BUILDING AND MOTOR VEHICLE ENERGY MANAGEMENT SYSTEM, METHOD AND PROGRAM BASED ON SUCH A SYSTEM

Abstract

The invention relates to a building energy management system comprising a building electrical network connected to an external electrical network, and at least one battery-powered vehicle (V), comprising:- a charging station (B);- a network monitor (GM);- a smart electricity meter (SM);- a database (N) of said vehicle (V);- a user interface (I) for controlling energy management parameters;- a central controller (C) which comprises:- mobility management means authorizing / prioritizing charging according to parameters relating to the mobility needs of the vehicle (V);- emergency control means connecting or disconnecting the external electrical network;- on-grid and off-grid electrical management means. The invention also relates to a method and a program based on such a system. Figure 1

Description

Title of the invention: BUILDING AND MOTOR VEHICLE ENERGY MANAGEMENT SYSTEM, METHOD AND PROGRAM BASED ON SUCH A SYSTEM

[0001] The invention relates to the field of electric vehicle recharging and optimized domestic energy management.

[0002] Most existing home energy management solutions are purely home automation and allow the user to control their domestic loads (refrigerator, heating, etc.) on the basis of fixed or static energy optimization delegated to them or according to the user's wishes.

[0003] There are also energy management systems directly integrated with certain distributed energy resources (or "Distributed Energy Resources" in English, generally abbreviated DER), making it possible to manage the different sources connected to these resources (such as photovoltaic panels, the domestic network). These energy (and / or power) management systems do not, in most cases, integrate the charging station system and the electric vehicle.

[0004] In some countries, there are also fully integrated direct current systems, including a vehicle and charging station subsystem, which perform V2H (Vehicle-to-Home) / V2G (Vehicle-to-Grid) management functions. The number of use cases addressed by these systems often remains limited and does not include a mobility needs management strategy associated with preserving the health of the vehicle's battery.

[0005] Unfortunately, existing solutions lack consistency in the various human-machine interfaces (local or remote, such as mobile applications). In addition, they lack maturity in communication protocols and standards, particularly those relating to interoperability between the various systems depending on the hardware topology. Furthermore, they do not take into account the preservation of the health of the vehicle's battery in the energy management strategies of existing home systems (or "HEMS" for "home energy management System" in English).

[0006] Furthermore, the prior art does not provide for prioritization of the mobility needs of the electric vehicle, nor for the provision of a HEMS system allowing the integration of the potential of the bidirectionality of electric vehicles in both use cases (connected and disconnected from the electrical network).

[0007] Specifically with regard to fully integrated current systems continuous, these do not allow modularity with the hardware equipment that the user would have already acquired. The prior art is in an "all or nothing" configuration, that is to say that it is necessary to use all the hardware of the solutions provided without using those that the user already has.

[0008] The objective of the invention is to overcome the drawbacks of the prior art, and in particular to propose a solution using greater interoperability; taking into account the preservation of the health of the vehicle's battery; prioritizing the mobility needs of the electric vehicle; allowing the integration of the potential of the bidirectionality of electric vehicles.

[0009] To achieve this objective, the invention proposes a building energy management system comprising a building electrical network connected to at least one external power source via an external electrical network, and at least one internal power source being at least one traction battery vehicle and preferably photovoltaic panels, the building electrical network comprising: - at least one charging terminal connected to the traction battery of said vehicle; - a network monitor monitoring the status of the external electrical network; - a smart electricity meter collecting current supply information from the external electricity network; - a database comprising mobility data of said vehicle and instructions for preserving said traction battery; - a user interface to control energy management parameters; - a central control controller connected to said charging station, to the network monitor, to the smart electricity meter, and to the database, characterized in that the central controller comprises: - a means of mobility management authorizing or not charging or discharging and prioritizing charging or discharging on the basis of charging data from said terminal, mobility data, preservation instructions, and energy management parameters; - an emergency control means comprising a decoupling contactor connecting or disconnecting the external electrical network from the building network, and managing the generator mode of the vehicle and the charging station according to the state of the external electrical network, the charging data, the mobility data, the preservation instructions, and the energy management parameters; - a means of electrical management on the network controlling electrical management when the building's electrical network is connected to the external electrical network, prioritizing self-consumption and limiting consumption peaks of the external electrical network; - an off-grid electrical management means controlling electrical management when the building electrical network is not connected to the external electrical network.

[0010] Advantageously, the invention makes it possible to propose a HEMS energy management algorithm for: - be compatible with the use cases of charging and discharging a stationary vehicle and capable of exchanging electrical energy (bidirectional vehicle connected by wire or induction); - control the energy flows of a two-way vehicle in a home (collective or individual) in the configuration connected and disconnected from the public electricity network; - automatically manage switching between the two modes; - manage the mobility needs of the electric vehicle; and - preserve the health of the electric vehicle in its management strategies.

[0011] According to a variant, the energy management parameters comprise at least one of a departure time and a target state of charge, a minimum state of charge threshold, a maximum state of charge threshold.

[0012] This makes it possible to easily adjust the use of the vehicle battery for building equipment via the interface, taking into account the need for subsequent travel.

[0013] According to a variant, the central controller further comprises a means for estimating a remaining charging and parking time, from the energy management parameters. In particular, the estimation is made from the departure time entered, and / or according to the target charging state entered.

[0014] This allows you to know the time remaining to reach a target state of charge.

[0015] According to a variant, the mobility management means prioritizes the charging of the vehicle. when the current state of charge is lower than the minimum state of charge threshold or when the remaining parking time until the entered departure time becomes lower than an estimate of the full charge time.

[0016] This makes it possible to ensure a minimum threshold of state of charge in the motor vehicle.

[0017] According to a variant, the mobility management means does not authorize the charging of the vehicle when the current state of charge exceeds the maximum state of charge threshold.

[0018] This allows the surplus electrical energy to be used for the building.

[0019] According to a variant, the mobility management means authorizes the discharging of the vehicle when there is sufficient parking time remaining to recharge the vehicle to the target state of charge or when the current state of charge is greater than the target state of charge.

[0020] This makes it possible to optimize the electrical supply for the building.

[0021] According to a variant, the electrical management means on the network relies on the authorization and charge / discharge priority information of the mobility management means, as well as the information on the current charging status, maximum and minimum powers received, the physical limits of the external electrical network and the energy supply information of the external electrical network.

[0022] This makes it possible to optimize the vehicle's charge while using the vehicle's energy for the building.

[0023] According to a variant, the off-grid electrical management means relies on the information on the current state of charge of the vehicle, maximum power, minimum power, authorization / non-authorization of discharge calculated as a function of the battery preservation instructions, and the off-grid management means limits the power generated by the photovoltaic panels when their production potential exceeds the authorized limits or when its state of charge reaches its maximum threshold.

[0024] This ensures the stability of the building's electrical network.

[0025] The invention further relates to an energy management method implementing an energy management system according to the invention, characterized in that it comprises the following steps: - a step of monitoring the state of the external electrical network; - a step of collecting information on the current supply from the external electricity network; - a step of collecting mobility data from said vehicle and instructions for preserving said traction battery; - a step of controlling the energy management parameters; - an order step comprising the following sub-steps: - a mobility management sub-step authorizing or not charging or discharging and prioritizing charging or discharging on the basis of charging data, mobility data, preservation instructions, and energy management parameters; - an emergency control sub-step connecting or disconnecting the external electrical network from the building network, and managing the generator mode of the vehicle and the charging station according to the state of the external electrical network, the charging data, the mobility data, the preservation instructions, and the energy management parameters; - a network management sub-step controlling electrical management when the building's electrical network is connected to the external electrical network, prioritizing self-consumption and limiting consumption peaks of the external electrical network; - an off-grid management sub-step controlling electrical management when the building electrical network is not connected to the external electrical network.

[0026] Another object of the invention relates to a computer program comprising program code instructions for executing the steps of the energy management method according to the invention, when said program operates on a computer.

[0027] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: - [Fig.l] schematically illustrates a building in which the system according to the invention is implemented; - [Fig.2] schematically illustrates the central controller of the system according to the invention.

[0028] The invention relates to an architecture implementing specific functions.

[0029] The architecture is centralized around a central control controller C forming the HEMS unit. The central controller C can be physical or remote (cloud network N - or "cloud" in English): - a GM network monitor (or “grid monitor” in English) is integrated into the electrical panel to monitor the status of the electrical network and communicate this information to the central controller C; - a communication link between the central controller C and the cloud network N is added to enable the electric mobility data associated with instructions relating to the preservation of the battery warranty (health of the traction battery) to be sent back to the central controller C; - a communication link between the central controller C and the smart meter is added to allow static or dynamic information from the external electricity network to be sent back to the central controller C; - a UPS backup power supply system is added to the electrical panel to ensure uninterrupted operation of the control / command hardware system including the network monitor, the central controller - C, the controller of the charging station B in the event of a power outage.

[0030] The GM network monitor monitors the parameters (voltage, frequency) of the external network. In the event of a network failure, the values ​​of these parameters are outside the predefined limits, for example those defined by standards (for example: VDE-AR-N 4105: 2018-11 in France).

[0031] In particular, the mobility data include: - a target state of charge estimated by an algorithm which recommends a state of charge value for the vehicle based on the vehicle's driving history (which allows needs to be anticipated) and also on a battery aging model (which limits battery degradation): from an application via smartphone I, the user can either manually enter a state of charge desired target either choose to trust the value recommended by the cloud network N; - a minimum state of charge value, i.e. a state of charge floor entered in the vehicle below which the vehicle protects itself against excessive discharge: from the smartphone application I, the user can choose the state of charge floor of the cloud network N or choose a higher value.

[0032] The preservation instructions are data estimated in the cloud network N, making it possible to quantify the cycles and quantities of V2X discharge energy allocated to a vehicle which allow reasonable use of the battery without degradation of the latter.

[0033] Concerning the allocation of functions associated with centralized management, the central controller software C is structured around a main algorithm involving four function blocks: - mobility needs management to ensure the vehicle's mobility needs; - the backup function allowing to manage an automatic on-network / off-network / on-network switchover; - the network management function; - the off-grid management function.

[0034] In most countries, the power sizing of subscriptions does not allow for home charging without the risk of network overload (a problem on both sides of the meter). Furthermore, in the event of a network loss, using the energy stored in the car requires the installation of a fully integrated system, which is complex for the end user.

[0035] The invention is based on equipment already existing at the users' premises, in particular a photovoltaic system, a stationary battery BS, controllable or non-controllable electrical loads Ch, a smart meter SM, an electric vehicle and its bidirectional or unidirectional charging station B. Furthermore, the invention proposes an intelligent energy management algorithm addressing these issues.

[0036] This algorithm is structured around four main functions. It is based in this case on the detection of the state of the public electricity network by a network monitor GM (or "grid monitor" in English) and on communication with a charging station B, a cloud network N (or "cloud" in English), distribution systems (battery BS, solar inverter, distributor), a smart energy meter SM (for example the one available under the name Linky™), the communicating loads Ch.

[0037] The information communicated to the central controller C through protocols of communication allow it to effectively control these systems. In the event of a loss of the public electricity network being detected, the "Backup function" algorithm (using a backup control means) is applied, allowing an automatic transition to the disconnected mode of the network during which the central controller C calls on the vehicle battery to power the house. This "Backup function" also allows a return to the normal state when the network is restored.

[0038] When the system is connected to the network (on-grid mode), the functions of "mobility need management" (using a mobility management means) and "network management" (using an on-grid electrical management means) are applied. When the system is disconnected from the network (off-grid mode), the "off-grid management" function (using an off-grid electrical management means) is applied.

[0039] Concerning the mobility need management function (and the corresponding means C1), it is compatible with a bidirectional or monodirectional charging station B. It makes it possible to generate the charging and discharging authorization and priority signals (in the case of a bidirectional station), based on data from the charging station B, the cloud network N of the motor vehicle and the user interface I (for example in the form of a mobile application controlled in a smartphone). When the vehicle is plugged in, the central controller C detects it and estimates the remaining parking time of the vehicle based on the “departure time” information entered by the user as a parameter through a user application (interface I).

[0040] An estimate of the end of charge time is also made on the basis of the target state of charge entered as a parameter by the user. Charging is prioritized when the current state of charge is lower than the minimum state of charge limit entered by the user or when the remaining parking time becomes lower than the estimate of the end of charge time. Charging is no longer authorized when the state of charge exceeds a maximum threshold. Discharging is authorized when there is sufficient parking time remaining to recharge the vehicle to the target state of charge or when the state of charge is higher than the target state of charge.

[0041] As input, the algorithm forming the mobility management means C1 uses electrical data among the state of charge, the battery capacity, the vehicle connection state, the target state of charge, and the minimum state of charge. It also uses the following data from the cloud network N: the states of charge, the state of charge estimator, the capacities, the state of health, the vehicle connection state, the recommended target state of charge. It also uses the following data from the interface I (for example in the form of a mobile application): the state of charge minimum, target state of charge, departure time.

[0042] At the output, this algorithm determines the authorization of charge or discharge, the charge priority, the charge power, and the estimates of values, in particular of state of charge and charge time.

[0043] Now concerning the emergency function (and the corresponding means), it is only compatible with a bidirectional charging station B, in a configuration where the system is not equipped with a stationary battery (the vehicle battery is the only source of voltage available in the event of a loss of network), with or without PV solar panels.

[0044] It allows to automatically manage the transition from the on-grid mode (connected grid and vehicle as current source - or grid following in English) to the off-grid mode (disconnected grid and vehicle as voltage source - or grid forming). This function generates generator commands to be applied to terminal B as well as the command to be applied to a decoupling contactor CD according to the input signals received, from the network monitor GM, from the charging station B, from the cloud network N and from the user application (interface I).In the event of loss of the public electricity network, the transition of the vehicle and charging station system to a “voltage source” mode is carried out by also taking into account the discharge authorizations coming from the user as well as the recommendation (authorization / non-authorization) coming from the cloud network N, the latter being calculated according to the degradation constraints of the vehicle battery.

[0045] At the entrance to the emergency means C2, there are: - network status, and network connection (from GM Network Monitor); - the status of the CD decoupling switch (from the GM network monitor); - the status of the charging session (from the controller of charging station B); - discharge authorization (from user application I); - authorization of V2G mode (from the N cloud network).

[0046] The output data are the generator mode (grid forming type; or grid following type), for the terminal B controller; and an open / close order of the decoupling contractor CD, for the network monitor GM.

[0047] Now concerning the network management function (and the corresponding means C3), it is compatible with a bidirectional and monodirectional charging station and applies a certain number of strategies (self-consumption, peak power clipping, consumption optimization) for energy optimization at the scale of the domestic ecosystem. It is based on the authorization and charge / discharge priority signals of the “Mobility Needs Management” function. control of systems (charging station, solar inverter, stationary battery storage system) are carried out also based on the state of charge information, maximum and minimum power received from these systems; the physical limits of the network and consumption information from the smart meter SM as well as the recommendation (authorization / non-authorization) of discharge from the cloud network N, calculated according to the battery degradation constraints.

[0048] The input data is: - the maximum charging power, the discharge power of the charging station; - authorization of the V2G mode of the N cloud (cloud); - the power and energy of the photovoltaic system on inverter O; - state of charge, maximum charge and discharge power of BS stationary batteries; - the power meter (energy consumption of the loads); and - the Linky type smart meter: maximum power, minimum power, consumption information.

[0049] The output data are: - the calculated power instructions; and - operating commands.

[0050] Now concerning the off-grid management function (and the corresponding means C4), it is compatible with a bidirectional and monodirectional charging station, in a configuration with or without a BS battery as well as in a configuration with or without PV. This function relies in particular on the information on the state of charge, maximum and minimum power received; recommendation (authorization / non-authorization) of discharge coming from the cloud network, calculated according to the battery degradation constraints, in order to manage the power levels and state of charge of the main voltage source.

[0051] In this use case, the central controller C limits the photovoltaic power generated when the production potential exceeds the limits authorized by the main voltage source or when its state of charge reaches its maximum threshold.

[0052] When the unit in "main voltage source" mode is the BS battery, the vehicle only recharges with the surplus photovoltaic energy generated. The controllable loads are erased during overloads or when the battery charge state is in a higher low zone. The vehicle discharges only in the following network mode, subject to discharge authorization, to support the distributor when the latter's charge state reaches the lower low zone or when there is no longer any erasable Ch load.

[0053] When the unit in "main voltage source" mode is the vehicle, the controller Central C limits the photovoltaic power according to the maximum thresholds of state of charge and vehicle power. Low state of charge levels as well as overloads are managed by controllable load control.

[0054] The input data is as follows: - for the vehicle, the maximum and minimum charging powers; -for cloud network N, monitoring of V2G mode authorization; - for the photovoltaic converter O, the power and the energy; - for the BS battery, the maximum and minimum charging powers; - for the SM meter, loads and power consumption.

[0055] The invention further relates to a method and a corresponding control program. The program can be loaded into a controller of the motor vehicle.

Claims

1. Claims A building energy management system comprising a building electrical network connected to at least one external power source (IS) via an external electrical network, and at least one internal power source being at least one battery-powered vehicle (V) and preferably photovoltaic (PV) panels, the building electrical network comprising: - at least one charging terminal (B) connected to the traction battery of said vehicle (V); - a network monitor (GM) monitoring the status of the external electrical network; - a smart electricity meter (SM) collecting current supply information from the external electricity network; - a database (N) comprising mobility data of said vehicle (V) and instructions for preserving said traction battery; - a user interface (I) for controlling energy management parameters; - a central control controller (C) connected to said charging station (B), to the network monitor (GM), to the smart electricity meter (SM), and to the database (N), characterized in that the central controller (C) comprises: - a mobility management means (Cl) authorizing or not charging or discharging and prioritizing charging or discharging on the basis of charging data from said terminal, mobility data, preservation instructions, and energy management parameters; - an emergency control means (C2) comprising a decoupling contactor (CD) connecting or disconnecting the external electrical network from the building network, and managing the generator mode of the vehicle and the charging station according to the state of the external electrical network, the charging data, the mobility data, the preservation instructions, and the energy management parameters; - a means of electrical management on the network (C3) controlling electrical management when the building electrical network is connected to the external electrical network, by prioritizing self-consumption and limiting consumption peaks of the external electrical network; - an off-grid electrical management means (C4) controlling the electrical management when the building electrical network is not connected to the external electrical network.

2. An energy management system according to claim 1, characterized in that the energy management parameters comprise at least one of a start time and a target state of charge, a minimum state of charge threshold, a maximum state of charge threshold.

3. Energy management system according to claim 2, characterized in that the central controller (C) further comprises means for estimating a remaining charging and parking time, from the energy management parameters.

4. Energy management system according to any one of claims 2 to 3, characterized in that the mobility management means (Cl) prioritizes the charging of the vehicle (V) when the current state of charge is lower than the minimum state of charge threshold or when the parking time remaining until the departure time entered becomes lower than an estimate of the complete charging time.

5. Energy management system according to any one of claims 2 to 4, characterized in that the mobility management means (Cl) does not authorize the charging of the vehicle (V) when the current state of charge exceeds the maximum state of charge threshold.

6. Energy management system according to any one of claims 2 to 5, characterized in that the mobility management means (Cl) authorizes the discharging of the vehicle (V) when there is sufficient parking time remaining to recharge the vehicle (V) to the target state of charge or when the current state of charge is higher than the target state of charge.

7. Energy management system according to any one of claims 1 to 6, characterized in that the network electrical management means (C3) relies on the authorization and charge / discharge priority information of the mobility management means (Cl), as well as the current charge status information, maximum and minimum powers received, physical limits of the external electrical network and the energy supply information of the external electrical network.

8. Energy management system according to any one of claims 1 to 7, characterized in that the off-grid electrical management means (C4) relies on the information on the current charging status of the vehicle, maximum power, minimum power, discharge authorization / non-authorization calculated according to the battery preservation instructions, and the off-grid management means limits the power generated by the photovoltaic panels when their production potential exceeds the authorized limits or when its state of charge reaches its maximum threshold.

9. Energy management method implementing an energy management system according to any one of claims 1 to 8, characterized in that it comprises the following steps: - a step of monitoring the state of the external electrical network; - a step of collecting information on the current supply from the external electricity network; - a step of collecting mobility data from said vehicle and instructions for preserving said traction battery; - a step of controlling the energy management parameters; - an order step comprising the following sub-steps: - a mobility management sub-step authorizing or not charging or discharging and prioritizing charging or discharging on the basis of charging data, mobility data, preservation instructions, and energy management parameters; - an emergency control sub-step connecting or disconnecting the external electrical network from the building network, and managing the generator mode of the vehicle and the charging station according to the state of the external electrical network, the charging data, the mobility data, the preservation instructions, and the energy management parameters; - a network management sub-step controlling electrical management when the building's electrical network is connected to the external electrical network, prioritizing self-consumption and limiting consumption peaks of the external electrical network; - an off-grid management sub-step controlling electrical management when the building's electrical network is not connected to the external electrical network.

10. A computer program comprising program code instructions for performing the steps of the energy management method according to claim 9, when said program is running on a computer.

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