Method for transferring electrical charge within a supply system

Abstract

Methods for transferring electrical charge within a supply system, including n supply points P1 to P n and k Supply modules M1 (10) to M k (10), where k≤n, wherein each supply module (10) is designed such that electrical charge can be stored up to a charging capacity MC in , where the available loading capacity MC out and the currently additional storable charging capacity MC delta = MC in - MC out is, for charging vehicles that are at least partially electrically powered V, wherein each vehicle V is designed in such a way that electrical charge can be stored up to a charging capacity VC in , where the remaining available charging capacity VC out and the currently storable charging capacity VC delta = VC in - VC outis, encompassing the following procedural steps: a. Capturing a requirement R for a charging process for a first vehicle V1 b. Determining one or more characteristic parameters of the first vehicle V1, wherein the characteristic parameters are at least a currently storable charging capacity VCdelta, a necessary charge VC need , where VC need ≤ VC delta , a possible charging time VC time a user-level VUL information about the charging device of vehicle V1, a current location of vehicle V1, include a destination of the vehicle V1, c. Determining one or more parameters of one or more supply modules Ms (10), wherein the parameters are at least an available charging capacity MCout, a possible charging period an additional currently storable charging capacity MCdelta, a location of the supply module M (10) include, d. Determining one or more key figures of one or more supply points P, wherein the key figures include at least, a location from a supply point P, a timely availability of a supply point pumping station, e. Assignment of a supply location P and a supply module M (10) to a requirement R depending on at least one of the determined parameters according to a weighting f. Transporting the supply module M (10) to the location from the supply point P g. Provision of electrical charge by the supply module M (10) at the supply point P.

Description

[0001] The invention relates to a method for transferring electrical charge within a supply system, with the aid of which the charging of at least partially electrically powered vehicles is to be facilitated and operated more efficiently.

[0002] Stationary charging stations are known from the state of the art; these are available in connection with conventional filling stations or individually, for example in parking lots or parking garages, for charging a vehicle that is at least partially electrically powered.

[0003] Charging electric vehicles at stationary charging stations is always location-dependent. The charging positions are fixed, and vehicles drive to these positions, similar to a gas station, except that the "refueling" process takes considerably longer. The use and utilization of a stationary charging station is therefore inefficient because its location is fixed and cannot be adapted to spatial needs that may vary throughout the day, week, or due to specific events. Furthermore, a stationary charging station requires space, which is often perceived as a nuisance in public, at least when the charging station is not in use. Another disadvantage is that the necessary parking time is often shorter than the required charging time.This can be influenced by interrupting the charging process after the required parking time has elapsed, but only without efficiently considering the availability of other charging stations, desired charging, possible additional charging positions, etc.

[0004] Charging a vehicle from a private property's electrical grid is limited by the available grid capacity. Essentially, this is dependent on the (functioning) power grid. The vehicle's charging process occurs simultaneously with the power draw from the grid, meaning it's not always possible to choose a time when electricity is particularly cheap.

[0005] Wall-mounted charging stations, which provide a connection for charging electric vehicles, are also common. These are typically mounted on or in a wall and include a plug for the charging cable and a connection to the electrical grid. Such a charging station can be designed, for example, for use in garages.

[0006] In DE 10 2013 112 845 A1 a charging device for electric vehicles is described which combines known charging stations into a kind of prefabricated solution that is transportable.

[0007] The CN105095975A describes the communication between vehicle and charging option and the finding of an optimal recharging time and route.

[0008] DE 42 37 835 A1 describes the universal use of electrical energy battery storage for various consumers.

[0009] DE 10 2011 105 417 A1 describes a battery storage plant with a large number of batteries for providing control power for an electrical supply network.

[0010] The German patent DE 20 2013 007 828 U1 describes a power bank for small devices and in particular the housing design.

[0011] In DE 10 2005 002 928 A1, an autonomous hybrid power supply system is described, combining wind, diesel and / or solar generators with a battery storage system for settlements, islands, hotels, etc. located far from the power grids.

[0012] None of the known solutions offer flexible and scalable demand coverage when more vehicles and / or electricity consumers require electrical charging in spatially and temporally different weightings.

[0013] The present invention is therefore based on the objective of providing a method by which a charging option for a large number of electric vehicles is realized with reduced effort for charging infrastructure and in the most space-saving way possible, whereby the individual priorities of a vehicle operator - for example depending on desired range, acceptable charging time or other requirements - can be individually taken into account.

[0014] This problem is solved by the present invention, which aims at the location-variable charging of at least partially electrically powered vehicles using mobile charge storage devices, and provides a method that enables the efficient transfer of charge within a supply system. This means that it is no longer simply a matter of a vehicle requiring charging traveling to a location with a charging option, but rather that charging options are also moved geographically during the journey; in other words, the location and charge are determined based on vehicle-specific characteristics and the temporal and spatial availability of a charging option.

[0015] This utilizes the possibility of flexible positioning of non-stationary supply modules for the demand-oriented charging of a large number of vehicles.

[0016] To simplify the description of the inventive method, the supply module preferably used for this purpose will first be explained below: The core concept for the design of the supply module used by the inventive method for the location-independent charging of electric cars or other consumers is the combination of a so-called home storage concept (stationary battery storage) with a charging unit (wallbox). The fusion of the two components and their combination with a transport device allows for flexible positioning of charging units and thus the possibility of demand-oriented charging of one or more EVs / PHEVs by substituting individual stationary charging units at each parking space with one or more mobile charging units – the latter also referred to as supply modules in the following.

[0017] The power supply module comprises a battery module and a charging module. These are positioned on a suitably mounted transport platform. This mobile power supply module also includes a bidirectional DC-DC and / or DC-AC interface to charge the battery module from the mains and to discharge the stored energy.

[0018] The battery module comprises at least one battery with an associated battery management system. During the charging process, multiple battery modules can be connected and charged together from the same central charging station. This reduces the number of charging stations required.

[0019] The charging module, integrated into the power supply module, can provide various connector systems. These include common charging plugs such as Type 2, CCS, or CHAdeMO for EVs and PHEVs, as well as sockets (Schuko, CEE 7 / 4) and / or high-voltage connections (CEE 3L+N+PE) for connecting additional electrical devices. A modular design also allows for flexible expansion of capacity or functionality.

[0020] A docking station can be assigned to the mobile power supply module. The power supply module and / or docking station can be equipped with temperature sensors to ensure individual and demand-based temperature control of the power supply module via the ECU. The battery module can be modularly expandable if a larger charging capacity is required. The charging modules can have connectors that allow them to be interconnected. These connectors serve for locking and unlocking and can transmit both power and data between the charging modules.

[0021] The supply module can also include one or more screens to inform the user and enable them to control certain functions of the supply module. For example, the screen can be used for on-demand parking space reservation, to display the charging status, or to show advertisements and / or messages.

[0022] The power supply module can have a digital interface through which it can be controlled by an external device, such as a mobile phone, smartwatch, or similar device. The power supply module can also be equipped with an integrated GPS, cellular, Wi-Fi, NFC, and electronic control unit (ECU) module to send data about its current usage to a server and to other mobile devices, or to receive data from them. Other devices can include, for example, a smartphone, tablet, computer, car, and other mobile power supply modules.

[0023] The power supply module can be designed to be flat, allowing it to be positioned underneath the vehicle being charged. This placement enables inductive charging. Additional components, such as coils, can be integrated for this purpose. Implementing this technology eliminates the need for a cable and the associated positioning issues associated with the charging plug.

[0024] Based on this description of the supply modules usable for the inventive method, the inventive method is described below: The method according to the invention is carried out within a supply system. A supply system comprises a plurality of n supply points P1 to P1. nIn the simplest case, this could be a parking lot or a parking garage, where the n service points are located in close proximity to each other. However, it is also conceivable to consider service points that are not in close proximity as a single service system, for example, along a street or within a residential and parking area.

[0025] Each supply system has k supply modules M1 to M k , assigned, which can be transported to a supply point as portable charging stations in order to electrically charge a vehicle positioned there, and can then be moved to a higher-level, preferably stationary, central charging station for the purpose of recharging the supply module.

[0026] For this process, each supply module is designed in such a way that electrical charge can be stored up to a charging capacity MC. in The available charging capacity is subsequently referred to as MC. out This term denotes and represents the maximum charge that the supply module can deliver to a vehicle. The process also considers the currently available additional charge storage capacity MC. delta , which is the difference MC in - MC out represents, or in other words, the charge that the module can still hold.

[0027] For the method according to the invention, data from the vehicle V to be charged, which is at least partially electrically operated, are also considered. These are the maximum storable electrical charge up to a charging capacity VC. in Here too, the remaining loading capacity VC available for operating the vehicle is shown. outconsidered and the currently storable charging capacity VC delta , which manifests as the difference VC in - VC out represents.

[0028] The process according to the invention comprises the following process steps: In a first step of the inventive method, a requirement R for a desired charging process of a first vehicle V1 is recorded.

[0029] In a second step, one or more parameters of the vehicle V1 are recorded. These possible parameters include the currently storable charging capacity VC. delta It is possible that the immediately required charge, designated as VC, need smaller than the VC deltaTherefore, it is advantageous to also record these factors for efficient charging. Depending on the requirements of the vehicle V, or rather its driver, the amount of time the driver can accept for loading the vehicle can be a factor, so that a possible (tolerable) charging duration VC can also be considered as a key parameter. time This can be determined. Furthermore, it is conceivable that a user level (VUL) is determined depending on the vehicle and / or driver in order to potentially determine priorities in relation to other VULs from other vehicles and / or drivers with requests. Additionally, determining the charging module may require information about the vehicle's charging device. The vehicle's current location (V) and / or its destination at the time of the request can also be determined as further parameters.

[0030] In a further step, one or more key parameters of one or more supply modules are determined. One such key parameter is, for example, the available charging capacity MC. out This refers to the maximum charge that the power supply module can currently deliver in a single charging cycle. Another key parameter can be the power supply module's availability over time, as it's conceivable that a power supply module is already scheduled for charging for a specific future period. The currently available additional charging capacity (MC) can also be a key parameter. deltaThis is because, in terms of the overall efficiency of the supply system, it can be advantageous for the supply module to be recharged even if it still has remaining charging capacity – possibly only partially. The current location of the supply module at the time of request can also be a relevant parameter. This applies particularly to supply systems where the individual supply points are not located in close proximity to each other.

[0031] In a further step, one or more key parameters of one or more supply points P are determined. One such parameter is the location of the supply point. Another parameter is its temporal availability, which may be limited by a future, already planned booking with another vehicle.

[0032] Depending on one or more of the determined parameters, in a further step at least one supply point and a supply module of the request R are assigned to the at least one supply point.

[0033] The allocation is determined by weighting. Based on this allocation, the supply module is then transported to the designated supply point in a subsequent step. This can be done entirely or partially manually within a parking garage or parking lot. However, it is advantageous to use an automated transport system for this purpose.

[0034] Once vehicle V has finally arrived at the assigned charging point, the next step involves providing electrical charging to the vehicle at the charging point by the assigned charging module.

[0035] In another preferred embodiment, several supply systems each form a subsystem of a higher-level supply system. Thus, several supply modules Ms and several supply points Ps are comprised of a single subsystem. Such a subsystem could, for example, be a parking deck of a multi-story parking garage, where moving a supply module between different parking decks is considered too costly and should be avoided.

[0036] A subsystem can also be considered a parking garage within a larger supply system, such as a city-wide system. Accordingly, depending on the location and / or destination of the vehicle V, a preselection of one or more subsystems would be made.

[0037] Similarly, the selection of the power supply module may be limited from the outset depending on the compatibility of the power supply module with the requesting vehicle.

[0038] The inventive method offers numerous advantages over the prior art of charging electric vehicles using stationary charging stations: The charging supply for electric vehicles can be designed with location flexibility. Overall, this results in space savings, as a supply module can be stored in a central or decentralized depot when not in use. The supply capacity for a large number of vehicles and / or other electrical consumers is scalable. There is no limitation due to the available grid capacity at private or commercial properties. The method is very stable with regard to hardware failures, as individual supply modules can be replaced flexibly. This flexible deployment allows the charging time to be kept shorter than the parking time of the vehicle, thus achieving demand-driven charging.

[0039] Furthermore, the charging module can be connected to the power grid at a time when electricity is cheaper than when the vehicle or electrical device is being charged. In addition, the charged charging modules can also be used during temporary power grid outages, thus bridging such outages. Since no permanently installed charging infrastructure is required, there is less disruption to the urban landscape and, in rural areas, less impact on the environment.

[0040] Based on the Fig. The invention is explained below in sections 1 to 5. Fig. Figure 1 schematically illustrates the charging process known from the prior art using conventional charging units. Different vehicles V1 to V6 are parked in parking spaces P1 to P6, all equipped with a charging point for electric vehicles. However, vehicles V3 and V5 are not electric (indicated by the lightning bolt symbol) but exclusively combustion engine vehicles, so the charging points on P3 and P5 remain unused. The charging points on P4 and P6 are also unnecessary, as the vehicles are already fully charged (indicated by the bar symbol). The existing charging infrastructure is therefore underutilized. Fig. Figure 2 shows the situation with the device according to the invention. Instead of equipping each parking space with a fixed charging unit, a mobile energy storage device is used, which can be flexibly adapted to the current parking and charging situation of the parked vehicles. For this purpose, the charging of the supply module M1 10 can take place either at a central charging station 9, locally at a larger parking lot / parking garage, or by means of a milk-run service (distribution of the supply modules by transport vehicles over longer distances). In any case, the supply module M1 10 is connected sequentially to individual vehicles as needed. This prevents supply modules from being blocked by non-charging vehicles V3 to V6, as is often the case in the prior art. The central charging station 9 is directly connected to the power grid. A further supply module M2 10 is also shown. Fig. Figure 3 schematically shows the preferably modular structure of a supply module 10.

[0041] The basic component of the mobile power supply module M1 10 is a transport device 11. Mounted on this is the energy storage unit, in the form of a battery module 12, which can be expanded by adding further battery modules 13. The battery modules 12 and 13 are connected via a common power electronics module 14. The connectivity module 15 provides the connection to the various plug concepts for DC and AC charging. In addition, an interaction module 16, for example a display, is provided, which enables operation of the mobile power supply module 10, monitors the system status, and performs the higher-level control and / or regulation.

[0042] A suitable suspension / wheel concept 17 is provided for moving the supply module 10. Cables required for the respective load can, if necessary, be attached to a cable suspension module 18 on the side of the supply module. To ensure stability and locking, the transport device 11 is also supplemented by a stabilizing device 19.

[0043] Fig. 4 addresses the calculation of one or more probabilities regarding the availability of charging a vehicle with an electric drive using one or more supply modules:

[0044] The entire process of the inventive method is shown embedded in a comprehensive service provided by the operator. The supply system is understood as a service area. Once a vehicle request is registered, step 1.2 queries the user profile of the requester, their needs, and their current location. If the requester is located within the service area, step 1.3 selects a destination from the group of destinations 1.3.1 (Here), 1.3.2 (Nearby), and 1.3.3 (Destination) as the charging location. Depending on the destination selection, different request categories 1 to 3 are selected. Even if the vehicle is not located within the service area, the request can still proceed to request categories 2 and 3 via a destination selection 1.3' from the group of 1.3.1 (Nearby) and 1.3.2 (Destination).

[0045] Several parameters, in this case location, customer status, charging status, and vehicle type, are incorporated into calculation step 1.5, in which—not shown here—one or more offers 2.1 to 2.x are calculated and generated based on the inquiries processed and to be processed within the service area. If one of the offers subsequently transmitted to the vehicle is accepted, a booking is triggered, which ultimately, via step 1.6 (reservation), initiates the transport of the assigned supply module to the designated service location.

[0046] Fig.Figure 5 illustrates the scenario for assigning the charging module. First, available charging modules are queried. If their charge level exceeds the vehicle's charging requirement, immediately available charging offers (at various charging points) are generated. If no charging module is immediately available, offers are placed on a waiting list and made available for booking. If none of the available charging modules has a charge level exceeding the requested charging requirement, offers for immediate partial charging are generated and made available for booking. Reference sign 9 central charging stations 10 Supply module M x 11 Transport device 12 battery modules 13 Battery module 14 Power electronics module 15 Connectivity module 16 Interaction module 17 Suspension / Wheel Concept 18 Cable suspension module 19 Stand stabilization

Claims

[1] Method for transferring electrical charge within a supply system comprising n supply points P1 to P n and k Supply modules M1 (10) to M k (10), where k≤n, wherein each supply module (10) is designed such that electrical charge can be stored up to a charging capacity MC in , where the available loading capacity MC out and the currently additional storable charging capacity MC delta = MC in - MC out is, for charging vehicles that are at least partially electrically powered V, wherein each vehicle V is designed in such a way that electrical charge can be stored up to a charging capacity VC in , where the remaining available charging capacity VC out and the currently storable charging capacity VC delta = VC in - VC outis, encompassing the following procedural steps: a. Capturing a requirement R for a charging process for a first vehicle V1 b. Determining one or more characteristic parameters of the first vehicle V1, wherein the characteristic parameters are at least a currently storable charging capacity VCdelta, a necessary charge VC need , where VC need ≤ VC delta , a possible charging time VC time a user-level VUL information about the charging device of vehicle V1, a current location of vehicle V1, include a destination of the vehicle V1, c. Determining one or more parameters of one or more supply modules Ms (10), wherein the parameters are at least an available charging capacity MCout, a possible charging period an additional currently storable charging capacity MCdelta, a location of the supply module M (10) include, d. Determining one or more key figures of one or more supply points P, wherein the key figures include at least, a location from a supply point P, a timely availability of a supply point pumping station, e. Assignment of a supply location P and a supply module M (10) to a requirement R depending on at least one of the determined parameters according to a weighting f. Transporting the supply module M (10) to the location from the supply point P g. Provision of electrical charge by the supply module M (10) at the supply point P. [2] Method according to claim 1, characterized by, that several supply modules Ms (10) and several supply locations Ps are jointly comprised of a subsystem of the supply system. [3] Method according to claim 2, characterized by that an assignment from a supply module M (10) to a supply point P after step e. takes place exclusively within the subsystem. [4] Method according to any one of the preceding claims, characterized by , that before step c, depending on the location of the vehicle V, a preselection of one or more subsystems is made [5] Method according to any one of the preceding claims, characterized by , that before step c a preselection is made depending on the compatibility of the supply module M (10) with the vehicle V.

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