the charging plan - especially in the case of a long connection period of the vehicle - can have charging downtime during which charging (i.e., charging and discharging) should not be performed. During these charging downtimes, the vehicle's electronic devices are usually in their dormant or standby state. With this design, too frequent switching between charging phases and non-charging phases is prevented.

[0045] One design aspect is to specify the maximum number of wake-up processes until the departure time of the electric vehicle, for example, specifying a maximum of five wake-up phases until the departure time. Alternatively or additionally, the maximum number of wake-up processes per time period, every 8 hours, every 12 hours, or every 24 hours can be specified.

[0046] One expansion aspect is that the maximum number of wake-up processes is between four and ten, especially between five and seven, especially five times.

[0047] One expansion aspect is that the maximum number of wake-up processes and / or the maximum energy flux represent the maximum value during a predetermined time range, for example, the maximum number during one day, half a day, or a fraction or multiple of a day.

[0048] One expansion aspect is that the maximum frequency of wake-up processes is between one and two times per hour, especially one wake-up process per hour.

[0049] Limiting the energy flux between the charging point and the electric vehicle during the connection period advantageously protects the drive battery of the electric vehicle. The energy flux can especially be understood as the electrical energy, power, or current flow exchanged without considering the current direction between the charging point and the electric vehicle.

[0050] One design aspect is that at least one of the additional charging parameters depends on the state of health (also known as SoH, "State-of-Health") of the drive battery of the electric vehicle. This helps to further protect the vehicle components under load during charging, especially the drive battery itself. Thus, for example, if the SoH of the drive battery is relatively low (e.g., based on its lifespan, a large number of rapid charging processes, etc.), the maximum energy flux can be reduced.

[0051] In addition to or instead of the state of health, at least one of the additional or second charging parameters can depend on at least one other influencing parameter, such as depending on the lifespan of the vehicle electronics, the outside temperature, the hardware and / or software updates performed, and / or the user behavior of the user of the electric vehicle, etc. To provide the additional influencing parameters and, if necessary, the influencing variables thereof, 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 to determine and, if necessary, also change / update the at least one additional charging parameter.

[0052] One design aspect is that the new charging plan created by the external IT system is transmitted from the external IT system to the HEMS and from the HEMS to the charging point.

[0053] One design aspect is that a new charging plan created by an external IT system can be rejected by the HEMS. This has the following advantage: It can prevent an electric vehicle from being charged according to a charging plan that is unfavorable or unwanted for the operator of the property (such as the homeowner). This design aspect can include that a new charging plan created by an external IT system can be automatically rejected by the HEMS. Alternatively, the charging plan can be accepted or rejected by the operator of the property after being queried (such as via a user terminal device). An extended aspect is that the external IT system submits the new charging plan it creates to the operator of the property for acceptance or rejection (such as via a user terminal device) and only transmits it to the HEMS after acceptance. The HEMS then either is bound by the acceptance situation of the operator of the property or can still reject the new charging plan.

[0054] One design aspect is that a new charging plan created by an external IT system is transmitted from the external IT system to the charging point. The charging point can then charge the electric vehicle according to the new charging plan, that is, selectively charge or discharge. Then in an extended aspect, confirmation by the HEMS is not required. This design aspect can even be implemented such that the new charging plan can be not notified to the HEMS.

[0055] One design aspect is that the HEMS creates a charging plan for an electric vehicle at different times during the connection period. This is advantageous because it is possible to take into account the changing boundary conditions used when creating the previous charging plan. Such changing boundary conditions can include, for example, changing electricity prices, changing weather forecasts, etc. This method can be re-executed for each charging plan created by the HEMS.

[0056] One design aspect is that the first charging plan transmitted from the HEMS to the external IT system during the connection period cannot be rejected by the external IT system. Thus, it is advantageously ensured that the electric vehicle is charged.

[0057] One design solution is that an external IT system provides at least one proprietary electricity price and additionally analyzes, approves, re-creates, or rejects a charging plan based on the at least one proprietary electricity price. Here, it is possible to advantageously provide an electricity price through the external IT system that may be more favorable than the electricity price provided only by the HEMS. For example, because the external IT system, together with many electric vehicles it manages, may have a better market position and / or a wider range of tariff options than the HEMS. The external IT system can then, in particular, provide the proprietary electricity price together with a new charging plan to the HEMS and / or the charging point, charging a fee if necessary. Therefore, the "proprietary" electricity price particularly refers to the electricity price provided to the external IT system (rather than the HEMS) for charging the electric vehicles associated with it. The "proprietary" electricity price can in particular be an electricity price specifically negotiated by the external IT system. The external IT system can, for example, purchase this proprietary electricity price in the energy market, the network system service market for stabilizing the network, etc.

[0058] The above task is also solved by a charging infrastructure for charging electric vehicles, which is configured to implement the above method. This charging infrastructure can be constructed similarly to the above method and vice versa, and has the same advantages.

[0059] One design solution is that the charging infrastructure includes:

[0060] - A property with a residential energy network, which is connected to the public energy supply network through a network connection point, and the residential energy network includes at least one charging point configured for bidirectional charging of electric vehicles, and this charging point can receive charging parameters from the electric vehicles connected to it.

[0061] - A HEMS, which is configured to control at least one electrical energy storage device connected to the residential energy network based on the current usage information in the residential energy network and the tariff information about the electrical energy flowing through the network connection point, and the HEMS is also configured to use the electric vehicles connected to the at least one charging point as energy storage devices of the residential energy network and create a charging plan for controlling the bidirectional charging of the electric vehicles.

[0062] - An external IT system communicatively coupled to the HEMS, which is configured to analyze the charging plan created by the HEMS based on at least one additional charging parameter of the electric vehicle that is not transmitted from the electric vehicle to the charging point and, according to the result of the analysis, approve the charging plan sent by the residential energy management system unchanged, create a new charging plan, or reject the charging plan sent by the residential energy management system.

[0063] Wherein,

[0064] - If the charging plan is approved unchanged, the electric vehicle can be charged by means of the unchanged approved charging plan.

[0065] - If the charging plan has been modified, the electric vehicle can be charged by means of the new charging plan, and

[0066] - If the charging plan has been rejected, the electric vehicle can be charged by means of the hitherto valid charging plan.

[0067] One design concept is that the residential energy management system is an independent component of the charging infrastructure. The residential energy management system can be implemented, for example, on a data processing device of a property or a residential energy network, for example by corresponding programming. However, the residential energy management system can also be an external entity, such as a network server or a cloud computer, that is communicatively coupled to the property, for example.

[0068] One design concept is that the residential energy management system is integrated into the charging point. The charging point then includes the function(s) of the residential energy management system.

[0069] One design concept is that the charging infrastructure has a smart meter at the network connection point, and the residential energy management system is integrated into the smart meter. The smart meter can then, for example, create a charging plan and transmit it to the wall-mounted charging pile. Description of the Drawings

[0070] The above-described features, characteristics, and advantages of the present invention and the manner in which they are achieved can be understood more clearly and distinctly in connection with the following schematic illustration of embodiments, which are described in detail in conjunction with the accompanying drawings.

[0071] Figure 1 A simplified diagram of a charging infrastructure for charging an electric vehicle is shown; and

[0072] Figure 2 A simplified possible process for charging an electric vehicle using the Figure 1 shown charging infrastructure is shown. Detailed Description of the Embodiments

[0073] Figure 1 A simplified diagram of a charging infrastructure 1 for charging an electric vehicle 2 is shown. The charging infrastructure 1 includes a property, which is here exemplarily a single-family house 3 that has a residential energy network 4 for supplying current to electrical appliances 5. In addition, a photovoltaic system 6, a stationary electrical energy storage 7, and a charging point in the form of a wall-mounted charging pile 8 are integrated into the residential energy network 4. In an extended version, the energy storage 7 can be integrated into the photovoltaic system 6.

[0074] The residential energy network 4 is here exemplarily connected to the public power grid or the energy supply network 10 via measurement points or network connection points in the form of so-called "smart meters" 9. The electric vehicle 2 can be connected to the wall-mounted charging station 8 for charging. If the electric vehicle 2 is connected to the wall-mounted charging station 8, the electric vehicle can be used as a buffer for the residential energy network 4 within a certain range of charging parameters and can be charged and discharged accordingly. The wall-mounted charging station 8 and the electric vehicle 2 can exchange data, for example, via the ISO 15118-20 standard. In particular, the wall-mounted charging station 8 can receive charging parameters from the electric vehicle 2, such as the battery capacity, the specified or estimated departure time, the target SoC at the departure time, the maximum charging power, the minimum SoC to be adhered to, etc.

[0075] The residential energy network 4 further includes a residential energy management system, or HEMS 11, which is provided for controlling the charging and discharging processes of the buffer 7 and the charging and discharging processes of the drive battery of the electric vehicle 2 that is used as a buffer when connected. The HEMS 11 is connected in terms of data technology (if possible) to at least one electrical appliance 5, a photovoltaic system 6, a stationary buffer 7, and the wall-mounted charging station 8, as shown by the dashed lines. Here, the HEMS 11 can receive its charging parameters either via the wall-mounted charging station 8 or also directly from the electric vehicle 2. If the network connection point is a "smart meter" 9 (as assumed in the current exemplary case), the HEMS 11 can also be connected to it in terms of data technology. In principle, however, other data technology topologies can also be implemented: Thus, the smart meter 9 can, for example, be connected to the wall-mounted charging station 8 in terms of data technology. Instead of the smart meter 9, private measuring devices available in the single-family house 3 can also be used.

[0076] In addition, the HEMS 11 is connected to at least one participant in the power market 12, such as at least one energy supplier, which supplies power to the residential energy network 4 according to a specific (possibly time-varying) electricity price purchased from the energy supply network 10 and also determines the feed-in price for feeding the excess electrical energy of the residential energy network 4 into the energy supply network 10. The tariff information can be transmitted to the HEMS 11 by the participants in the power market 12 or by the smart meter 9. The participants in the power market 12 can be, for example, energy suppliers, energy aggregators, energy markets, network system service markets, external market participants, etc. The participants in the power market 12 can cooperate with, for example, network operators and measurement point operators.

[0077] The HEMS 11 can construct a charging plan (including charging and discharging) for the buffer 7 and the electric vehicle 2 until the estimated departure time based on the prediction of the consumption in the residential energy network 4, the prediction of the power generation of the photovoltaic system 6 (also in the case of using weather prediction, for example), and the tariff information transmitted by the participants in the power market 12, so as to affect the current passing through the smart meter 9 to optimize at least one predetermined objective, such as optimizing the cost. The charging plan for the electric vehicle 2 created by the HEMS 11 (hereinafter also referred to as the "HEMS charging plan") also takes into account the charging parameters transmitted by the electric vehicle 2 as the charging boundary conditions. The charging plan for the electric vehicle 2 can be transmitted by the HEMS 11 to the wall-mounted charging pile 8, for example, and the wall-mounted charging pile then executes the charging plan together with the electric vehicle 2.

[0078] 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 charging plan created by the HEMS 11 based on at least one additional charging parameter of the electric vehicle 2. The at least one additional charging parameter is known to the external IT system 13 but is not transmitted from the electric vehicle 2 to the wall-mounted charging pile 8. For this purpose, before the analysis, the HEMS charging plan is transmitted to the external IT system 13, for example, directly from the HEMS 11 or via the wall-mounted charging pile 8. According to the result of the analysis, the external IT system 13 can approve the HEMS charging plan unchanged, create a new charging plan (hereinafter also referred to as the EIS ("Externes IT-System") charging plan without loss of generality), or reject the HEMS charging plan. The at least one additional charging parameter can include at least one parameter from the following group: the maximum number of wake-up processes of the electric vehicle during the connection period, the maximum frequency of the wake-up processes of the electric vehicle during the connection period, and / or the maximum (bidirectional) energy flux between the wall-mounted charging pile 8 and the electric vehicle 2 during the connection period. At least one of the additional charging parameters can depend on the health state of the drive battery of the electric vehicle 2, its temperature, the ambient temperature, etc.

[0079] In addition, the external IT system 13 can provide at least one proprietary electricity price that is not available to the HEMS 11 and additionally analyze and approve, change, or reject the EIS charging plan based on the at least one proprietary electricity price. The proprietary electricity price can be purchased by the external IT system 13 on the power market 12 and provided to such a residential energy network 4 that is contractually connected to the external IT system 13 accordingly.

[0080] The external IT system 13 can for example be 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-mounted charging station 8, and / or the user terminal device 14, for example a mobile user terminal device such as a smartphone or a tablet, in terms of data technology, for example wirelessly.

[0081] If the HEMS charging plan is approved unchanged by the external IT system 13, this can be notified to the HEMS 11 and / or the wall-mounted charging station 8, and the electric vehicle 2 is then charged and, if necessary, discharged with the HEMS charging plan that has been approved unchanged.

[0082] If the external IT system 13 creates an EIS charging plan that is different from the HEMS charging plan, the EIS charging plan can be transmitted directly to the wall-mounted charging station 8 or first to the HEMS 11 and further transmitted from the HEMS 11 to the wall-mounted charging station 8. The electric vehicle 2 is then charged and, if necessary, discharged with the EIS charging plan.

[0083] If the HEMS charging plan is rejected, the electric vehicle 2 is charged with the previously effective charging plan that was executed before the rejected HEMS charging plan.

[0084] In an extended scenario, it is possible that the EIS charging plan created by the external IT system 13 is rejected by the HEMS 11, for example because it violates the homeowner's regulations.

[0085] In an extended scenario, it is possible that the first HEMS charging plan transmitted from the HEMS 11 to the external IT system 13 during the connection period of the electric vehicle 2 cannot be rejected by the external IT system 13, but only the second, third, etc. HEMS charging plans transmitted to the external IT system 13 can be rejected.

[0086] Figure 2 Shows a simplified possible process for charging the electric vehicle 2 when using Figure 1 the charging infrastructure 1 shown.

[0087] In step S1, the electric vehicle 2 is connected to the wall-mounted charging station 8, for example via a charging cable.

[0088] Then, in step S2, the electric vehicle 2 transmits charging parameters, such as the expected departure time, the target SoC at the departure time, the minimum SoC, etc., to the wall-mounted charging pile 8 and the external IT system 13. In step S3, the charging parameters (optionally together with additional information, such as the charging mode selected by the wall-mounted charging pile 8, etc.) are further transmitted to the HEMS 11. Alternatively, in step S2, the charging parameters can be directly transmitted to the HEMS 11 through the wall-mounted charging pile 8.

[0089] In step S4, the HEMS 11 receives the tariffs and power regulations (envelope curve) for energy purchase and feed-in from one of the participants in the power market 12, such as an energy supplier.

[0090] In step S5, the HEMS 11 generates a HEMS charging plan for the electric vehicle 2 and sends it to the external IT system 13.

[0091] In step S6, the external IT system 13 analyzes the HEMS charging plan and responds to it, for example, by approving or creating an EIS charging plan.

[0092] In step S7, the response of the external IT system 13 is transmitted to the HEMS 11. For example, if the HEMS charging plan should be approved, this can be done directly by transmitting the corresponding approval message from the external IT system 13 to the HEMS 11 or indirectly by not responding within a predetermined duration (e.g., in the sense of a timeout).

[0093] In step S8, the approved (directly or indirectly) HEMS charging plan or the new EIS charging plan is transmitted from the HEMS 11 to the wall-mounted charging pile 8. Alternatively, the approved HEMS charging plan or the new EIS charging plan can be directly transmitted from the external IT system 13 to the wall-mounted charging pile 8, and more precisely, it is transmitted with or without notifying the HEMS 11.

[0094] In step S9, the electric vehicle 2 is now charged at the wall-mounted charging pile according to the HEMS charging plan or the EIS charging plan.

[0095] In step S10, for example, when the tariffs and power regulations and / or predictions (such as weather predictions, etc.) change, the HEMS 11 creates a new HEMS charging plan similar to step S5. Then, steps S6 to S9 can be re-executed, where, in step S6, the new HEMS charging plan can also be simply rejected by the external IT system 13, for example, because the maximum number of wake-up processes of the electric vehicle 2 has been reached and implementing the new charging plan will cause the electric vehicle to be woken up.

[0096] Of course, the present invention is not limited to the embodiments shown.

[0097] Therefore, an extended solution lies in notifying the user of the charging plan to be implemented for charging. An extended solution lies in that the user can accept and / or reject the charging plan, especially a new charging plan. In an extended solution, the user can also confirm the automatically estimated departure time, specify the departure time by himself / herself and / or postpone the departure time.

[0098] List of reference numerals

[0099] 1 Charging infrastructure

[0100] 2 Electric vehicle

[0101] 3 Single-family house

[0102] 4 Residential energy network

[0103] 5 Electrical appliance

[0104] 6 Photovoltaic system

[0105] 7 Electrical storage

[0106] 8 Wall-mounted charging pile

[0107] 9 Smart meter

[0108] 10 Energy supply network

[0109] 11 Residential energy management system

[0110] 12 Power market

[0111] 13 External IT system

[0112] 14 User terminal device

[0113] S1 - S10 Method steps

Claims

1. A method (S1 to S10) for charging an electric vehicle (2) at a charging point (8) of a property (3) equipped with a residential energy management system (11), wherein, when the electric vehicle (2) is connected to the charging point (8), charging parameters are transmitted from the electric vehicle (2) to the residential energy management system (11) and an external IT system (13) associated with the electric vehicle (2), the residential energy management system (11) creates a charging plan for the electric vehicle (2) based at least on the charging parameters transmitted from the electric vehicle (2), consumption information of the property, and tariff information of at least one energy supplier, the residential energy management system (11) transmits the charging plan to the external IT system (13), the external IT system (13) analyzes the charging plan based on at least one additional charging parameter of the electric vehicle (2) that has not been transmitted from the electric vehicle (2) to the charging point (8), and the external IT system (13) approves the charging plan sent by the residential energy management system (11) unchanged, creates a new charging plan, or rejects the charging plan sent by the residential energy management system (11) according to the result of the analysis, wherein, if the charging plan is approved unchanged, the electric vehicle (2) is charged by means of the approved unchanged charging plan, if a new charging plan is created, the electric vehicle (2) is charged by means of the new charging plan, and if the charging plan is rejected, the electric vehicle (2) is charged by means of the hitherto effective charging plan.

2. The method (S1-S10) according to claim 1, wherein, The at least one additional charging parameter includes at least one parameter from the following group: at least one maximum number of wake-up processes of the electric vehicle (2) during the connection period, the maximum frequency of wake-up processes of the electric vehicle (2) during the connection period, and / or the maximum energy flux between the charging point (8) and the electric vehicle (2) during the connection period.

3. The method (S1 - S10) according to claim 2, wherein, At least one of the additional charging parameters depends on the health state of the drive battery of the electric vehicle (2), the life of the vehicle electronics, the outside temperature, and / or the user behavior of the user of the electric vehicle (2).

4. The method (S1 - S10) according to any one of the preceding claims, wherein, The new charging plan created by the external IT system (13) is transmitted from the external IT system (13) to the residential energy management system (11) and from the residential energy management system (11) to the charging point (8).

5. The method (S1-S10) according to any one of the preceding claims, wherein, The new charging plan created by the external IT system (13) can be rejected by the residential energy management system (11).

6. The method (S1 - S10) according to any one of claims 1 to 3, wherein, The new charging plan created by the external IT system (13) is transmitted from the external IT system (13) to the charging point (8).

7. The method (S1 - S10) according to any one of the preceding claims, wherein, The residential energy management system (11) creates charging plans for the electric vehicle (2) at different times during the connection period.

8. The method (S1-S10) according to any one of the preceding claims, wherein, The first charging plan transmitted from the residential energy management system (11) to the external IT system (13) during the connection period cannot be rejected by the external IT system (13).

9. The method (S1 - S10) according to any one of the preceding claims, wherein, The external IT system (13) provides at least one proprietary electricity price and additionally analyzes the charging plan based on the at least one proprietary electricity price.

10. The method (S1-S10) according to any one of the preceding claims, wherein, The external IT system (13) is an IT system (13) maintained by the manufacturer of the electric vehicle (2).

11. A charging infrastructure (1) for charging an electric vehicle (2), comprising: A property (3) having a residential energy network (4), the residential energy network being connected to a public energy supply network (10) via a network connection point (9), and the residential energy network including at least one charging point (8) arranged for bidirectional charging of the electric vehicle (2), the charging point being capable of receiving charging parameters from the electric vehicle (2) connected thereto, A residential energy management system (11), the residential energy management system being arranged to control at least one electrical energy storage (2, 6) connected to the residential energy network (4) based on current usage information in the residential energy network (4) and tariff information regarding the electrical energy flowing through the network connection point (9), and the residential energy management system being further arranged to use the electric vehicle (2) connected to the at least one charging point (8) as an energy storage of the residential energy network (4) and create a charging plan for controlling the bidirectional charging of the electric vehicle (2), An external IT system (13) communicatively coupled to the residential energy management system (11), the external IT system being arranged to analyze the charging plan created by the residential energy management system (11) based on at least one additional charging parameter of the electric vehicle (2) that has not been transmitted from the electric vehicle (2) to the charging point (8) and approve, without modification, the charging plan sent by the residential energy management system (11), create a new charging plan or reject the charging plan sent by the residential energy management system (11) according to the result of the analysis, wherein, if the charging plan is approved without modification, the electric vehicle (2) can be charged by means of the approved charging plan without modification, if the charging plan is modified, the electric vehicle (2) can be charged by means of the new charging plan, and if the charging plan is rejected, the electric vehicle (2) can be charged by means of the hitherto effective charging plan.

12. The charging infrastructure (1) according to any one of the preceding claims, wherein, The residential energy management system (11) is an independent component of the charging infrastructure (1).

13. The charging infrastructure according to claim 11, wherein, The residential energy management system (11) is integrated into the charging point.

14. The charging infrastructure according to claim 11, wherein, The charging infrastructure has a smart meter at the network connection point (9), and the residential energy management system (11) is integrated into the smart meter.

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