Method for managing the flow of electricity between a vehicle and a dwelling

Abstract

The invention relates to a method for managing the flow of electrical power within a local power grid (100), to which are connected: - a set of consumers (110) of current of a building (101), - at least one system (120) for generating electrical power, and - at least one charging terminal (130), a motor vehicle (300) equipped with a storage battery and a charger being configured to be connected to the charging terminal, the local power grid being connected to an external distribution network (200) via an electricity meter (150) that is configured to determine a value (ΔI) relating to the amount of electrical power exchanged between the distribution network and the local power grid, said value being positive if the local power grid is feeding electrical current to the distribution network and negative otherwise, characterised in that it comprises steps of: - acquiring the value determined by the electricity meter, - searching for a usage constraint of the motor vehicle, then - if no constraint is found, charging or discharging the storage battery of the motor vehicle depending on whether the value determined by the electricity meter is positive or negative, respectively.

Description

Description Title of the invention: Method for managing electrical flows between a vehicle and a dwelling. Technical field of the invention

[0001] The present invention relates generally to technologies enabling the use of the storage capacities of electric vehicle batteries in order to best manage overall electricity consumption within a local electrical network.

[0002] It relates more specifically to a process for managing the flow of electrical energy within a local electrical network to which the following are connected: - a set of power consumers in a building, - at least one electrical power generation system, and - at least one charging station, a motor vehicle equipped with a battery and charger suitable for connection to the charging station, the local electricity network being connected to an external distribution network (for example such as the ENEDIS network in France) via an electricity meter which is suitable for determining a value relating to the amount of electrical energy exchanged between the distribution network and the local electricity network, said value being positive if the local electricity network sends electrical current into the distribution network and negative otherwise.

[0003] It also concerns a charging station programmed to implement such a process. State of the art

[0004] In the context defined above, which is typically that of a home, V2H (Vehicle-To-Home) technology uses a bidirectional charging station. It allows the vehicle to feed some of the electrical energy stored in its battery back into the home's local electrical grid.

[0005] It thus allows, for example during a power outage or at a time of day when electricity is particularly expensive, to power the electrical appliances in the home with inexpensive electrical energy.

[0006] More generally, the objective of this technology is to reduce the cost of electrical energy and to meet the energy needs of both homes and electric vehicles.

[0007] To achieve this, a cost function is used to minimize the cost of electricity and determine when and how to power each of the household's electrical appliances. This process can take into account constraints such as the battery charge level, which must remain between two terminals.

[0008] This solution, based on a cost function, proves to be complex to implement in practice because it has to take into account so many parameters. Presentation of the invention

[0009] The present invention therefore seeks a less complex solution to optimize the energy consumption of the home and the vehicle and to avoid energy losses.

[0010] More specifically, the invention proposes a method for managing electrical energy flows within a local electrical network, as defined in the introduction, which comprises the following steps: - acquisition of the value determined by the electricity meter, - searching for a constraint on the use of the motor vehicle, then - if no constraint is found, charge or discharge of the vehicle's battery depending on whether the value determined by the electric meter is respectively positive or negative.

[0011] Thus, thanks to the invention, it is simply proposed to check if the electrical energy production system (wind turbine, photovoltaic panels, etc.) produces more electrical current than the dwelling consumes in order to determine if the vehicle's battery should be charged or discharged.

[0012] This very simple process only considers constraints on the vehicle (to ensure it is sufficiently charged when it needs to depart) and possibly on the time of day (to account for, for example, variations in the cost of electricity from the distribution network, forecasts of changes in electricity production over time by the power generation system, and the consumption patterns of electrical appliances connected to the local grid). It does not consider any other parameters, which makes it quick to implement (it is described as "plug-and-play," particularly when it comes to connecting a vehicle to the charging station).

[0013] This solution optimizes a home's electricity consumption by utilizing the existing electricity generation system (wind turbine, photovoltaic panels, etc.) to minimize the amount of current fed back into the external grid. This allows for a move towards self-consumption and reduces costs as much as possible.

[0014] Other advantageous and non-limiting features of the management process according to the invention, taken individually or in all technically possible combinations, are as follows: - if no constraint is found, the charging or discharging of the vehicle's battery is controlled by regulating the value determined by the electric meter around zero; - during the constraint search stage, it is determined whether a constraint exists based on the time remaining before a programmed departure time of the motor vehicle; - during the constraint search stage, it is determined whether a constraint exists based on the charge level of the vehicle's battery; - during the constraint search stage, it is determined whether a constraint exists based on a difference between the charge level of the vehicle's battery and a desired charge level at the programmed departure time of the vehicle; - during the constraint search stage, it is determined that a constraint exists if the value determined by the electricity meter is positive but less than a determined minimum load threshold; - if a constraint is found, the plan is to charge the vehicle's battery; - it is planned to charge or discharge the vehicle's battery according to programmed variations in the cost of electricity consumed on the distribution network and / or forecasts of electricity production and consumption over time; - at least one stationary electrical energy storage unit being connected to the local electrical network, it is planned to charge the stationary storage unit by the electrical energy production system if the value determined by the electricity meter is positive and if either a constraint is found, or no motor vehicle is connected to the charging station.

[0015] The invention also proposes a charging station adapted, on the one hand, to be connected to a local electrical network on which are connected a set of current consumers of a building and at least one electrical energy production system, and, on the other hand, to exchange electrical energy with a motor vehicle equipped with a battery of accumulators and a charger, this charging station being programmed to implement a process as described above.

[0016] Of course, the different features, variants and embodiments of the invention can be combined with each other in various ways as long as they are not incompatible or mutually exclusive. Detailed description of the invention

[0017] The description that follows, with regard to the attached drawing, given as a non-limiting example, will make it clear what the invention consists of and how it can be carried out.

[0018] On the attached drawing:

[0019] [Fig.1] represents a diagram illustrating a process according to the invention.

[0020] In [Fig.1], a building 101 and a motor vehicle 300 are shown.

[0021] The 300 motor vehicle is a plug-in hybrid or electric vehicle. In all cases, it includes: - a battery of accumulators for storing electrical energy, - an electric machine powered by the battery to propel the motor vehicle, and - a charger which allows the charging of the battery to be controlled and which includes means of connection such as an electrical plug or power outlet.

[0022] This vehicle will preferably be a land vehicle (car, motorcycle, truck, bus...).

[0023] Building 101, on the other hand, is equipped with a local electrical network 100. It can take various forms.

[0024] As shown in [Fig. 1], this is a residential building, more specifically a detached house. However, this description could, of course, be applied equally to an office building, an apartment building, etc.

[0025] More generally, the term "building" will apply to any construction or group of constructions using the same local electrical network 100, with a single connection to an external distribution network 200 (for example the ENEDIS network in France).

[0026] The local electrical network 100 of a dwelling has a well-known architecture. It typically includes an electrical panel housing circuit breakers, electrical equipment such as power outlets and switches, as well as connecting electrical wires.

[0027] Stationary devices that may consume electrical current (light bulbs, ventilation systems, refrigerators, TVs, etc.) are connected to this local electrical network 100.

[0028] Mobile devices that may consume electrical current (mobile phone, computer, etc.) can also be connected to this local electrical network 100.

[0029] The set of stationary and mobile elements connected to the network will be referred to hereafter as "set of current consumers 110".

[0030] An electric meter 150 is planned to be connected between the external 200 distribution network and the local 100 electrical panel.

[0031] This 150-volt electricity meter is classified as a communicating meter because it is ideally suited to transmit a signal indicating the amount of current drawn from or delivered to the external 200-volt distribution network. Typically, in France, this would be a Linky-type meter.

[0032] Building 101 also includes at least one individual electrical power generation system which is connected to the local electrical network 100. This system is described as individual in that it is directly connected to the local electrical network 100 and not to the distribution network 200.

[0033] This energy production system includes at least one 120 photovoltaic panel and / or at least one wind turbine. In the illustrated embodiment, it includes several 120 photovoltaic panels.

[0034] Building 101 can also be equipped with a stationary electrical energy storage unit (not shown), such as a Powerwall®. This stationary electrical energy storage unit is then directly connected to the local electrical network 100. Alternatively, this stationary electrical energy storage unit could include removable batteries, which could be installed in the motor vehicle 300 as needed, before undertaking long journeys, and removed otherwise.

[0035] The local electrical network 100 also includes a charging station 130 to which it is possible to connect the charger of the motor vehicle 300 in order in particular to charge the battery of this motor vehicle 300.

[0036] This 130 charging station can be located inside or outside building 101.

[0037] The charger for the motor vehicle 300 and this charging station 130 are described as bidirectional in that they allow the battery of the motor vehicle 300 to be charged with the electric current flowing in the local electrical network 100, or the battery of the motor vehicle 300 to be discharged into the local electrical network 100.

[0038] The 130 charging station can therefore perform charge & discharge cycles, for example in accordance with the ISO 15118-20:2022 protocol.

[0039] This 130 charging station then includes a computer which includes, for example, a processor, memory and various input and output interfaces.

[0040] Thanks to its input interfaces, the calculator of the charging station 130 is adapted to receive from the electric meter 150 the quantity of current taken or delivered from the external distribution network 200 (expressed for example in Watt-hours).

[0041] Thanks to its output interfaces, the computer is adapted to communicate with the charger of the motor vehicle 300 to control the charging or discharging of the battery of the motor vehicle 300.

[0042] Thanks to its memory, the computer stores a computer application, consisting of computer programs including instructions whose execution by the processor allows the computer to implement the process described below.

[0043] The aim of this process is to minimize the amount of current which, after being produced by the photovoltaic panels 120, is sent back to the external distribution network 200, in order to move towards self-consumption.

[0044] We can start here by considering the moment when a user plugs their motor vehicle 300 into the charging station 130.

[0045] So, during a first step El, the electric meter 150 measures the instantaneous value AI of the total electrical consumption or production of the elements connected to the local electrical network 100.

[0046] This value can, for example, be expressed as an intensity, a power or an energy (the watt-hour).

[0047] It should be noted here that this instantaneous value AI is equal to the sum of: - the electrical current consumption by the current-consuming assembly 110 (which is expressed here as a negative value), - the production of electrical current by the electrical power generation system, here by the s 120 photovoltaic panels (which is expressed here as a positive value), and - the amount of current delivered by the charging terminal 130 (which is expressed by a positive value in case of discharge of the vehicle's battery 300, negative in case of charging and zero otherwise).

[0048] When the motor vehicle 300 is connected to the charging station 130, the amount of current delivered by the charging station 130 is zero.

[0049] The instantaneous value AI is then transmitted to the charging terminal 130. It is therefore positive if more current is produced than is consumed in the local electrical network 100, and negative otherwise.

[0050] During a second step E2, the charging station 130 searches for a constraint p300 on the use of the motor vehicle 300.

[0051] In practice, such a constraint is linked to the possible needs of the driver of the motor vehicle 300 and / or to the limitations of the motor vehicle 300.

[0052] A first example of a constraint related to the limits of the vehicle is typically a state of charge (SOC) of the battery which must remain between a minimum and a maximum terminal, for example 20 and 80% respectively. The desired outcome here is that as soon as the driver connects their motor vehicle to the charging station, the battery charging should begin immediately if its state of charge (SOC) is below the minimum terminal.

[0053] It is worth recalling here that the "SOC charge level" represents the percentage of energy remaining in the battery relative to the maximum energy capacity of the battery when fully charged.

[0054] The charging station 130 thus considers here that there is a constraint if the SOC charge level of the accumulator battery is not within this range.

[0055] A prime example of a constraint related to the driver's potential needs is typically a desired charge level at a predetermined time. Indeed, the driver may wish to retrieve their vehicle at a scheduled departure time in order to reach a predetermined destination (which will determine the desired charge level).

[0056] The charging station 130 considers a constraint to exist if the difference between the state of charge (SOC) of the vehicle's battery 300 and a desired charge level at the programmed departure time is negative and less than a predetermined threshold. This threshold can be chosen based on the difference between the current time and the programmed departure time.

[0057] It should also be noted here that the programmed departure time can be entered by the driver on his vehicle and then transmitted to the charging station 130, or entered directly on the charging station 130, or determined by the charging station 130 according to the driver's habits.

[0058] Similarly, the desired charge level can be calculated based on the driver's desired destination, which will be entered by the driver on their vehicle or on the charging station, or determined based on the driver's habits.

[0059] A second example of a constraint related to the limits of the vehicle is formed here by a minimum charging current value to charge the battery of the motor vehicle 300.

[0060] Indeed, charging the vehicle's battery requires the vehicle's computers to activate, which consumes electricity. Furthermore, the vehicle's charger's efficiency decreases as the charging current drops. Therefore, it is best not to charge the vehicle's battery (300) if the charging current is so low that the charging efficiency would otherwise be very low, zero, or even negative. In this situation, it is preferable to return the excess electrical current to the power grid (200).

[0061] The 130 charging station considers a constraint to exist if the instantaneous value AI is positive but less than a predetermined minimum charging threshold. This threshold is preferably less than 4A.

[0062] If a constraint exists, during a third step E3, the load terminal 130 identifies the constraint in question.

[0063] Typically, if the state of charge (SOC) of the vehicle's battery (300) is below the minimum terminal, the battery is scheduled to be recharged immediately. This recharge can be carried out, depending on the conditions, either using only the current produced by the photovoltaic panels (120), or using only the current from the distribution network (200), or using both.

[0064] Similarly, if the difference between the SOC charge level of the vehicle 300's battery and the desired charge level at the programmed departure time is negative and below the determined threshold, it is planned to immediately recharge this battery.

[0065] Finally, if the instantaneous value AI is positive but less than the minimum charge threshold, it is planned not to charge the vehicle's battery 300, but rather to return the surplus electrical current to the distribution network 200.

[0066] On the other hand, if no constraint is identified, during a fourth step E4, it is planned to determine whether the instantaneous value AI is positive or negative.

[0067] If it is positive, the charging terminal 130 controls the charging of the vehicle's accumulator battery 300, preferably with only the surplus current.

[0068] The current surplus is defined here as the difference between the current produced by the photovoltaic panels 120 and the current consumed by all the current consumers 110.

[0069] On the other hand, if it is negative, the charging terminal 130 controls the discharge of the vehicle's accumulator battery 300.

[0070] In both cases, preferably, charging and discharging are controlled so that the instantaneous value AI read by the electricity meter 150 becomes zero. This is called controlling the charging or discharging by regulating the instantaneous value AI around zero. The controller used will typically be of the proportional, proportional-integral, or proportional-integral-derivative type. Of course, other types of controllers can be used.

[0071] The process is then repeated in a loop, at regular time intervals.

[0072] In summary, to determine whether to control the charging or discharging of the vehicle's battery 300, charging station 130 will only consider the instantaneous AI value and any potential vehicle usage constraints. It will not consider any other parameters.

[0073] However, various refinements can be made to this scenario.

[0074] Thus, according to a first variant of the invention, if no constraint is found, it can then first be planned to determine the current time, in order to control the charging or discharging according to this time.

[0075] Indeed, the subscription that the user of dwelling 101 took out to connect to the 200 distribution network may be associated with a variable electricity cost depending on the time of day (typically referred to as peak / off-peak pricing). In this case, it is best to consider the current time.

[0076] To do this, it is determined whether the current time falls within a time slot where the cost of energy is low.

[0077] If this is the case and the instantaneous value AI is negative, the discharge of the storage battery can be postponed to a time slot when the cost of energy will be high.

[0078] In another example, during a time period when energy costs are low, the battery can be charged beyond the desired state of charge (SOC). This allows the battery to be discharged just before the vehicle departs to supply power to all 101 electrical consumers when electricity costs are high.

[0079] Time can also be taken into account to control the charging or discharging of the battery, taking into account forecasts of electrical energy production and / or consumption over time.

[0080] Thus, for example, the charging station could include a machine learning algorithm (for example, in the form of a neural network) adapted to determine the electricity consumption patterns of all current consumers 110, as well as the habits of the vehicle driver. It could also potentially acquire or detect the usual variations in current produced by the photovoltaic panels 120 (which depend in particular on the time of day, the day of the year, the orientation of the photovoltaic panels, and the geographical area where they are installed). In this way, it could forecast the exchange of electrical energy throughout the day and then control charging or discharging at the optimal time, in order to minimize the energy bill drawn from the distribution network 200.

[0081] According to another variant of the invention, if a stationary electrical energy storage unit is present in the local electrical network 100, it may be possible to plan to charge this stationary unit under certain conditions.

[0082] For example, when the motor vehicle is not connected to the charging station and the instantaneous value AI is positive, this unit can be charged using the current produced by the electrical power generation system 120.

[0083] According to another example, if the motor vehicle is connected to the charging station but a particular constraint exists (for example because the battery charge level has reached its maximum limit) and if the instantaneous value AI is positive, this unit can be charged using the current produced by the electrical power generation system 120.

[0084] In summary, to determine whether to command the charging or discharging of the vehicle's battery 300, the charging station 130 will only consider the instantaneous AI value, as well as any vehicle usage constraints, and possibly the current time. It will not consider any other parameters.

[0085] The present invention is in no way limited to the embodiments described and represented, but a person skilled in the art will be able to make any variation in accordance with the invention.

[0086] Typically, the process described above could be implemented not by the 130V charging station, but by a dedicated controller, typically a HEMS (Home Energy Management System). However, the preferred solution remains using the charging station, as this is simple, cost-effective, and does not require a special subscription.

[0087] Alternatively, the process can be implemented remotely, for example on a server connected to the charging station (this is referred to as "cloud").

Claims

Demands

1. A method for managing the flow of electrical energy within a local electrical network (100) to which the following are connected: - a set of current consumers (110) in a building (101), - at least one electrical power generation system (120), and - at least one charging station (130), a motor vehicle (300) equipped with a battery and charger adapted to be connected to the charging station (130), the local electrical network (100) being connected to an external distribution network (200) via an electricity meter (150) which is adapted to determine a value (AI) relating to the quantity of electrical energy exchanged between the distribution network (200) and the local electrical network (100), said value being positive if the local electrical network (100) sends electrical current into the distribution network (200) and negative otherwise, characterized in that it comprises stages of: - acquisition of the value (AI) determined by the electricity meter (150), - search for a constraint (p300) on the use of the motor vehicle (300), then - if no constraint (p300) is found, charge or discharge of the vehicle's battery (300) depending on whether the value (AI) determined by the electric meter (150) is respectively positive or negative.

2. Management method according to claim 1, wherein, if no constraint (p300) is found, the charging or discharging of the vehicle's accumulator battery (300) is controlled by regulating the value (AI) determined by the electric meter (150) around zero.

3. Management method according to claim 1 or 2, wherein during the constraint search step (p300), it is determined whether a constraint (p300) exists as a function of a time remaining before a programmed departure time of the motor vehicle (300).

4. Management method according to claim 1 to 3, wherein during the stress search step (p300), it is determined whether a stress (u300) exists as a function of a charge level of the vehicle's accumulator battery (300).

5. Management method according to claims 3 and 4, wherein during the constraint search step (p300), it is determined whether a constraint (p300) exists as a function of a difference between the charge level of the battery of the motor vehicle (300) and a desired charge level at the programmed departure time of the motor vehicle (300).

6. Management method according to any one of claims 1 to 4, wherein during the stress search step (p300), it is determined that a stress (p300) exists if the value (AI) determined by the electric meter (150) is positive but less than a determined minimum load threshold.

7. Management method according to any one of claims 1 to 6, wherein if a constraint (p300) is found, it is provided to charge the battery of accumulators of the motor vehicle (300).

8. A management method according to any one of claims 1 to 7, wherein it is provided to charge or discharge the battery of accumulators of the motor vehicle (300) according to programmed variations in the cost of electrical energy consumed on the distribution network (200) and / or forecasts of production and consumption of electrical energy over time.

9. A management method according to any one of claims 1 to 8, wherein, with at least one stationary electrical energy storage unit connected to the local electrical grid (100), the stationary storage unit is to be charged by the electrical energy production system (120) if the value (AI) determined by the electricity meter (150) is positive and: - if a constraint (p300) is found, or - if no motor vehicle (300) is connected to the charging station (300).

10. A charging station (130) adapted, on the one hand, to be connected to a local electrical network (100) on which are connected a set of current consumers (110) of a building (101), at least one electrical power generation system (120), and, on the other hand, to exchange electrical energy with a motor vehicle (300) equipped with a battery of accumulators and a charger, characterized in that it is programmed to implement a method according to one of claims 1 to 9.

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