Method for controlling the transmission of energy and / or data between an electrically powered motor vehicle and an energy supply unit

Abstract

Method for controlling the transmission of energy (E) and / or data (D) between an electrically powered motor vehicle (1) and a power supply unit (2), wherein the transmission of energy (E) between the power supply unit (2) and the motor vehicle (1) and / or the transmission of data (D) between the power supply unit (2) and the motor vehicle (1) is at least partially wired, wherein prior to the transmission of energy (E) and / or data (D), a comparison is made between an identifier of the motor vehicle (1) and an identifier of the power supply unit (2), wherein, depending on the comparison, the control of the transmission of energy (E) and / or data (D) is carried out in such a way that, by means of the comparison of the identifiers, at least two possible cases are distinguished, characterized in thatthat in each case a certain amount of energy (E) is supplied from the energy supply device (2) to the motor vehicle (1) and, depending on the case at hand, at least the amount of energy (E) supplied from the energy supply device (2) to the motor vehicle (1) and / or the rate of supply of energy (E) supplied from the energy supply device (2) to the motor vehicle (1) is influenced, wherein, in the case of a first case, the procedure is • All available data (D) from the motor vehicle (1) are marked as being made available for transmission towards the power supply unit (2), • Data transmission from the power supply unit (2) towards the motor vehicle (1) and vice versa is enabled, • After transmission of data (D) marked as provided for transmission towards the power supply unit (2), an energy output unit (202a) of the power supply unit (2) is controlled such that an energy quantity (E) delivered by it is greater than an energy quantity requested by an operator or previously calculated by a calculation unit (203b), such that a positive energy quantity difference results between the delivered energy quantity (E) and the requested or calculated energy quantity, and / or the energy output unit (202a) of the power supply unit (2) is controlled such that an energy quantity (E) delivered by it is delivered to the motor vehicle (1) at a higher delivery rate than in the case of at least one second case, and wherein the procedure in the case of the second case • Only a subset of all available data (D) from the motor vehicle (1) is marked as being made available for transmission towards the power supply unit (2), • Data transmission from the power supply unit (2) towards the motor vehicle (1) is blocked, whereby Following the transmission of data (D) marked as provided for transmission towards the power supply unit (2), an energy output unit (202a) of the power supply unit (2) is controlled such that the amount of energy (E) it delivers is greater than the amount of energy requested by an operator or previously calculated by a calculation unit (203b), such that a positive energy difference results between the amount of energy (E) delivered and the requested or calculated amount of energy, and / or the energy output unit (202a) of the power supply unit (2) is controlled such that the rate of delivery of the amount of energy (E) it delivers to the motor vehicle (1) is adjusted.where the energy difference is smaller than the energy difference in the first case and / or where the delivery rate is smaller than the delivery rate in the first case.

Description

[0001] The invention relates to a method for controlling the transmission of energy and / or data between an electrically powered motor vehicle and an energy supply unit, comprising the features of the preamble of claim 1.

[0002] US Patent 2013 / 0029595 A1 (D1) discloses such a method. Specifically, it describes an energy transfer device for an electric vehicle, which includes a transmitter capable of transferring electrical energy via a wireless energy field to charge the vehicle. The energy transfer device also includes a control unit that establishes a first wireless communication link with the electric vehicle at a first energy level. A second wireless communication link can be established to communicate with the electric vehicle at a second, higher energy level. These communication links are used to exchange data related to the electric vehicle's charging and other data, such as updates, navigation data, battery management information, and multimedia content. Mutual authentication takes place before the exchange of energy and / or data.Depending on the result of the verification, two cases are distinguished: Either the authentication was successful or not. If the authentication was successful, energy and / or data are transferred; otherwise, they are not.

[0003] A system for charging electric vehicles is known from US patent 2016 / 0264011 A1. The system comprises multiple charging controllers, mobile phones, and a management server, all connected via a network. Each charging controller has an identification tag and a status indicator and is connected to a charging station. Each mobile phone includes an identification tag reader, and in response to a reservation request from a mobile phone, the management server sends a reservation command to one of the charging controllers. The charging controller changes its status indicator to "reserved" and also changes the status of the charging station it is connected to to "reserved." When an electric vehicle arrives at the charging station, the mobile phone's identification tag reader reads the charging controller's identification tag and sends an identifier to the management server.In response to the transmitted identifier, it sends a command to change the status display and also the charging station to "ready for use".

[0004] US Patent 2018 / 0315258 A1 describes a method in which, during the charging of an electric vehicle at a charging station, operating data is transmitted from the electric vehicle to the charging station via a charging cable. The transmitted operating data is analyzed by the charging station and sent to a user's smartphone via a network connection.

[0005] US Patent 2010 / 0049610 A1 describes a computer-aided process for processing data received during a top-up and forwarding it to specific recipients. During a top-up process, user profile data is updated, processed according to specific rules, and forwarded to recipients selected by the user. The data can be encrypted and decrypted. Furthermore, rewards are suggested based on specific user behavior.

[0006] A method for controlling the transfer of energy and / or data between an electrically powered vehicle and a power supply unit is also known from DE 11 2017 004 238 T5. Specifically, charging ports with integrated, contactless communication units are described. An electric vehicle power supply unit comprising the charging ports is capable of authenticating itself to the vehicle by transmitting authentication credentials via the contactless communication link. In addition to power transfer from the power supply unit to the vehicle, vehicle protocol data is also received from the vehicle. The protocol data contains operating states that occurred during vehicle operation. It can also contain data collected by at least one sensor associated with the vehicle.The log data can be used to perform software analyses for an autonomous vehicle.

[0007] German patent application DE 10 2009 045 711 A1 discloses a method for transmitting data to a vehicle and charging the vehicle's energy storage system. First, an electrical cable is connected via plug connectors to a charging interface for data transmission and charging the vehicle's energy storage system. The charging process then begins, and simultaneously, driver- or vehicle-related data is transmitted via the electrical cable to a control unit in the vehicle. The transmitted data is stored on a storage element in the vehicle. An external data transmission and charging station verifies the completeness of the data transmission.If the data transmission is incomplete, the external data transmission and charging station forwards the data to a provider in order to make the missing data available to the vehicle via a wireless communication network during the journey.

[0008] Finally, a method for connecting a so-called end vehicle to a stationary data network is known from DE 10 2017 222 905 A1. In this method, a so-called base vehicle, which has direct network access to the data network, transmits data packets between the data network and the end vehicle using a radio-based communication device. The transmission of the data packets by the base vehicle takes place during the period while it is connected to an electric charging station via a charging cable for an electric charging process and network access is active.

[0009] Based on the aforementioned prior art, the present invention aims to provide a method with the features of the preamble of claim 1, which, in light of the anticipated rapid increase in the electrification of motor vehicles, offers an alternative approach to controlling the transfer of energy and data between a power supply unit and an electrically powered motor vehicle. In particular, the method is intended to be tailored to practically relevant cases in which the operator of the power supply unit and the manufacturer of the electrically powered motor vehicle to be charged are identical or different.

[0010] This problem is solved by a method with the features of claim 1.

[0011] The invention relates to a method for controlling the transfer of energy and / or data between an electrically powered motor vehicle and a power supply unit. During the transfer of energy between the power supply unit and the motor vehicle, data is also transferred between the power supply unit and the motor vehicle. Before the transfer of energy and / or data, a comparison is made between an identifier of the motor vehicle and an identifier of the power supply unit. The identifier is preferably stored in a storage device of both the motor vehicle and the power supply unit and uniquely identifies the manufacturer of the motor vehicle on the one hand and the manufacturer of the power supply unit on the other.

[0012] It is further proposed that the control of energy and / or data transmission be implemented depending on the synchronization that has taken place. This is done in such a way that, based on the successful synchronization of the identifiers, at least two possible cases are distinguished from a control engineering perspective. Depending on the case, at least the amount of energy supplied by the energy supply unit to the vehicle and / or the rate of energy supply from the energy supply unit to the vehicle are influenced.

[0013] This technical design of the process therefore pursues a completely different approach than the prior art. In particular, the process enables targeted and demand-based control of the transfer of energy and data resources.

[0014] According to a further development of the procedure, it is proposed that, depending on the case at hand, the type and quantity of data to be transmitted between the energy supply unit and the motor vehicle and / or a level of encryption of the data to be transmitted between the energy supply unit and the motor vehicle should also be specified.

[0015] This design takes into account the fact that with increasing digitization, data also represents a valuable resource that must be exchanged in a targeted and secure manner.

[0016] It is highly advantageous if, on the vehicle side, i.e., through control and evaluation logic integrated into the vehicle, each piece of data to be transmitted is assigned a specific attribute (a specific category). Only data selected by a vehicle-side filtering device that checks the attributes and is marked as ready for transmission is made available and transmitted. This creates the technical prerequisite for easily and simply reducing potentially enormous amounts of data available for vehicle data analysis to the necessary and meaningful subsets.

[0017] In a further embodiment of the inventive concept, the data to be transmitted exhibits a degree of encryption depending on certain characteristics. This provides the prerequisite for encryption tailored to specific needs, so that existing computing capacities in the vehicle and / or the power supply unit do not have to be overtaxed.

[0018] It is conceivable that it should also be ensured that data is not transmitted without the consent of the vehicle operator or vehicle owner. In such a case, another training course proposes that, before data is transmitted from the vehicle to the energy supply unit, a query be made to determine for which specific characteristics (data categories) user-approval for data transmission has been granted or is already in place.

[0019] Verification of user-granted release of data marked as ready for transmission by the vehicle can therefore take place before each data transfer. Alternatively, however, it is conceivable that the vehicle operator could configure release settings (for example: general release of all data marked as ready for transmission by the vehicle, general release only of data in specific categories marked as ready for transmission, or release required before each data transfer) in a settings menu using an input and display device (e.g., via touchscreen) in the vehicle.

[0020] As already mentioned, the purpose of the identification code comparison is to differentiate at least two possible cases from a control engineering perspective. For example, if the first case occurs, the following procedure is conceivable: • All available data from the motor vehicle is marked as being made available for transmission towards the energy supply facility. • Data transmission from the power supply unit to the motor vehicle and vice versa is enabled. • Data marked as ready for transmission to the energy supply unit is transferred (if desired, only data additionally released by the operator is transferred). Furthermore, an energy output device of the energy supply unit is controlled such that the amount of energy it delivers is greater than the amount of energy requested by an operator or previously calculated (price-dependent) by a calculation unit of the energy supply unit. This is achieved by creating a positive difference between the amount of energy delivered and the requested or calculated amount.Alternatively or additionally, the energy output device of the energy supply device can be controlled in such a way that an amount of energy it outputs is delivered to the motor vehicle at a higher rate than would be the case if at least one second scenario were present.

[0021] Such features of the method according to the invention can particularly support the need for a targeted distribution and provision of energy.

[0022] According to further features of the invention, the following procedure is proposed in the case of at least one second instance: • Only a subset of all available data from the motor vehicle is marked as being ready for transmission towards the energy supply facility. • Data transmission from the power supply unit to the motor vehicle is blocked. • After the data marked as ready for transmission to the energy supply unit (if desired, only the data additionally released by the operator) has been transmitted, an energy output device of the energy supply unit is controlled such that the amount of energy it delivers is greater than the amount of energy requested by an operator or the amount of energy previously calculated (price-dependent) by a calculation unit of the energy supply unit. This is also done in such a way that a positive difference in the amount of energy delivered results between the amount of energy delivered and the requested or calculated amount. Alternatively or additionally, the energy output device of the energy supply unit can be controlled such that the rate of delivery of the amount of energy it delivers to the vehicle is adjusted.The resulting energy difference, analogous to the first case, is smaller than the energy difference in the first case. Alternatively or additionally, the discharge rate is smaller than the discharge rate in the first case.

[0023] In this way, two practically significant cases can be technically regulated. For example, it is conceivable that the first case represents a situation in which the provided energy supply device, which could be a charging station, for example, and the electrically powered vehicle to be charged come from the same manufacturer.

[0024] The second scenario can occur, for example, when the electric vehicle to be charged is to be charged at a public charging station, such as one located at a rest area or gas station. In this case, the manufacturer of the vehicle being charged and the operator of the charging station (third-party operator) are different parties.

[0025] For the technical implementation of a third case, which may also occur under certain circumstances, the following procedure is considered advantageous: • All available data from the motor vehicle is marked as being made available for transmission towards the energy supply facility. • Part of the available data is encrypted, the remaining part of the available data remains unencrypted. • Data transmission from the power supply unit to the motor vehicle is blocked. • After the data marked as ready for transmission to the energy supply unit (if desired, only the data additionally released by the operator) has been transmitted, an energy output device of the energy supply unit is controlled such that the amount of energy it delivers is greater than the amount of energy requested by an operator or previously calculated (price-dependent) by a calculation unit of the energy supply unit. This is done in such a way that a positive difference in the amount of energy delivered results between the amount of energy delivered and the requested or calculated amount. Alternatively or additionally, the energy output device of the energy supply unit can be controlled such that the rate at which the amount of energy delivered to the vehicle is adjusted.The resulting energy difference, analogous to the first or second case, is smaller than the energy difference in the first case, but larger than the energy difference in the second case. Alternatively or additionally, the rate of energy release is smaller than the rate of release in the first case, but larger than the rate of release in the second case.

[0026] The aforementioned third scenario is conceivable, for example, if the operator of the energy supply facility is itself a third-party operator (such as a gas station). However, in this case, the third-party operator cooperates with the manufacturer of the electric vehicle being charged. The conceivable needs of the partners involved can be effectively addressed technically through this procedural refinement.

[0027] According to a highly advantageous embodiment of the invention, it is proposed that the aforementioned energy quantity difference and / or the aforementioned output rate is increased with increasing number or size (for example, calculated in gigabytes) of the data released by the operator. This enables automatic control of the energy output in a technically simple manner.

[0028] Furthermore, it is also conceivable that the amount of data or functions transmitted from the energy supply unit to the vehicle increases with the increasing number or amount of data transmitted from the vehicle to the energy supply unit (possibly additionally enabled by the user). For example, it is conceivable that during the vehicle's charging process, additional function upgrades, apps, voice control commands, or free music subscriptions for a specific period could be transmitted to the vehicle, depending on the data enabled.

[0029] Another, easily implemented way to control energy output is to use data transmitted from the vehicle to the energy supply unit (possibly with additional user authorization). The energy supply unit then calculates the vehicle's average energy consumption over a specific distance. The previously mentioned difference in energy quantity and / or the rate of energy delivery to the vehicle can then be further increased if the calculated average energy consumption falls below a certain threshold.

[0030] To create the basic prerequisites for collecting valuable information about the aging state of the vehicle's energy storage device (e.g., a traction battery or a fuel cell unit), a further, highly advantageous embodiment of the invention proposes that, after the data designated as being ready for transmission to the energy supply device (if desired, only the data additionally released by the operator) has been transferred, energy is first transferred from the vehicle to the energy supply device before the energy supply device is transferred to the vehicle. This continues until the vehicle's energy storage device (e.g., a traction battery) is completely depleted. Only then does the energy supply device transfer energy to the vehicle.This continues until the vehicle's energy storage system is completely filled.

[0031] In other words, for example, a vehicle's power supply unit designed as a traction battery is first completely discharged after the vehicle is connected to the power supply unit, with the current from the traction battery being temporarily stored in an energy storage device within the power supply unit. The traction battery is then fully recharged, i.e., to the maximum possible extent, by the charging current from the power supply unit. This process can provide valuable information about the traction battery's state of health. Such a procedure is conceivable, for instance, if the driver has sufficient time to leave their vehicle parked at the power supply unit for the transfer of energy and data.

[0032] Finally, it is also conceivable that after the transmission of data marked as ready for transmission to the power supply unit (if desired, only the data additionally released by the operator), the vehicle is controlled by the power supply unit in such a way that a specific test cycle (similar to a test bench cycle) is performed for the stationary vehicle while power is being supplied. For example, it is conceivable that engine speeds are changed or different pedal positions are used to draw conclusions about vehicle components and the vehicle battery.

[0033] A preferred embodiment of the invention is illustrated in the figures and is explained in more detail in the following description with reference to the figures. This also highlights further advantages of the invention. Identical reference numerals, even in different figures, refer to identical, comparable, or functionally equivalent components. Corresponding or comparable properties and advantages are achieved even if no repeated description or reference is made to them. The figures are not, or at least not always, to scale. In some figures, proportions or distances may be exaggerated to more clearly emphasize features of an embodiment.

[0034] They show, each schematically Fig. 1. The representation of a motor vehicle at a charging station, wherein the procedure is carried out, Fig. 2. A flowchart illustrating one possible form of the procedure, Fig. 3 a description of partial steps of the procedure according to procedure part III from Fig. 2, Fig. 4 a description of partial steps of the procedure according to procedure part IV from Fig. 2 and Fig. 5. A tabular overview to present conceivable, collected vehicle data.

[0035] First, attention will be drawn to the Fig. 1 Reference is made to this figure. This figure shows an electrically powered motor vehicle 1, which is parked at an energy supply device 2 in the form of a charging station.

[0036] The motor vehicle 1, of which only the components essential for understanding the invention are sketched, has an energy storage device 102, which in this case is designed as a traction battery. The energy storage device 102 also has an energy management device, which is not shown in detail. Furthermore, the motor vehicle 1 has at least one data storage device 104 and a communication device 105 for wireless communication with other, external units. For example, it is conceivable that the motor vehicle 1 communicates with a mobile communication device 4 operated by the driver of the motor vehicle 1 via the communication device 105, and that functions of the motor vehicle 1 can be triggered, for example, via a vehicle-specific program (so-called app). The mobile communication device 4 can, for example, be a smartphone or a tablet.

[0037] Furthermore, the vehicle 1 is equipped with a sensor system 107, which can comprise a variety of sensors. The sensor system 107 can capture a multitude of vehicle signals, potentially generating enormous amounts of data. This data can then be used to analyze vehicle data from the vehicle 1. Examples of components of the sensor system 107 include temperature sensors, steering angle sensors, wheel angle sensors, humidity sensors, pressure sensors, light sensors, and so on.

[0038] The energy storage device 102 is connected to a transmission interface 101 of the motor vehicle 1 via a high-voltage line 6.

[0039] Furthermore, the motor vehicle 1 has a central evaluation and control unit 103, which is connected to the aforementioned components via signal and control lines 5. The signal and control connection can also be established via a bus system (for example, CAN bus, not shown).

[0040] The power supply unit 2 also has a central evaluation and control unit 203. A communication unit 205, a data storage unit 204, a data interface 206 (e.g. USB) and an energy storage and management unit 202, which is designed as a battery, are connected to the central evaluation and control unit 203 via signal and control lines 5.

[0041] The communication device 205 is used for wireless communication, for example for wireless data exchange with an external computer 3 of an operator of the energy supply facility 2.

[0042] The operator of energy supply facility 2 could, for example, be the manufacturer of vehicle 1. It is also conceivable that the operator of energy supply facility 2 is a public institution or a private third-party provider. In this context, it is quite conceivable that a third-party provider has entered into a cooperation agreement with the manufacturer of vehicle 1, and that an exchange of data between the third-party operator and the manufacturer of vehicle 1 is possible and even desirable.

[0043] In the present embodiment, the motor vehicle 1 is connected to the power supply unit 2 via a transmission cable 200. Specifically, this is done via a plug connection of the transmission cable 200 in the area of ​​the motor vehicle-side transmission interface 101 and via a plug connection in the area of ​​a transmission interface 201 of the power supply unit 2.

[0044] The transmission cable 200 serves both to transmit vehicle data D collected in the motor vehicle 1 and to transmit energy E in the form of electricity.

[0045] As soon as the vehicle 1 is connected to the power supply unit 2 via the transmission cable 200, an identifier stored in the data storage unit 104 of the vehicle 1 is queried automatically or initiated by input from an operator via a vehicle-specific app on the mobile communication device 4. This identifier uniquely identifies the vehicle 1 and thus its manufacturer. The identifier stored in the vehicle 1 is compared with an identifier stored in the data storage unit 204 of the power supply unit 2. The identifier of the power supply unit 2 uniquely identifies the operator of the power supply unit 2.

[0046] Depending on the successful comparison between the aforementioned identifiers, the transmission of energy E and / or data D is controlled.

[0047] Several scenarios can occur here that influence the course of the proceedings. This will be illustrated using the following: Fig. 2 will be explained in more detail.

[0048] This figure shows that a query A1 first checks whether a correct connection has been established between the vehicle 1 and the power supply unit 2 via the transmission cable 200. In this embodiment, the query checks whether the transmission cable 200 is correctly connected to the transmission interfaces 101 and 201. If this is not the case, a corresponding error message is issued in a process step S0.

[0049] If the transmission cable 200 is correctly connected, the aforementioned identifiers are queried and compared in a process step S1.

[0050] In query A2, the evaluation and control unit 103 checks whether the comparison has shown that the manufacturer of the motor vehicle 1 and the operator of the energy supply unit 2 are identical. If this is the case, the central evaluation and control unit 103, in a process step S2-1, marks all available data D as ready for transmission to the energy supply unit 2. The data D were acquired by the sensor unit 107 during the preceding operation of the motor vehicle K and stored and collected in the data storage unit 104.

[0051] In process step S2-1, a basic activation of possible data transmission from the energy supply unit 2 towards the motor vehicle 1 and vice versa takes place.

[0052] The marking of data as being generally available for transmission is therefore done automatically on the vehicle side, depending on the synchronization that has taken place.

[0053] The actual transmission of data from the vehicle 1 towards the energy supply unit 2 can optionally be made dependent on the operator of the vehicle K explicitly releasing the data provided for transmission, for example via an app on the mobile communication device 4 or via an input and display unit in the vehicle 1 (not shown), or having already released it (via a specific type of settings menu in the vehicle). This is done in a query A4-1.

[0054] In query A4-1, the operator is given the option to release all provided data for transmission or only a portion of the provided data. This will be explained in more detail later.

[0055] If the provided data has been released by the server, then in a process step S3-1 the central evaluation and control unit 203 controls an energy output device 202a. The control is carried out in such a way that the amount of energy (i.e., electricity) supplied by the energy output device 202a is greater than the amount requested by the operator (and, for example, entered via the mobile communication device 4) or the amount of energy previously calculated (price-dependent) by a calculation unit 203b.

[0056] This results in a positive energy quantity difference between the amount of energy actually delivered to the motor vehicle 1 by the energy delivery device 202a and the desired or calculated amount of energy.

[0057] Alternatively or additionally, in process step S3-1, the energy output device 202a of the energy supply device 2 can also be controlled in such a way that the amount of energy it outputs is delivered to the motor vehicle 1 at a higher rate than occurs in at least one other case. The second case will be discussed later.

[0058] In parallel to process step S3-1, the data released by the operator are transferred from the motor vehicle 1 to the energy supply unit 2 in a process step S3-2.

[0059] Furthermore, it should be noted that data transmission from the power supply unit 2 to the vehicle 1 can also take place. For example, it is conceivable that the vehicle 1 is supplied by the power supply unit 2 with function updates, such as for vehicle navigation, voice commands, comfort functions and the like, which were temporarily stored in the data storage unit 204 of the power supply unit 2 and were previously downloaded from the external computer 3 by the power supply unit 2.

[0060] However, if query A4-1 revealed that the driver of motor vehicle 1 did not consent to the transmission of the data provided for transmission by the vehicle, then no data is transmitted via the transmission cable 200 to the power supply unit 2 in process step S3-3. Furthermore, the power output unit 202a is controlled such that the energy E supplied by the power supply unit 2 is equal to the amount of energy requested by the operator or equal to a previously calculated (price-dependent) amount of energy by the calculation unit 203b (see also Fig. 1).

[0061] If, contrary to the exemplary embodiment, operator approval is not required, the process sequence proceeds directly to process steps S3-1 and S3-2 after process step S2-1. Thus, all data marked as being ready for transmission to the energy supply unit by the vehicle are actually transmitted from vehicle 1 to the energy supply interface 2. Furthermore, energy E is supplied by the energy supply unit 2 with a positive energy quantity difference or at a higher supply rate.

[0062] In any case, a completion or progress message regarding the ongoing or completed energy charging of the vehicle 1 and / or data transmission is subsequently issued in process step S4. Such a message can be issued, for example, on the operator's aforementioned mobile communication device 4 or in the interior of the vehicle 1.

[0063] If query A2 revealed that the manufacturer of motor vehicle 1 and the operator of energy supply facility 2 are not the same (legal) person, query A3 will ask whether a comparison of the said identifiers has shown that the operator of energy supply facility 2 and the manufacturer of motor vehicle 1 cooperate with each other.

[0064] If this is not the case, the process branches into procedure IV, which is in Fig. Figure 4 is described in more detail. In this figure, in process step S2-2, only a subset of the available data is marked as ready for transmission on the vehicle side. Furthermore, a possible data transmission from the power supply unit 2 to the vehicle 1 is blocked.

[0065] In query A4-2, it is then checked whether the data marked as available for transmission on the vehicle side has actually been released for transmission by the operator of the motor vehicle 1.

[0066] If this is the case, then in process step S3-7 the energy output device 202a of the energy supply device 2 is controlled such that the amount of energy it delivers is greater than the amount of energy requested by the operator or the amount of energy previously calculated (price-dependent) by the calculation unit 203b. Thus, here too, there is a positive difference in the amount of energy delivered between the amount of energy requested or calculated. Alternatively or additionally, in process step S3-7 the energy output device 202a can be controlled such that the rate at which it delivers the amount of energy to the motor vehicle 1 is adjusted.

[0067] It should be noted that the energy quantity difference generated in this second case is smaller than the energy quantity difference in the first case and / or that the said discharge rate is smaller than the discharge rate in the first case.

[0068] In process step S3-8, the data released by the operator is then transferred from the motor vehicle 1 to the energy supply unit 2.

[0069] However, if query A4-2 revealed that the operator had not released any of the data provided for data transmission, then in process step S3-9 the energy output device 202a is controlled such that an energy quantity difference of zero results, as described above. Furthermore, no data is transmitted from the vehicle 1 to the energy supply device 2. The process then returns to process step S4. Fig. 2.

[0070] If query A4-2 is omitted, deviating from the example, the procedure is analogous to that used when query A4-1 is omitted.

[0071] Finally, in query A3 according to Fig. 2. The case arises that the comparison of the aforementioned identifiers has revealed that a cooperation exists between the manufacturer of motor vehicle 1 and the operator of the energy supply facility 2. Thus, the procedure proceeds to procedure III, which in Fig. 3 will be explained in more detail.

[0072] In this third possible scenario, in process step S2-3, all available data is again marked as ready for transmission on the vehicle side. However, a portion of the available data is encrypted. The remaining portion of the available data remains unencrypted.

[0073] Furthermore, any possible data transmission from the power supply unit 2 to the motor vehicle 1 is blocked.

[0074] In query A4-3, the operator is again asked whether he actually releases the data provided by the vehicle for data transmission.

[0075] If this is the case, then in process step S3-4 the energy output device 202a of the energy supply device 2 is controlled in such a way that a positive energy quantity difference results. Alternatively or additionally, it is conceivable that the energy output device 202a is controlled in such a way that the rate at which it delivers the amount of energy to the motor vehicle 1 is adjusted.

[0076] It should be noted that in the aforementioned third case, the energy difference is smaller than in the first case, but larger than in the second case. Furthermore, the aforementioned discharge rate is smaller than in the first case, but larger than in the second case.

[0077] In process step S3-5, the data released by the operator for data transmission is transferred to the power supply unit 2.

[0078] If query A4-3 indicates that the data provided by the vehicle for data transmission has not been released for transmission by the operator, then in process step S3-6 the energy output device 202a is controlled in such a way that an energy quantity difference of zero results. Furthermore, no data transmission takes place.

[0079] If query A4-3 is omitted, deviating from the example, the procedure is analogous to that used when query A4-1 or A4-2 is omitted.

[0080] In this process, it is conceivable that the aforementioned energy quantity difference and / or the aforementioned delivery rate increases with an increasing number or quantity of data released by the operator. Furthermore, it is also conceivable that the quantity of data and, if applicable, functions (apps or the like) transmitted from the energy supply unit 2 to the vehicle 1 increases with an increasing number of data transmitted (possibly released by the operator) from the vehicle 1 to the energy supply unit 2.

[0081] Finally, based on Fig. Section 5 provides a brief overview of possible data that can be collected, stored, and made available during the operation of the motor vehicle 1 by recording signals through the aforementioned sensor device 7. For example, conceivable data D include outside temperature, air pressure, outside humidity, pollen count, inside temperature, oil pressure, fuel level, battery status, and GPS position. Each of these data points D is assigned a data characteristic M (a category). Thus, the data D can be categorized, for example, as environment-specific, driver / vehicle-specific, or highly sensitive. Each data category is also assigned a suitable transmission address ÜA.

[0082] Thus, the vehicle can specify in advance (for example, in a table stored in the vehicle's data storage device 104) which data, based on a comparison of the aforementioned identifier from vehicle 1 and the aforementioned identifier of the energy supply device 2, is classified as suitable for transmission, and which collected data is subsequently marked by the vehicle as being ready for transmission to the energy supply device. An encryption level VG also determines which categories of data D must be transmitted unencrypted and which must be encrypted.

[0083] Environmental data, which can be transmitted to third-party operators and is of interest to weather services and the like, can always be transmitted unencrypted. Driver- or vehicle-specific data can be transmitted unencrypted if the manufacturer of the motor vehicle 1 and the operator of the energy supply facility 2 are the same person.

[0084] If the manufacturer of vehicle 1 and the operator of the energy supply facility 2 are not the same person (a third-party operator operates the energy supply facility 2), the transmission of data released by the operator is always encrypted and therefore unreadable to the third-party operator. This is relevant if the third-party operator has entered into a cooperation agreement with the manufacturer of vehicle 1. Driver- or vehicle-specific data can be of interest to the manufacturer of vehicle 1 for evaluating technical faults in vehicle 1 and provide starting points for technical improvements to vehicle 1.

[0085] For encrypting such data, the motor vehicle 1 has an encryption device 103a, which can, for example, be part of the central evaluation and control unit 103. A decryption device 203a can be used for decryption; this can be part of the central evaluation and control unit 203 of the power supply unit 2. However, it is also conceivable that decryption only takes place on the external computer 3.

[0086] A filter device 103b serves to filter out only those data D from the total amount of available data and mark them as ready for data transmission which, after a comparison of the aforementioned identifiers, appear suitable for the transmission addressee ÜA (i.e., either third-party operator or manufacturer of the motor vehicle 1) (compare Fig. 5).

[0087] An energy output device 102a of the motor vehicle 1 can also be used to transfer energy E from the motor vehicle 1 to the energy supply device 2 via the transmission cable 200. Given sufficient time, it is quite conceivable that, before the motor vehicle 1 is charged, the energy output device 102a transfers enough energy E to the energy supply device 2 to completely discharge the energy storage and management device 2 (traction battery) of the motor vehicle 1. Only then does energy E transfer in the opposite direction, i.e., from the energy supply device 2 to the motor vehicle 1, take place. This procedure can help to obtain better information about the aging state of the energy storage device 102.

[0088] Finally, a calculation device 203b should be mentioned, which can be used to calculate, based on a sum of money available to an operator and entered via a suitable input device, the amount of energy E to be delivered by the energy delivery device 202, which is dependent on the price. The mobile communication device 4, for example, can serve as the input device.

Claims

[1] Method for controlling the transmission of energy (E) and / or data (D) between an electrically powered motor vehicle (1) and a power supply unit (2), wherein the transmission of energy (E) between the power supply unit (2) and the motor vehicle (1) and / or the transmission of data (D) between the power supply unit (2) and the motor vehicle (1) is at least partially carried out by cable, wherein prior to the transmission of energy (E) and / or data (D), a comparison is made between an identifier of the motor vehicle (1) and an identifier of the power supply unit (2), wherein, depending on the comparison that has taken place, the control of the transmission of energy (E) and / or data (D) is carried out in such a way that, by means of the comparison of the identifiers, at least two possible cases are distinguished for control purposes, characterized by, that in each case a certain amount of energy (E) is supplied from the energy supply device (2) to the motor vehicle (1) and, depending on the case at hand, at least the amount of energy (E) supplied from the energy supply device (2) to the motor vehicle (1) and / or the rate of supply of energy (E) supplied from the energy supply device (2) to the motor vehicle (1) is influenced, wherein, in the case of a first case, the procedure is • All available data (D) from the motor vehicle (1) are marked as being made available for transmission towards the power supply unit (2), • Data transmission from the power supply unit (2) towards the motor vehicle (1) and vice versa is enabled, • After transmission of data (D) marked as provided for transmission towards the power supply unit (2), an energy output unit (202a) of the power supply unit (2) is controlled such that an energy quantity (E) delivered by it is greater than an energy quantity requested by an operator or previously calculated by a calculation unit (203b), such that a positive energy quantity difference results between the delivered energy quantity (E) and the requested or calculated energy quantity, and / or the energy output unit (202a) of the power supply unit (2) is controlled such that an energy quantity (E) delivered by it is delivered to the motor vehicle (1) at a higher delivery rate than in the case of at least one second case, and wherein the procedure in the case of the second case • Only a subset of all available data (D) from the motor vehicle (1) is marked as being made available for transmission towards the power supply unit (2), • Data transmission from the power supply unit (2) towards the motor vehicle (1) is blocked, whereby Following the transmission of data (D) marked as provided for transmission towards the power supply unit (2), an energy output unit (202a) of the power supply unit (2) is controlled such that the amount of energy (E) it delivers is greater than the amount of energy requested by an operator or previously calculated by a calculation unit (203b), such that a positive energy difference results between the amount of energy (E) delivered and the requested or calculated amount of energy, and / or the energy output unit (202a) of the power supply unit (2) is controlled such that the rate of delivery of the amount of energy (E) it delivers to the motor vehicle (1) is adjusted.where the energy difference is smaller than the energy difference in the first case and / or where the delivery rate is smaller than the delivery rate in the first case. [2] Method according to claim 1, characterized by , that depending on the case at hand, the type and quantity of data (D) to be transmitted between the energy supply unit (2) and the motor vehicle (1) and / or a level of encryption (VG) of the data (D) transmitted between the energy supply unit (2) and the motor vehicle (1) is determined. [3] Method according to claim 1 or 2, characterized by , that on the motor vehicle side each of the data (D) to be transmitted is assigned a specific characteristic (M), and only such data (D) are made available for data transmission which are marked as made available for transmission via a filter device (103b) which checks the characteristics (M). [4] Method according to claim 3, characterized by , that depending on the specific characteristics (M), the data (D) to be transmitted has a level of encryption (VG). [5] Method according to any one of the preceding claims, characterized by , that before data (D) is transferred from the motor vehicle (1) towards the power supply unit (2), a query (A4-1, A4-2, A4-3)) is performed to determine which data (D) associated with specific characteristics (M) is authorized for data transmission by the operator. [6] Method according to any one of the preceding claims, characterized by The following procedure applies in the event of a third case: • All available data (D) from the motor vehicle (1) are marked as being made available for transmission towards the power supply facility (2). • Part of the available data (D) is encrypted, the remaining part of the available data (D) remains unencrypted. • Data transmission from the power supply unit (2) towards the motor vehicle (1) is blocked. • After transmission of data (D) marked as provided for transmission towards the power supply unit (2), a power output unit (202a) of the power supply unit (2) is controlled such that the amount of energy (E) it delivers is greater than the amount of energy requested by an operator or previously calculated by a calculation unit (203b), resulting in a positive energy difference between the delivered energy (E) and the requested or calculated energy, and / or the power output unit (202a) of the power supply unit (2) is controlled such that the rate of delivery of the amount of energy (E) it delivers to the motor vehicle (1) is adjusted, the energy difference being smaller than the energy difference in the first case.however, greater than the energy difference in the second case and / or where the discharge rate is less than the discharge rate in the first case, but greater than the discharge rate in the second case. [7] Method according to any one of the preceding claims, characterized by that the energy quantity difference and / or the delivery rate increases with increasing number or size of the transmitted data. [8] Method according to any one of the preceding claims, characterized by , that the amount of data (D) or functions transmitted from the power supply unit (2) to the motor vehicle (1) increases with increasing number or size of the data transmitted from the motor vehicle (1) to the power supply unit (2). [9] Method according to any one of the preceding claims, characterized by, that with the help of data transmitted from the motor vehicle to the energy supply unit, the energy supply unit (2) calculates an average energy consumption of the motor vehicle (1) in relation to a certain distance traveled and the energy quantity difference and / or the delivery speed are additionally increased if the calculated average energy consumption of the motor vehicle (1) falls below a certain limit. [10] Method according to any one of the preceding claims, characterized by, that after a transmission of data marked as being made available for transmission towards the energy supply device (2), before an energy supply device (2) is supplied to the motor vehicle (1), an energy supply from the motor vehicle (1) to the energy supply device (2) takes place first, until an energy storage device (102) of the motor vehicle (1) is completely emptied, and subsequently an energy supply from the energy supply device (2) to the motor vehicle (1) takes place, until the energy storage device (102) of the motor vehicle (1) is completely filled. [11] Method according to any one of the preceding claims, characterized by, that after a transmission of data (D) marked as being provided for transmission towards the power supply unit (2), the motor vehicle (1) is controlled by the power supply unit (2) in such a way that a specific test cycle for the motor vehicle (1) is carried out while stationary during the supply of energy to the motor vehicle (1).

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