Discharge of an electric vehicle at a charging point and system for this

Abstract

The invention relates to a method for discharging an electric vehicle at a home charging point, in which a suitable home charging contract identifier is determined upon coupling the electric vehicle to the home charging point, a discharging request for discharging the electric vehicle at the home charging point is specified, the charging contract identifier and the discharging request are transmitted to a charging management device which can access historical data of charging processes which have been assigned to the home charging contract identifier and historical data of charging processes which have been assigned to a different charging contract identifier at a different charging point, the charging management device carries out an analysis based on the historical data and the discharging request to determine whether the discharging request can be met without problems due to contract conditions, wherein in the event that the discharging request can be met without problems,the electric vehicle is discharged at the home charging point in accordance with the discharge request under the charging contract assigned to the home charging contract identifier, and in the event that the discharge request cannot be met without problems, at least one action relating to the problem is triggered.

Description

[0001] The invention relates to a method for discharging an electric vehicle configured for bidirectional charging at a charging point configured for bidirectional charging. The invention also relates to a system for implementing the method. The invention is particularly advantageous when this method is to be implemented at a home charging point.

[0002] JP 2022075350 A discloses a charging management system comprising: an information acquisition unit and a charging control unit. The information acquisition unit acquires a charging schedule of an electric vehicle equipped with a traction battery charged by a charger at a workplace, as well as house information about an amount of electricity consumed by the electric vehicle via a house in which a user lives, and information about the usage history of the electric vehicle. The charging control unit controls the charging process of the traction battery by the charging device based on at least the charging schedule, the house information, and the vehicle history information. In one embodiment, the electric vehicle equipped with the traction battery is used as an intermediate storage device for transporting electrical energy. House occupants can also use the electricity supplied from the workplace at low cost in their homes.Additionally, if the workplace uses renewable energy sources such as solar, wind, or geothermal energy to generate electricity, the charger uses the excess electricity generated by the renewable energy to recharge the electric vehicle's storage battery, which can be billed accordingly. Even if the home doesn't have a distributed power source such as a solar panel, the electricity generated by the workplace's renewable energy can be used in the home. Therefore, by using renewable energy, it's possible to set a low billing amount when billing the home's occupant for the electricity consumed.

[0003] It is the object of the present invention to at least partially overcome the disadvantages of the prior art and in particular to improve a possibility for discharging electrical energy into a home energy network, in particular to make it fairer.

[0004] This object is achieved according to the features of the independent claims. Preferred embodiments can be found in particular in the dependent claims.

[0005] The task is solved by a method for discharging an electric vehicle at a “first” charging point, in which - when the electric vehicle is connected to the first charging point, a suitable “first” charging contract identifier is determined, - a discharge request to discharge the electric vehicle at the first charging point is specified, - the charging contract identifier and the discharge request are transmitted to a charging management device that can access historical data of charging processes that have been assigned to the first charging contract identifier and historical data of charging processes that have been assigned to at least one other (“second”, “third”, etc.) charging contract identifier at at least one other (corresponding “second”, “third”, etc.) charging point, - the charging management facility carries out an analysis based on the historical data and the discharge request to determine whether the discharge request can be met without problems due to contractual conditions, where in the event that - the discharge request can be met without problems, the electric vehicle is discharged at the first charging point in accordance with the discharge request under the charging contract assigned to the first charging contract identifier (“first”), and in the event that - the discharge request cannot be met without problems, at least one action is triggered that relates to the problem.

[0006] This method has the advantage that it can effectively prevent or compensate for the discharging or feeding back of electrical energy from an electric vehicle to a first charging point and thus into an associated first energy grid (e.g. in the so-called "Vehicle-to-Business" (V2B) application case or in the so-called "Vehicle-to-Home" (V2H) application case) and / or further into a public supply grid connected to the first energy grid (so-called "Vehicle-to-Grid" (V2G) application case) to the detriment of other charging entities where the electric vehicle could be charged under more favorable conditions.

[0007] Charging and / or discharging can be summarized under the term "charging." Charging an electric vehicle can then be understood as both charging and discharging the electric vehicle. For this to happen, the electric vehicle and the charging point must be coupled to each other for energy transfer. Coupling and charging can occur inductively or via a charging cable. Charging an electric vehicle specifically includes charging (i.e., charging or discharging) an energy storage device of the electric vehicle.

[0008] The energy storage device is, in particular, a high-voltage storage device, specifically a drive or traction storage device. The energy storage device is, in particular, a battery, e.g., a lithium-ion battery, etc., but can also be, for example, a hydrogen storage device, etc.

[0009] To discharge the electric vehicle, both the electric vehicle and the associated charging point are set up for bidirectional charging, i.e. they are set up either for charging or discharging.

[0010] The electric vehicle can be, for example, a plug-in hybrid vehicle (PHEV), or a fully electric vehicle, e.g., a battery-powered vehicle (BEV). The electric vehicle can be, for example, a passenger car, truck, bus, motorcycle, etc.

[0011] The fact that a suitable (first) charging contract identifier is determined when the electric vehicle is connected to the first charging point means that the connection also provides the option for data exchange between the electric vehicle and the first charging point, for example when using a charging cable via PLC, independent data lines, radio (e.g. Bluetooth), etc., when using inductive coupling via radio (e.g. Bluetooth), etc.

[0012] The fact that a suitable first charging contract identifier is determined when the electric vehicle is connected to the first charging point further includes the determination of an identifier or ID that uniquely identifies a charging contract underlying the charging. The charging contract can, for example, correspond to a supply contract between the charging entity having or using the first charging point and an energy supplier, in which, for example, a purchase price, a feed-in tariff, a power generation mix, a CO2 quantity, etc. can be specified. A charging contract identifier can also be referred to as a "contract ID."

[0013] The charging contract identifier or “Contract ID” can be determined, for example, by being transmitted from the electric vehicle to the charging point when the electric vehicle is coupled to the first charging point, by being retrieved from a database by the charging point or an energy management system (EMS) of the charging entity comprising the charging point based on a transmitted vehicle ID, etc.

[0014] Other (second, third, etc.) charging contract identifiers can be determined similarly by transmitting them from the electric vehicle, retrieving them from a database, etc. One or more charging points can be assigned to each of the other charging contract identifiers. When the electric vehicle is connected to a charging point from a group of several charging points with the same charging contract identifier, charging at each of these charging points is enabled using the same charging contract.

[0015] In general, the other charging points can enable bidirectional charging or charging only. For example, some or all charging points linked to a specific charging contract identifier may also be configured for bidirectional charging, while charging points linked to a different charging contract identifier may be configured for charging only.

[0016] The discharge request corresponds to information or a setting that the electric vehicle should be discharged at the first charging point in particular, i.e. its storage level, SoC, should be lower at an expected disconnection or departure time ("target SoC") than its storage level at the start of the charging process ("start SoC"). This does not rule out the possibility that the storage level may temporarily fall above the start SoC or below the target SoC between the start and end of the charging process. This can be the case, for example, if a charging plan is implemented between the start and end of the charging process that uses the electric vehicle's energy storage as a temporary buffer, for example to minimize costs and / or the amount of CO2 emitted for energy generation. The discharge request can be entered by a user, e.g. in the form "target SoC = X%".The departure time can, for example, be entered by the user or derived from historical data.

[0017] The charging management device is data-linked or connected to the electric vehicle and / or the first charging point. The charging management device can be a network-based device, e.g., a cloud computer, a network server, etc. The charging management device can be part of a backend of an electric vehicle fleet operator, e.g., an electric vehicle manufacturer.

[0018] The charging management device's ability to access historical data requires that the charging management device has a data storage device filled with the historical data or is connected to such a data storage device. The historical data includes data from past charging processes that have been assigned to a specific charging contract identifier and thus charging processes between the electric vehicle and a charging point linked to this charging contract identifier.

[0019] The fact that the charging management device can access historical data also means that, for example, the user of the electric vehicle has agreed that the data of the charging processes assigned to the relevant charging contract identifiers may be transferred to the charging management device.

[0020] A further development is that the historical data includes the energy quantity ("charging quantity") or the energy throughput per charging process. The charging quantity or energy throughput distinguishes between charging the electric vehicle's energy storage system and discharging it. The charging quantity per charging process corresponds in particular to the charging quantity between the SoC target and the SoC start, particularly regardless of the type of charging process.

[0021] It is a further development that the historical data includes the temporal progression of the charging power per charging process and / or the temporal change in the charging quantity. It is a further development that the historical data includes incentive tables valid during the charging processes. Incentive tables are generally known and include, for example, temporal progressions of costs, feed-in tariffs, CO2 quantities, etc.

[0022] Historical data of charging processes that have been assigned to a, e.g., first, charging contract identifier, correspond in particular to historical data of charging processes between the associated electric vehicle and the associated, e.g., first, charging point with the contractual conditions between the charging entity of the charging point and the energy supplier as described above. Historical data of charging processes that have been assigned to a different charging contract identifier at a different charging point correspond in particular to historical data of charging processes between the associated electric vehicle and the at least one other charging point under contractual conditions that correspond to a (different) charging contract assigned to the other charging contract identifier. The at least one other charging contract regulates the conditions for charging between the electric vehicle and the operator of the other charging point, e.g., prices, CO2 quantities, maximum charging power, discounts, etc.

[0023] The charging management system's analysis of whether the discharge request can be met without problems due to contractual conditions corresponds to an analysis of whether the discharge request conflicts with contractual conditions, in particular with the contractual conditions assigned to at least one other charging contract identifier or with the contractual conditions of charging contracts assigned to the other charging contract identifiers. If there are no conflicting contractual conditions, there are no contractual problems in this regard. Then, in principle, the electric vehicle can be discharged at the charging point in accordance with the discharge request under the charging contract assigned to the corresponding charging contract identifier.

[0024] However, if the unloading request creates contract-related problems or violates a contractual condition, particularly from a (different) charging contract associated with at least one other charging contract identifier, a corresponding action is triggered. The action is specifically designed to be typically perceived by a user, i.e., a "user-perceivable" action. This has the advantage of alerting the user to the problem.

[0025] One embodiment includes a contractual condition that, within a certain period of time, the amount of energy charged via a different charging contract identifier or another contractual partner is less than or equal to the amount of energy used, or is only greater by an amount of energy specified, in particular, by the other contractual partner. From the perspective of the other contractual partner, this advantageously ensures that charging with its charging conditions by a user of an electric vehicle for the purpose of feeding in, in particular, the first contractual partner, can be prevented or at least limited. This is particularly advantageous if the contractual conditions of the other contractual partner are linked to price subsidies. The specified amount of energy can advantageously be specified as a certain permitted tolerance limit in order to enable greater charging flexibility for the vehicle owner.The specific period can be, for example, a week, a month, a quarter, a half year, a year, etc.

[0026] A further development is that the specified amount of energy is equal to or less than the battery capacity of the electric vehicle. This allows for flexible charging of the vehicle battery, especially high-voltage batteries, within its capacity, while preventing or at least hindering energy transfer beyond this capacity.

[0027] In one embodiment, the first charging point is a home charging point. This can advantageously prevent or compensate for a user from inexpensively charging their electric vehicle at a charging point other than the home charging point and then using the charged energy in an uncontrolled manner to operate electrical appliances in their home and / or to charge stationary intermediate storage devices in the home energy network, since purchasing from an energy supplier that supplies the home, in particular from a public supply grid, would be significantly less advantageous. A home charging point is understood in particular to be a charging point intended for charging the electric vehicle, which is connected to a first energy grid in the form of an energy grid of a private property, in particular a "home energy grid". The private property can be, for example, a single-family or multi-family home. The home charging point can be a wall charging station or "wallbox".By discharging the electric vehicle at the home charging point, electrical energy is fed from the electric vehicle into the home energy grid and can then be used to operate the home energy grid (so-called "Vehicle-to-Home" (V2H) use case) and / or further fed into the public supply grid (V2G use case), to the detriment of other charging entities where the electric vehicle could be charged under more favorable conditions.

[0028] The home charging point is assigned a home charging contract identifier, which can also be referred to as a "home ID," as the first charging contract identifier. The home ID can be assigned to a supply contract for the home or property with an associated energy supplier, which can specify, for example, a purchase price (electricity tariff), a feed-in tariff, a power generation mix, a CO2 quantity, etc. In particular, an internal home supply network of the home can include a self-sufficient energy supply such as a photovoltaic system, an electrical buffer, etc. The distribution of electrical energy within the home supply network can be controlled, in particular, by a so-called home energy management system (HEMS). This can involve the HEMS variably controlling the charging process of an electric vehicle connected to the home charging point in order to achieve the best possible result for the home, for example in terms of price or ecological efficiency.The home ID can be determined, for example, by being transmitted from the home charging point to the electric vehicle when the electric vehicle is coupled to the home charging point, or by being retrieved from a database by the home charging point or the HEMS based on a transmitted vehicle ID, etc.

[0029] In one embodiment, the at least one action relating to the problem comprises blocking an associated unloading process. This advantageously effectively prevents a violation of the contractual terms that caused the problem. Blocking the associated unloading process can comprise preventing the unloading process from starting.

[0030] In one embodiment, the at least one action relating to the problem comprises issuing a discharge release to a user of the electric vehicle to enable a discharge process that is already blocked or is to be blocked. This advantageously allows a user to lift the blocking of the discharge process. Certain conditions can be linked to lifting the blocking, for example, of a financial nature and / or relating to the issuance of reports / notifications to the contracting parties of the other charging contract.

[0031] One embodiment allows for the discharge authorization to include consent to pay a compensation amount to a contract participant or contractual partner linked to the other charging contract identifier. For example, the discharge authorization can be accompanied by the user's consent to pay an amount based on the difference between the charging price at the other charging point and the charging price at the home charging point. This advantageously provides financial compensation to the contractual partner of the other charging contract for offering the electric vehicle user comparatively inexpensive electrical energy for charging the electric vehicle. The reverse case is also generally feasible, whereby the electric vehicle user receives a compensation amount in their favor if electricity is or has been supplied to their disadvantage.

[0032] In one embodiment, the at least one action relating to the problem comprises issuing a notification about the problem associated with this charging request to at least one user of the electric vehicle. This advantageously makes it possible to effectively alert the user to the violation of the contractual terms and conditions that caused the problem. The notification can be issued, for example, together with or without blocking the associated discharging process. The notification can be issued, for example, via a user interface of the electric vehicle, a user terminal of the user (such as a smartphone, etc.), a user interface of the first charging point, in particular, etc.

[0033] One configuration is that a contract participant linked to the other charging contract identifier corresponds to a client or employer of the user. This offers the advantage that a discounted charging granted by the user's client or employer (who is then, in particular, a contractor or employee) is not excessively exploited by the user to supply their home or property with cheap energy. Alternatively or additionally, a contract participant linked to the other charging contract identifier can be, for example, an operator of public charging stations in a specific supply area, e.g., an urban area.

[0034] One embodiment provides a criterion for whether or not a discharge request can be met without problems, depending on whether, over a specified period of time (e.g., a certain number of days, weeks, months, or even years) and / or over a specified number of charging processes at charging points and / or over a specified charging throughput, the amount of charge discharged at the first charging point is greater than the amount of charge charged at the home charging point. If this is not the case, there is no problem in this regard; otherwise, there is. Alternatively, the requirement may be to meet the criterion per charging process; i.e., energy can be delivered per charging process, but net more is charged into the vehicle than is discharged.

[0035] It is an embodiment that the criterion further includes that an amount of energy discharged during driving operation is recorded (as historical data) and, for example, is recorded as an amount of energy for mobility purposes and, if necessary, billed.

[0036] One embodiment provides the charging contract identifier via a charging certificate designed according to the ISO 15118 standard, specifically, transmitted from the electric vehicle to the charging point. This offers the advantage that the charging contract identifier can be easily and reliably determined.

[0037] The object is also achieved by a system for carrying out the method as described above, comprising - the charging management device, - the first charging point, which can be linked to the charging management system via data technology and is set up for bidirectional charging, - the other charging point that can be linked to the charging management device via data technology and - at least one user terminal that can be linked to the charging management device.

[0038] The system can be designed analogously to the method, and vice versa, and has the same advantages.

[0039] The above-described properties, features and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following schematic description of an embodiment, which is explained in more detail in connection with the drawings. Fig. Figure 1 shows a schematic diagram of a system comprising an electric vehicle, a property in the form of a single-family house and an external data processing instance; Fig. 2 shows a possible sequence of the procedure for discharging the electric vehicle at the single-family house from Fig. 1.

[0040] Fig. 1 shows a system comprising an electric vehicle EV capable of bidirectional charging with at least one high-voltage storage device in the form of a drive battery BAT, a property in the form of a single-family house HOME and an external data processing instance (external IT system IT), which can correspond, for example, to a backend of the manufacturer of the electric vehicle EV.

[0041] The HOME single-family home has a HOMENET energy network (“home energy network”), typically powered by alternating current, which is connected to a public energy supply network (PUBNET) via a grid connection point. An electricity meter, in this case a so-called "smart meter" (SM), is located at the grid connection point. In a further development, an additional energy meter (not shown) integrated into the HOMENET home energy network and controlled by the user of the HOME single-family home can be integrated behind the grid connection point.

[0042] Household appliances L such as household appliances, lamps, multimedia devices, heat pumps, air conditioning systems, etc. are connected to the HOMENET home energy network. At least one autonomous energy generation device, such as the photovoltaic system PV shown here, and optionally at least one stationary intermediate storage device (not shown) can also be connected to the HOMENET home energy network. Furthermore, the HOME single-family home can have a home energy management system (not shown), which can be particularly advantageous for controlling energy flow within the HOMENET home energy network and between the HOMENET home energy network and the PUBNET public energy supply network, if possible, for example, to achieve a predetermined goal such as cost savings or reducing an ecological footprint. This is particularly effective if the HOMENET home energy network has an electrical intermediate storage device.This intermediate storage does not only have to be the stationary intermediate storage, but can also be the electric vehicle EV if it is connected via a bidirectional charging first charging point in the form of a home charging point such as the Wallbox EVSE shown.

[0043] The electric vehicle EV and the wallbox EVSE are configured for bidirectional charging when connected via a charging cable LK. The charging current flows between the wallbox EVSE and the traction battery BAT, specifically via the charging cable LK and the charging socket LD. The wallbox EVSE is equipped with a rectifier that can convert alternating current from the home energy grid HOMENET into direct current, which flows to a charging socket LD of the electric vehicle EV to charge the traction battery BAT. The wallbox EVSE is also equipped with an inverter that converts direct current fed back by the electric vehicle EV via the charging cable LK into alternating current, which flows into the home energy grid HOMENET, to discharge the traction battery BAT. The currents flowing through the wallbox EVSE can be measured, for example, using an energy meter EM. The energy meter EM can also be configured to measure the electrical voltage.Alternatively, the rectifier can be installed in the electric vehicle EV, in which case the charging socket LD is an AC socket.

[0044] The electric vehicle EV and the wallbox EVSE are also configured for data communication via the charging cable LK, which is connected to the home charging point and is data-linked to the home charging point, in particular in accordance with the ISO 15118 standard.

[0045] The operation of the traction battery BAT, including charging, i.e., charging and discharging, is controlled by battery electronics ELEK, which can also implement a battery management system BMS. To charge the traction battery BAT, the battery management system BMS maintains at least one home charging contract identifier C-ID1 for charging at the EVSE wallbox and at least one other charging contract identifier C-ID2 for charging at (at least) one other charging point, for example, a charging point provided by an employer. When the electric vehicle EV is paired with a charging point, the charging contract identifier(s) C-ID1 are exchanged with the EVSE charging point in accordance with the ISO 15118 standard - for example, using a certificate - and the charging contract identifier C-ID1 that matches the currently paired charging point is determined.This means that the user of the electric vehicle (EV) is clearly identified to his contractual partner associated with the current charging point.

[0046] To initiate a charging process, the user specifies a target SoC, which should be reached by the time of departure. In a further development, the battery management system (BMS) or a home energy management system (not shown) can create a charging plan for charging the electric vehicle (EV). This plan can provide one or more charging and discharging phases between the start and departure times, depending on the prevailing conditions such as local energy availability in the household, electricity tariffs, share of green electricity, etc., as well as the desired goals.

[0047] If a discharge request is specified at the Wallbox EVSE, the discharge request (including the associated discharge energy quantity) and the home charging contract identifier C-ID1 are transmitted to an IT charging management device. The IT charging management device is specifically configured to perform an analysis based on historical data from charging processes assigned to the home charging contract identifier C-ID1, historical data from charging processes assigned to the charging contract identifier C-ID2 with the employer, and the discharge request to determine whether the discharge request at the Wallbox EVSE can be easily met or not due to contractual conditions, particularly with the employer. The IT charging management device can specifically correspond to a backend of the manufacturer of the electric vehicle EV.The charging management device IT can be equipped with a data storage DSP for storing the historical data or can be linked to it via data technology.

[0048] If the charging management system IT determines, based on the analysis, that the discharge request can be met without any problems, the electric vehicle (EV) will be discharged at the EVSE wallbox according to the discharge request using the home charging contract identifier C-ID1. At a minimum, the discharged energy quantity and the time of the discharge process are recorded and added to the historical data, linked to the home charging contract identifier C-ID1. In general, all charging processes (charging and discharging processes) can be recorded and added to the historical data, in particular linked to the respective associated charging contract identifier C-ID1, C-ID2, etc., if available.

[0049] If the charging management system IT determines, as a result of the analysis, that the discharge request cannot be easily met, the charging management system IT can, for example, trigger an action related to the problem. For example, the discharge process can initially be blocked and, in addition, a notification can be sent to the user on a mobile user device such as a smartphone MOB regarding the analyzed problem. In addition, the user can be provided with the option of a discharge release to release the blocked discharge process, for example on their smartphone MOB. Upon consent or acceptance of this release, a compensation amount related to the amount of discharged energy is paid by the user to the contract holder with whom the storage device was charged, e.g., to the employer.

[0050] Fig.2 shows a possible procedure for discharging the electric vehicle EV, as shown below using the example of the single-family house from Fig. 1 described in more detail.

[0051] In step S1, the electric vehicle EV is connected to the wallbox EVSE by plugging the charging cable LK into the charging socket LD.

[0052] In a subsequent step S2, the associated home charging contract identifier C-ID1 of the electric vehicle EV for charging at the Wallbox EVSE is determined, in particular according to the ISO 15118 standard.

[0053] In step S3, a discharge request for discharging the electric vehicle (EV) at the home charging point (EVSE) is specified. In one variant, this can be implemented by providing a previously specified discharge request.

[0054] In step S4, the home charging contract identifier C-ID1 and the discharge request are transmitted to the charging management device IT, e.g. via the Internet.

[0055] In step S5, the charging management device IT accesses the history data of charging processes that have been assigned to the home charging contract identifier C-ID1 and the history data of charging processes that have been assigned to at least the other (“employer”) charging contract identifier C-ID2 from the data memory DSP.

[0056] In step S6, the charging management device IT performs an analysis based on the historical data and the discharge request.

[0057] In step S7, it is checked whether the result of the analysis shows that the unloading request can be met without problems due to contractual conditions (“Y”) or not (“N”).

[0058] If this is the case without any problems, in step S8 the electric vehicle (EV) is discharged at the EVSE wallbox according to the discharge request under the charging contract assigned to the home charging contract identifier C-ID1. Discharge data is added to the historical data.

[0059] Once the discharging process is completed, it is billed in step S9 according to the home charging contract identifier C-ID1.

[0060] The process is then terminated in step S10.

[0061] However, if the unloading request cannot be easily fulfilled due to contractual conditions, the unloading process is initially blocked or prevented in step S11. In addition, a corresponding message or notification is displayed, and the user is given the opportunity to consent to unloading.

[0062] If the user of the electric vehicle EV does not consent to the discharge release (“N”), the process branches to step S10 and ends.

[0063] However, if the user of the electric vehicle (EV) consents to the discharge authorization ("Yes"), the process branches to step S8 and the electric vehicle (EV) is discharged at the EVSE wallbox according to the discharge request under the home charging contract identifier C-ID1. In one variant, an additional compensation amount can be paid to the employer.

[0064] As a general example, the following charging contract identifiers can be assigned to the electric vehicle: Contract ID Contractual partner C-ID1 Home HOME C-ID2 Employer C-ID3 Operators of public charging stations

[0065] The home charging contract identifier C-ID1 can be used to track energy quantities charged (i.e., charged and discharged) via the Wallbox EVSE as historical data, and the employer charging contract identifier C-ID2 can be used to track energy quantities charged under the employer's contractual terms and conditions. The employer charging contract identifier C-ID2 can be used, for example, if the electric vehicle (EV) is charged at an employer-owned charging station and / or if the electric vehicle (EV) is charged at another, e.g., public, charging station. In the latter case, it can be contractually agreed between the employer and an operator of the other, e.g., public, charging station that the electric vehicle (EV) can charge according to the contractual terms and conditions linked to the employer charging contract identifier C-ID2, and that this charging process is then billed between the employer and the other operator - invisible to the electric vehicle (EV).

[0066] The electric vehicle EV can also be assigned at least one additional charging contract identifier C-ID3, which can also be used to implement the present method, in particular, it can be taken into account in the analysis performed in step S6, but this is not required. Thus, the charging contract identifier C-ID3 can be assigned to a private charging contract for the electric vehicle EV with the operator of the public charging station, which is used, for example, if the electric vehicle EV is to be charged privately without a discount from the employer.

[0067] For the purposes of a simple example, let's assume that the electric vehicle (EV) is to be charged at the EVSE wallbox, and that in step S6, the charging management system (IT) only considers the two charging contract identifiers C-ID1 and C-ID2 for analysis. Furthermore, it has been agreed with the employer that electrical energy charged but not used via the charging contract identifier C-ID2 during the period under consideration may not be fed into other charging points. Furthermore, let's assume that the electric vehicle (EV) consumed -10 kWh (i.e., 10 kWh) while driving during the period under consideration. Contract ID Contractual partner Top-up amount Unloading quantity C-ID1 Home HOME + 5 kWh - X kWh C-ID2 Employer + 20 kWh - Y kWh - Driving consumption - - 10 kWh

[0068] In a possible scenario, Y = 0 and X = 0 apply before the discharge request expressed in step S3, i.e., the electric vehicle has charged 20 kWh via the employer's battery and 5 kWh via the home battery (HOME), and has traveled 10 kWh during the period under consideration. If the discharge request is X = 15, the charging management device IT can: In one variant (a), this discharge request is not granted because, from the employer's point of view, an amount of energy should be fed into the wallbox even though the amount of energy charged via the employer has not yet been used.

[0069] In variant (b), this discharge request is only partially granted (which is generally possible within the framework of the procedure), namely, minus the amount of energy not yet used from the charging quantity provided by the employer. The amount of energy not yet used ("employer") is 10 kWh, so that with a discharge request of X = 15, a discharge quantity of -5 kWh would be permitted.

[0070] In variant (c), a tolerance range / energy quantity specified by the employer, e.g., of 5 kWh, is permitted. In this case, in a scenario analogous to variant (a), a discharge quantity of -5 kWh would be permitted at the EVSE wallbox. In a scenario analogous to variant (b), a discharge quantity of -10 kWh would be permitted at the EVSE wallbox.

[0071] In all variants, instead of limiting the amount of energy discharged into the Wallbox EVSE, an unlimited discharge amount can be permitted if, for example, a payment is made by the user of the electric vehicle EV and / or the home HOME, which, for example, offsets a subsidy from the employer.

[0072] Of course, the present invention is not limited to the embodiments shown.

[0073] In general, “a”, “an”, etc. can be understood as a singular or a plural, in particular in the sense of “at least one” or “one or more”, etc., as long as this is not explicitly excluded, e.g. by the expression “exactly one”, etc.

[0074] A numerical value may also include the exact number stated as well as a usual tolerance range, as long as this is not explicitly excluded. List of reference symbols BAT drive battery BMS battery management system C-IDi i-th charging contract identifier DSP data storage ELEK Battery Electronics EM energy meter EV electric vehicle EVSE wallbox HOME Single-family house HOMENET energy network of the single-family home IT External data processing facility L Load LD charging socket LK charging cable MOB user terminal PUBNET Public Energy Supply Network PV photovoltaic system SM Smart Meter S1-S12 process steps QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2022075350 A

[0002]

Claims

[1] Method (S1-S12) for discharging an electric vehicle (EV) at a first charging point (EVSE), in which - by coupling (S1) the electric vehicle (EV) to the first charging point (EVSE) a suitable first charging contract identifier (C-ID1) is determined (S2), - a discharge request for discharging the electric vehicle (EV) at the first charging point (EVSE) is specified (S3), - the charging contract identifier and the discharge request are transmitted (S4) to a charging management device (IT), which can access (S5) historical data of charging processes that have been assigned to the first charging contract identifier (C-ID1) and historical data of charging processes that have been assigned to another charging contract identifier (C-ID2) at another charging point, - the charging management facility (IT) carries out an analysis based on the historical data and the discharge request (S6) as to whether the discharge request can be met without problems due to contractual conditions, whereby in the event that - the discharge request can be met without problems, the electric vehicle (EV) is discharged at the first charging point (EVSE) in accordance with the discharge request under the charging contract assigned to the first charging contract identifier (C-ID1) (S8), and in the event that - the discharge request cannot be met without problems, at least one action relating to the problem is triggered (S11, S12). [2] Method (S1-S12) according to claim 1, wherein a contract condition comprises that within a certain period of time an amount of energy charged via another charging contract identifier is less than or equal to an amount of energy used or is only greater by a predetermined amount of energy. [3] Method (S1-S12) according to one of the preceding claims, wherein the first charging point is a home charging point. [4] Method (S1-S12) according to one of the preceding claims, wherein the at least one action relating to the problem comprises blocking an associated unloading process (S11). [5] Method (S1-S12) according to one of the preceding claims, wherein the at least one action relating to the problem comprises outputting an indication of the problem associated with this charging request to at least one user of the electric vehicle (EV) (S11). [6] Method (S1-S12) according to one of the preceding claims, wherein the at least one action relating to the problem comprises issuing a discharge release for releasing a blocked or to-be-blocked discharge process to a user of the electric vehicle (EV) (S11). [7] Method (S1-S12) according to claim 6, wherein the unloading release comprises consenting to pay a compensation amount to a contract participant linked to the other charging contract identifier (S11, S12). [8] Method (S1-S12) according to one of the preceding claims, in which a contract participant linked to the other charging contract identifier corresponds to a client or employer of the user. [9] Method (S1-S12) according to one of the preceding claims, in which a criterion as to whether the discharge request can be met without problems or not comprises that over a predetermined period of time and / or over a predetermined number of charging processes and / or over a predetermined charging throughput, a charging quantity discharged at the home charging point (EVSE) is greater than a charging quantity charged at the first charging point (EVSE). [10] Method (S1-S12) according to one of the preceding claims, in which the charging contract identifier is provided via a charging certificate provided according to the ISO 15118 standard, in particular is transmitted from the electric vehicle (EV) to the charging point (EVSE). [11] System (EVSE, IT) for carrying out the method (S1-S12) according to one of the preceding claims, comprising - the charging management system (IT), - the home charging point (EVSE) that can be linked to the charging management system (IT) and is set up for bidirectional charging, - the other charging point that can be linked to the charging management system (IT) via data technology and - at least one user terminal (MOB) that can be linked to the charging management system (IT) via data technology. [12] System (EVSE, EV, IT) according to claim 11, further comprising an electric vehicle (EV) configured for bidirectional charging, which is connected to the home charging point (EVSE) and is data-linked to the home charging point (EVSE), in particular according to the ISO 15118 standard.

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