Method and system for charging electric vehicle

Abstract

The invention relates to a method for charging an electric vehicle (EV) at a charging point, in which, during a connection period of the electric vehicle (EV) with the charging point (EVSE), an excitation table (S1, S1a, S1b) comprising associated usage boundary conditions and charging boundary conditions of the electric vehicle (EV) is received from a plurality of energy supply mechanisms by a data network-based excitation generator (GEN); and creating, by an incentive generator (GEN), an integrated incentive table from the received incentive table and boundary conditions (S2); transmitting the integrated incentive table to an electric vehicle (EV) (S3); the electric vehicle (EV) creating a charging plan from the integrated incentive table (S4); and the electric vehicle (EV) is charged (S5) according to the charging plan. The invention also relates to a system for carrying out the method. The invention can be used in particular advantageously for charging at a charging point of a local network, in particular a home network.

Description

Technical Field

[0001] The invention relates to a method for charging an electric vehicle at a charging point, wherein, for the connection period of the electric vehicle at the charging point, an incentive table including relevant usage boundary conditions and charging boundary conditions of the electric vehicle is received, and the incentive table is transmitted to the electric vehicle, and the electric vehicle creates a charging plan from the incentive table and the electric vehicle is charged according to the charging plan. The invention also relates to a system configured to perform the method. The invention can be particularly advantageously used for charging at charging points in a local network, in particular a home network. Background Art

[0002] US2011 / 0153474A1 discloses that a charging station for an electric vehicle may include a usage timer that can be programmed with different time periods such that different rates can be applied to the electricity readings for these different time periods. These time periods can be specific to the operator of the electric vehicle. These rates can also be specific to the operator of the electric vehicle and apply to charging stations powered by different energy suppliers. Summary of the Invention

[0003] The object of the invention is to at least partially overcome the disadvantages of the prior art and in particular to provide an improved feasibility for charging an electric vehicle at a charging point, in particular at a charging point in a local network having an electric power generation device.

[0004] This object is solved by the features of the independent claims. Preferred embodiments can in particular be derived from the dependent claims.

[0005] This object is solved by a method for charging an electric vehicle, wherein:

[0006] - during the connection period of the electric vehicle to the charging point, an incentive table including relevant usage boundary conditions and charging boundary conditions of the electric vehicle is received from a plurality of energy suppliers by a data processing device ("incentive generator") based on a data network;

[0007] - an integrated incentive table is created by the incentive generator from the received incentive table and the boundary conditions;

[0008] - the integrated incentive table is transmitted to the electric vehicle;

[0009] - the electric vehicle creates a charging plan from the integrated incentive table;

[0010] - the electric vehicle is charged according to the charging plan.

[0011] The advantage brought about is that the vehicle receives an optimized and integrated set of incentive tables and can autonomously create a charging plan based on these tables. The integrated set of incentive tables can advantageously consist of incentive conditions for different application scenarios. In addition, the method for charging can be used particularly simply and flexibly at different charging points.

[0012] The electric vehicle can be, for example, a plug-in hybrid vehicle (PHEV) or a fully electric drive vehicle (such as a battery electric vehicle, BEV). The electric vehicle can be a sedan, a truck, a bus, a motorcycle, etc.

[0013] "Charging an electric vehicle" can be understood as charging and / or discharging its drive battery or traction battery.

[0014] The connection time period of the electric vehicle refers to the time period during which the electric vehicle is connected or coupled to a charging point.

[0015] The charging point can be coupled to the electric vehicle for charging through a charging cable or inductively. The charging point can be, for example, a public or private charging station or a wall box.

[0016] The incentive generator or incentive mechanism generator is based on a data network and, in particular, includes the following independent unit, which can communicate with the electric vehicle and / or the charging point and with the energy supply agency, etc. through a wireless and / or wired data network (such as the Internet, a mobile network, etc.). The incentive generator can be, for example, a suitably configured (such as programmed) web server, a cloud computer, etc. The incentive generator can be a function of the electric vehicle backend system.

[0017] The incentive table or incentive mechanism table is understood as a table, a curve, etc., which reflects the time variation curve of the incentive parameters during the connection time period or during a period of time within the connection time period. The incentive parameters particularly refer to the parameters that reflect the characteristics of the current flow used for the electric vehicle to charge (i.e., charge and, if necessary, discharge), such as:

[0018] - The maximum or maximum allowable charging power and, if necessary, the discharging power. The charging power and the discharging power can be the same or different in quantity;

[0019] - The electricity price. The electricity price can be the electricity price for charging the electric vehicle and, if necessary, the feed-in compensation when the electric vehicle or its drive battery discharges;

[0020] - The environmental load, such as the amount of CO2 per unit of energy obtained and / or the amount of saved CO2 per unit of feedback energy (CO2 load);

[0021] - The share of self-generated energy, for example, from a photovoltaic device;

[0022] - And so on.

[0023] The incentive table is used as an input parameter for formulating a future-oriented charging plan. In this case, the charging plan can be designed or optimized especially based on the incentive table. Thus, the charging plan can be optimized, for example, according to user requirements, for low-cost charging of the drive battery, particularly environmentally friendly charging, battery-protective charging, or a combination thereof.

[0024] The "integrated incentive table" should be understood in particular as an incentive table in which the respective incentive tables of multiple energy supply institutions are merged or combined to obtain an optimized incentive table. For example, the integrated charging price table can correspond to a table composed of the most favorable price phases in the individual charging price tables of different energy supply institutions (such as the public power supply network or the local network), and the integrated environmental load table can correspond to a table composed of the phases with the lowest CO2 emissions in different energy supply institutions, and so on.

[0025] The incentive table of the energy supply institution and thus also the integrated incentive table particularly includes prediction data. If the incentive table of the energy supply institution changes during the charging process specified in the charging plan, then an updated integrated incentive table can be generated and transmitted to the electric vehicle. The electric vehicle can create an updated charging plan from the updated integrated incentive table, but it is not necessary.

[0026] The "energy supply institution" can be understood as an organizationally related institution that is set up to supply electric current to the electric vehicle for charging and, if necessary, receive the fed-back current.

[0027] One design option is that the integrated incentive table includes at least the curve of the maximum or maximum allowable charging power (i.e., the curve of the charging power and, if necessary, the curve of the discharging power) within the connection time period, and additionally includes the curve of the electricity price (i.e., the curve of the price for charging and, if necessary, the curve of the revenue during discharging) and / or the curve of the environmental load within the connection time period.

[0028] One design option is that the energy supply institution includes at least two energy supply institutions from the following group: at least one combined market participant and the local network, for example, two or more combined market participants and, if necessary, one local network, or for example, one combined market participant and one local network, etc. The "combined market participant" can be understood in particular as a participant or institution that produces, trades, transmits, etc. electric energy in a larger combined network (such as not limited to the local network or the island network). The charging point and at least one energy supply device are connected to this local network.

[0029] One design option is that at least one combined market participant includes at least one energy market participant and / or at least one combined network operator. The energy market participant can be, for example, an energy supplier, an energy trader, etc. One design option is that at least one energy market participant includes a participant in the flexibility market. The flexibility market can be, for example, a short-term "one-day" market and / or a network stability market. The flexibility market participant can be, for example, a combined network operator, a pooling organization that provides vehicle batteries as intermediate energy storage, etc. In an extended scenario, the energy market participant can be a participant in the long-term energy market, such as a participant in a "day-ahead" market with a trading level of, for example, 24 hours, 48 hours, or 72 hours, etc. The "participant" in this article can also be understood as its infrastructure. The "combined network" can be understood either as a distribution network (such as a network in a city equipped with network access points and connected to the local home network through electricity meters) or as a transmission network (such as a network including high-voltage inter-regional lines for connecting power plants to the distribution network).

[0030] The local network is especially a local energy distribution network (which can also be called an island network or "microgrid") connected to the local distribution network through an energy metering device (such as a smart meter, electricity meter, etc.). The local energy supply device is especially arranged to locally feed electrical energy into the local network. It can be an energy production device or a stationary energy storage device.

[0031] One extended scenario is that at least one energy supply device includes at least one renewable energy production device, such as at least one photovoltaic device, at least one heat pump, at least one wind power generation device, etc.

[0032] One design option is that the local network is an energy distribution network ("home network") of a private real estate, especially. This is particularly advantageous when the real estate is a house (such as a single-family house or a multi-family house). Because at this time, the charging plan of the electric vehicle can also be optimized for the following aspects: how much electricity is fed in through the local or home-owned energy supply device, especially whether there is excess electricity ("excess power") available for charging the electric vehicle in terms of the home network. For example, when excess power is expected, at least one integrated charging capacity extended by optimizing the charging price list and, if necessary, other tables can stipulate that the electric vehicle is charged by the excess power of the local network, otherwise electricity is purchased from the grid. This is beneficial for both low-cost charging and environmentally friendly charging. If the energy supply device is a photovoltaic device and / or a wind power generation device, then the weather forecast of the meteorological service can be directly transmitted to the incentive generator or the home energy management system (HEMS) to generate an incentive table in the form of a power table, a price table, an environmental load table, or a self-generated energy table.

[0033] One extension option is that the home network has an energy management system ("Home Energy Management System", HEMS), which is set to optimize the flow of electrical energy in the home network, for example, optimized for low-cost and / or low environmental load goals. One extension option is that the incentive generator can communicate with the HEMS to obtain the incentive table for the home network.

[0034] The charging boundary conditions for an electric vehicle are the boundary conditions that a specific electric vehicle should or must comply with during the relevant charging process, such as:

[0035] - The expected departure time point by which the charging process or charging plan should be completed;

[0036] - The state of charge of the energy storage device (also known as "target SoC") that should be reached at least at the expected departure time point;

[0037] - The maximum allowable charging power;

[0038] - The maximum number of charging stages;

[0039] - The maximum allowable energy flow;

[0040] - The cost / savings during charging;

[0041] - And so on.

[0042] The charging boundary conditions can be preset by the electric vehicle itself and / or its user.

[0043] One design option is that the usage boundary conditions of at least one joint market participant include at least one of the following parameters:

[0044] - The market price (the market price is used to create the incentive table);

[0045] - The trading volume;

[0046] - The flexibility call through the time adjustment of the charging process or the adaptation of the charging power according to the flexibility market (single-day market, system service market, etc.);

[0047] - The grid area or distribution network area where the charging point is located;

[0048] - The usage service fee.

[0049] The trading volume can be, for example, the flexibility of an electric vehicle pool. The electric vehicles considered here also participate in this electric vehicle pool and are traded in the flexibility market. If the pooled flexibility is lower than the flexibility required by the flexibility market participants within at least one determined time period (such as a trading time window of at least 15 minutes), it may be impossible to conclude a transaction, and thus no incentive table related to the flexibility market will be generated within this time period. The use of service fees can include, for example, the transmission fees charged by the joint network operator. In some cases, due to the network topology or regulatory requirements, flexibility can only be provided within a specific grid area.

[0050] One design solution is that the usage boundary conditions of the local network (including the affiliated power supply unit and end users) include the maximum available power and energy availability, the affiliated grid area or distribution network area (such as with relevant transmission fees), service fees, taxes and special fees (such as electricity tax), and at least one relevant energy contract. For example, through the energy contract, the energy supplier that supplies power to the local network can be selected, while the joint network operator usually cannot be selected. The energy supplier and the joint network operator can also be a single joint venture company. In this case, the energy supplier cannot be freely selected if necessary. An extended solution is that the energy supply institution, especially referring to the combination of the energy supplier and the joint network operator agreed upon by contract, can also be regarded as a unified joint market participant.

[0051] This task is also solved by a system configured to execute the said method. The system can be configured similarly to the said method, and vice versa, and has the same advantages.

[0052] The system can at least include, for example: a local network having an electric energy supply device and a charging point for charging electric vehicles, electric vehicles connectable to the charging point, and an incentive generator based on a data network. Among them, the local network is connected to a joint network operated by a joint network operator, and this joint network is connected to at least one power supply side as another energy supply institution. The local network, the power supply side, and / or the joint network operator can be regarded as energy supply institutions.

[0053] One design solution is that the system also includes at least one joint market participant in the form of a flexibility market participant. Description of the Drawings

[0054] The above-mentioned characteristics, features, and advantages of the present invention and their implementation manners will become clearer, more distinct, and easier to understand in combination with the schematic description of the following embodiments, which will be elaborated in more detail in combination with the drawings.

[0055] Figure 1 The schematic diagram of a feasible system for charging an electric vehicle at a charging point is shown; and

[0056] Figure 2 shows Figure 1 a feasible method flow for charging an electric vehicle at a charging point. Detailed implementation mode

[0057] Figure 1 shows a schematic diagram of a feasible system for charging, for example, an all-electrically driven electric vehicle EV at a charging point EVSE in the form of, for example, a wall box via a charging cable K. The electric vehicle EV and the charging point EVSE can also exchange data via the charging cable. In particular, the electric vehicle EV and the charging point EVSE are configured for bidirectional charging, i.e., the drive battery of the electric vehicle EV can be selectively charged or discharged.

[0058] The charging point EVSE is connected to a local network LOC, to which a end user V, a stationary energy storage device ("fixed energy storage" ST), and a renewable energy production device in the form of a photovoltaic device PV are also connected. The local network LOC can be part of a real estate, especially part of a single-family house and can thus also be referred to as a home network.

[0059] The local network LOC is connected to a combined (electricity) network NET via a smart meter SM. The local network can obtain electrical energy from the combined network NET according to the purchase cost specified by the tariff, and can feed electrical energy to the combined network if necessary according to a specific feed-in compensation. The combined network NET is operated by a specific combined network operator NET-B. The smart meter SM is operated or provided by a metering point operator (not shown), who can be part of the combined (energy) market VER together with the combined network operator NET-B or the combined network NET. The smart meter SM can provide tariff information (e.g., at a quarter-hourly time interval for the current and next day) to the local network LOC.

[0060] The flow of electrical energy in the local network LOC can be controlled by a home energy management system HEMS. The home energy management system can, for example, control the fixed energy storage ST and can be communicatively coupled to the photovoltaic device PV in order to, for example, obtain the current power of the photovoltaic device PV. The control of electrical energy in the local network LOC can be achieved, for example, by zero-load regulation at the smart meter SM. The smart meter SM can be communicatively coupled to the HEMS for this purpose and can, for example, report the power and direction of the electrical energy flowing through the smart meter SM to the HEMS. In order to achieve zero-load regulation at the smart meter SM, the home energy management system HEMS can, in particular, also charge or discharge the fixed energy storage ST accordingly.

[0061] In addition to or instead of the smart meter SM, an independent energy metering device EM (e.g., installed in the local network LOC) can be used. This is advantageous, for example, when there is no smart meter SM but only a normal meter, or when the smart meter SM does not share its metering data with the local network LOC (especially not with the HEMS).

[0062] In addition to the joint network operator NET-B and (if necessary) the metering point operator, the joint market VER also includes the energy supplier ENG (from which the local network LOC obtains electrical energy) and at least one flexibility market FLEX here.

[0063] The system also includes at least one data processing device based on a data network, which is in the form of an incentive generator GEN, which is here data-technologically coupled to the energy supplier ENG, the joint network operator NET-B, the home energy management system HEMS, the charging point EVSE, the electric vehicle EV, and user terminal devices CE such as smartphones and tablets.

[0064] When the electric vehicle EV is connected to the charging point EVSE, the incentive generator GEN obtains the charging boundary conditions of the electric vehicle EV through the charging point EVSE or directly from the electric vehicle EV, such as the expected departure time, the target state of charge (Ziel-SoC) to be reached at least by then, the maximum allowable charging power, the maximum number of charging phases, the maximum allowable energy flow (which can be associated with the target state of charge), the allowable discharge phases, etc. The incentive generator GEN can also selectively obtain information and / or regulations regarding costs and benefits from the electric vehicle EV or through the user terminal device CE, which are covered in Figure 2 steps S1, S1a. In addition, such information can also be displayed on the electric vehicle EV and / or through the user terminal device CE, if necessary with confirmed feasibility. For example, a scenario is: integrating the incentive table generated from the energy supplier's energy contract (and, for example, obtainable through the smart meter SM) with the incentive table formulated based on the power prediction generated by the photovoltaic device, and then having the electric vehicle EV use the integrated incentive table to calculate the charging plan and display it to the customer on the electric vehicle EV and / or through the user terminal device CE together with the charging plan.

[0065] In addition, the incentive generator GEN obtains incentive tables in the form of a predicted price table (e.g., as a function of [€(t) varying with time t]), a power table (e.g., as a function of [maximum charging power P(t) varying with time t]), and an environmental load table (e.g., as a function of [CO2 / kWh(t) varying with time t]) from the energy supply agencies that have contracts with the charging points (from the energy supplier ENG and the combined network operator NET-B). These incentive tables cover the connection time period of the electric vehicle EV. In addition, as another energy supply agency, the incentive generator GEN also obtains the corresponding incentive table for the local network LOC from the home energy management system HEMS. If there is no HEMS, then the incentive generator GEN can obtain the incentive table from each power generation device, such as the predicted solar power generation obtained through weather forecasting for the photovoltaic device PV, etc. In addition, the incentive generator GEN can also obtain the corresponding incentive table from at least one participant in the flexibility market FLEX, which is another energy supply agency. The usage boundary conditions associated with the incentive table are transmitted to the incentive generator GEN. This is covered in Figure 2 steps S1 and S1b. Steps S1a and S1b can be executed in any order and can also be executed simultaneously.

[0066] As Figure 2 shown in step S2, the incentive generator GEN generates a single, integrated set of incentive tables from the received sets of incentive tables (especially also considering the usage boundary conditions and the charging boundary conditions).

[0067] As in Figure 2 step S3 shown, the integrated set of incentive tables is then transmitted by the incentive generator GEN to the electric vehicle EV, together with the usage boundary conditions if necessary.

[0068] The electric vehicle EV creates a charging plan from the integrated set of incentive tables ( Figure 2 , step S4), and performs subsequent charging according to this charging plan ( Figure 2 , step S5).

[0069] Of course, the present invention is not limited to the illustrated embodiments.

[0070] Generally, expressions such as "a", "an", etc. can be understood as singular or plural, especially in the sense of "at least one" or "one or more", unless explicitly excluded (e.g., excluded by expressions such as "exactly one", etc.).

[0071] Similarly, numerical values can include the precisely specified numbers as well as the usual tolerance ranges, unless explicitly excluded.

[0072] List of reference numerals

[0073] CE user terminal device

[0074] ENG Energy Supplier

[0075] EV Electric Vehicle

[0076] EVSE Electric Vehicle Supply Equipment (Charging Point)

[0077] FLEX Flexibility Market

[0078] GEN Incentive Generator

[0079] HEMS Home Energy Management System

[0080] LOC Local Network

[0081] NET Aggregate Network

[0082] NET-B Aggregate Network Operator

[0083] PV Photovoltaic Installation

[0084] ST Stationary Energy Storage

[0085] S1 - S5 Method Steps

[0086] SM Smart Meter

[0087] V End - User

[0088] VER Aggregate Market

Claims

1. A method (S1 - S5) for charging an electric vehicle (EV) at a charging point, wherein, - during a connection period between the electric vehicle (EV) and the charging point (EVSE), an incentive table including relevant usage boundary conditions and charging boundary conditions of the electric vehicle (EV) is received from a plurality of energy supply institutions (ENG, NET, FLEX, LOC) by an incentive generator (GEN) based on a data network (S1, S1a, S1b), and - an integrated incentive table is created by the incentive generator (GEN) from the received incentive table and boundary conditions (S2), - the integrated incentive table is transmitted to the electric vehicle (EV) (S3), - the electric vehicle (EV) creates a charging plan from the integrated incentive table (S4), and - the electric vehicle (EV) charges according to the charging plan (S5).

2. The method (S1-S5) according to claim 1, wherein, The integrated incentive table includes at least a curve of the maximum charging power during the connection period, and additionally includes a curve of the electricity price and / or environmental load during the connection period.

3. The method (S1-S5) according to any one of the above claims, wherein, The energy supply institutions (ENG, NET, FLEX, LOC) include at least two energy supply institutions from the following group: - at least one combined market participant (ENG, NET, FLEX), and - a local network (LOC) to which the charging point (EVSE) and at least one energy supply device (ST, PV) are connected.

4. The method (S1 - S5) according to claim 3, wherein, At least one combined market participant (ENG, NET, FLEX) includes at least one energy market participant (ENG, FLEX) and a combined network operator (NET).

5. The method (S1 - S5) according to any one of claims 3 to 4, wherein, The at least one combined market participant (ENG, NET, FLEX) includes at least one participant in the flexibility market (FLEX).

6. The method (S1-S5) according to any one of claims 3 to 5, wherein, The usage boundary conditions of the at least one combined market participant (ENG, NET, FLEX) include market price, trading volume, call, the grid area where the charging point (EVSE) is located, and / or usage service fee.

7. The method (S1-S5) according to any one of claims 3 to 6, wherein, The usage boundary conditions of the local network (LOC) include maximum power and energy availability, relevant distribution network area, service fee, tax and special fee, and at least one relevant energy contract.

8. System, the system at least includes: A local network (LOC) having at least one electrical energy supply device (ST, PV) and a charging point (EVSE) for charging an electric vehicle (EV); an electric vehicle (EV) connectable to the charging point (EVSE); and an incentive generator (GEN) based on a data network, wherein the local network (LOC) is connected to a combined network (NET), and the combined network (NET) is connected to at least one power supply party (ENG), and the system is configured to execute the method (S1 - S5) according to any one of the above claims.

9. The system according to claim 8, wherein, The system further includes a combined market participant in the form of a participant in the flexibility market (FLEX).

10. The system according to any one of claims 8 to 9, wherein, The local network (LOC) is an energy distribution network, in particular for private properties, to which the charging point (EVSE) and at least one energy supply device (ST, PV) are connected.

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