EP4622825A1 - Procédé et système de charge d'un véhicule électrique sur un réseau local d'énergie - Google Patents

Procédé et système de charge d'un véhicule électrique sur un réseau local d'énergie

Info

Publication number
EP4622825A1
EP4622825A1 EP23797781.4A EP23797781A EP4622825A1 EP 4622825 A1 EP4622825 A1 EP 4622825A1 EP 23797781 A EP23797781 A EP 23797781A EP 4622825 A1 EP4622825 A1 EP 4622825A1
Authority
EP
European Patent Office
Prior art keywords
charging
energy
electric vehicle
power
network
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23797781.4A
Other languages
German (de)
English (en)
Inventor
Sascha Brinkmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP4622825A1 publication Critical patent/EP4622825A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/51—Photovoltaic means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/52—Wind-driven generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/04—Arrangements for connecting networks of the same frequency but supplied from different sources
    • H02J3/06—Controlling the transfer of power between connected networks; Controlling load sharing between connected networks
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/28—Arrangements for balancing of the load in networks by storage of energy
    • H02J3/32—Arrangements for balancing of the load in networks by storage of energy using batteries or super capacitors with converting means
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/38—Arrangements for feeding a single network from two or more generators or sources in parallel; Arrangements for feeding already energised networks from additional generators or sources in parallel
    • H02J3/46—Controlling the sharing of generated power between the generators, sources or networks
    • H02J3/48—Controlling the sharing of active power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2101/00—Supply or distribution of decentralised, dispersed or local electric power generation
    • H02J2101/20—Dispersed power generation using renewable energy sources
    • H02J2101/22—Solar energy
    • H02J2101/24—Photovoltaics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/38—Arrangements for feeding a single network from two or more generators or sources in parallel; Arrangements for feeding already energised networks from additional generators or sources in parallel
    • H02J3/381—Dispersed generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from AC mains by converters

Definitions

  • the invention relates to a method for charging a drive battery of at least one electric vehicle at at least one charging point of a property with a local energy network that is connected to an energy distribution network via a network connection point and to which several unregulated consumers as well as the at least one charging point, at least one stationary storage device and at least one energy generation system are connected, wherein in the method an electrical power flowing via the network connection point is monitored bidirectionally and the stationary storage device and the at least one energy generation system are operated by means of a zero-load control at the network connection point.
  • the invention also relates to a system with a property and an electric vehicle, wherein the electric vehicle can be connected to a charging point of the property to charge its drive battery and wherein the system is set up to carry out the method.
  • the invention is particularly advantageously applicable to charging an electric vehicle on a home network.
  • the most sustainable form of electromobility is the generation of in-house electricity from energy generation systems such as PV systems and wind turbines and storage in an electric vehicle's drive battery.
  • the system can also be supported by a stationary energy storage system or "stationary storage” to bridge drops in energy generation, to temporarily increase the available electrical power and/or to bridge a missing connection of the electric vehicle during energy generation.
  • the principle of zero-load control is often used at the grid connection point between a local domestic energy network and a public energy distribution network.
  • the zero-load control measures the consumption and feed-in of electricity at all phases at the grid connection point.
  • the aim of the zero-load control is to balance consumption and feed-in, i.e.
  • Stationary storage systems in particular also work according to the principle of zero-load control. If surpluses are generated in the home energy network, they are first temporarily stored in the stationary storage system until it can no longer absorb energy. If the energy generation system can If the energy demand in the home energy network can no longer be fully covered, power is taken from the stationary storage. The charging or discharging power of the stationary storage is geared towards balancing the power balance at the grid connection point, which corresponds to zero.
  • the use of the stationary storage unit based on zero-load control is problematic in this context, since the stationary storage unit only provides power when electricity needs to be drawn from the grid.
  • the stationary storage unit is therefore not always used to its full capacity.
  • surpluses from a home-based energy generation system may not be fed into the public energy distribution network.
  • the zero-load control of an inverter of the energy generation system is a prerequisite for the operation of the energy generation system. Since the inverter regulates itself down, the maximum generation output of the energy generation system and its surplus cannot be determined simply by measuring at the grid connection point.
  • DE 20 2012 101 240 U1 discloses an energy management system for measuring and controlling the flow of electricity between a public AC network and a self-sufficient unit, which comprises the following features: at least one power generation unit, in particular for generating electricity from a renewable energy source, power consumers, a storage unit and means for controlling the flow of electricity between the power generation unit, the consumers, the storage unit and the AC network, wherein the means for controlling the flow of electricity comprise at least one energy management unit which is connected between the power generation unit and the storage unit and connects them to the consumers and the AC network, as well as a bidirectional power meter which is connected between the self-sufficient unit and the AC network for measuring the power exchanged between the self-sufficient unit and the AC network, and a control device for controlling the energy management unit on the basis of the power measured by the bidirectional power meter, which control device is intended to measure the power measured by the bidirectional power meter by simultaneously controlling the flow of electricity between the power generation unit and the storage, the consumers and the AC grid.
  • the object is achieved by a method for charging a drive battery of at least one electric vehicle at at least one charging point of a property with a local energy network, which is connected to an energy distribution network via a network connection point and to which several unregulated consumers as well as the at least one charging point, at least one stationary storage device and at least one energy generation system are connected, wherein the at least one charging point is set up to specify a charging power for charging the drive battery of this electric vehicle after connection of a respective electric vehicle, and wherein in the method
  • the at least one stationary storage facility is operated by means of a zero-load control at the grid connection point and
  • the at least one charging point gradually increases the charging power after the electric vehicle is connected until the at least one stationary storage unit and the at least one energy generation plant achieve their maximum system output
  • the stationary storage and the energy generation system can be practically fully utilized by gradually increasing the system performance, without the charging point needing to know the charging status and performance of the stationary storage and/or the energy generation system, etc.
  • the charging point, energy generation system and/or stationary storage do not use the same communication protocol and/or interfaces, e.g. because they belong to different "manufacturer worlds”.
  • Another advantage is that the method does not generate any feed-in to the energy distribution network.
  • the combination of stationary storage and energy generation system enables the electric vehicle to be charged more quickly than if it were only charged using surplus energy from the energy generation system.
  • the electric vehicle can be a hybrid vehicle, e.g. a plug-in hybrid vehicle, PHEV, or a fully electric or battery-powered vehicle, BEV.
  • the electric vehicle can be a passenger car, bus, truck, motorcycle, etc.
  • the electric vehicle can be designed in a further development for unidirectional charging of its drive battery.
  • the electric vehicle can be designed in a further development for bidirectional charging, i.e. charging and discharging, of its drive battery.
  • the local energy network is used to distribute energy in the property. It can also be referred to as a "local network”, “microgrid” or, in the case of residential buildings, a “home network”.
  • the energy distribution network is, in particular, a public energy distribution network.
  • energy and power are understood to mean electrical energy and electrical power respectively.
  • the fact that the at least one charging point is designed to specify a charging power for charging the drive battery of an electric vehicle after it has been connected includes in particular that the charging point is equipped with a corresponding control system.
  • the monitoring of the electrical power via the grid connection point is bidirectional, i.e. a distinction can be made between energy consumption from the energy distribution network and energy fed into the energy distribution network. Monitoring can be carried out, for example, via an intelligent electricity meter (so-called "smart meter") or - if there is no smart meter or the operator of the smart meter does not share its measurement data with the operator of the property - via an energy meter installed topologically serially to the grid connection point.
  • the measurement data of the power (balance) are shared with at least one energy generation plant and/or with at least one stationary storage unit for zero-load control.
  • the charging point also receives this measurement data.
  • the stationary storage absorbs energy when there is a surplus in the local energy network until it is fully charged. If excess power cannot be absorbed by the stationary storage (e.g. because it is fully charged) and feeding energy into the electricity distribution network is to be avoided, the energy generation system, in particular its inverter, regulates the energy feed into the local energy network.
  • the energy generated by the at least one energy generation system is used to charge the electric vehicle and not to charge the stationary storage device, which can advantageously shorten a charging process.
  • the fact that the at least one stationary storage facility and the at least one energy generation plant deliver their maximum system output means in particular that they provide or deliver the maximum combined electrical power.
  • the "system output" can therefore correspond in particular to the combined electrical power of the at least one stationary storage facility and the at least one energy generation plant.
  • At least one energy generation plant provides its maximum generation capacity. This is particularly advantageous if feeding electricity from the local energy network into the energy distribution network is permitted. This eliminates the need, which sometimes occurs, to reduce the output power of at least one energy generation plant.
  • the at least one energy generation plant provides its maximum permitted generation capacity, i.e. the maximum generation capacity that is or can be delivered by the energy generation plant without feeding electricity from the local energy network into the energy distribution network. This is particularly advantageous if feeding electricity from the local energy network into the energy distribution network is prohibited, for example by law or contract.
  • the charging power is adapted to the (currently maximum) system power that can be delivered during the charging process. This includes, for example, that the charging power is reduced after a maximum value has been reached if less system power can be provided, for example if the at least one energy generation plant and the at least one stationary storage unit can no longer provide as much electrical power. The same also applies if unregulated consumers have a and switched off.
  • the charging power is set, in particular regulated, so that the power at the grid connection point is just above zero watts (consumption) but far enough that the stationary storage system regulates against it, as far as it is able to do so.
  • the drive battery is only charged with the last step-by-step charging power until the power consumption from the energy distribution network exceeds a predetermined amount.
  • the charging power can be reduced again until a lower amount of power consumption from the energy distribution network is reached.
  • the fact that the charging point increases the charging power step by step can be implemented in one embodiment in such a way that the charging point increases the charging power of the electric vehicle in such a way, in particular regulates it, that a grid connection with a certain or predetermined step size is established at the grid connection point, e.g. of 100 W. Due to the deviation from the zero load at the grid connection point thus generated, the energy generation plant and/or the stationary storage system increase their energy feed into the local energy network by an equal amount, e.g. of 100 W, until a zero load is again present at the grid connection point, if possible, ie if the energy generation plant can further increase its energy feed or the stationary storage system is not completely discharged.
  • a grid connection with a certain or predetermined step size is established at the grid connection point, e.g. of 100 W. Due to the deviation from the zero load at the grid connection point thus generated, the energy generation plant and/or the stationary storage system increase their energy feed into the local energy network by an equal amount, e.g. of 100 W
  • the charging point increases the charging power again so that a grid connection is established with a certain increment, e.g. again of 100 W.
  • the energy generation plant and/or the stationary storage unit then increase their energy feed into the local energy network again by the same amount, e.g. 100 W, until there is no load again at the grid connection point, if possible.
  • This interplay is repeated until the at least one stationary storage unit and the at least one energy generation plant deliver maximum system power and can therefore no longer compensate for the power consumption at the grid connection point increased by the charging point or can no longer reduce it to zero.
  • the drive battery is charged with the last set charging power, ie with a typically low power consumption from the energy distribution network, but maximum power provision by the at least one energy generation plant and the at least one stationary storage unit, as long as the grid consumption at the grid connection point remains in the specified range, e.g. of 100 W.
  • the fact that the charging point increases the charging power step by step can be implemented in another design in such a way that the charging point increases the charging power for charging the drive battery in a predetermined increment. This design is particularly easy to implement because it is not the consumption at the grid connection point that is set to a certain font size, but only the charging power.
  • the charging power can be increased by 100 W, for example.
  • the step size or size of the increase steps is not limited in principle.
  • the larger the steps the faster the charging power is reached at which the at least one stationary storage unit and the at least one energy generation system provide maximum power.
  • the disadvantage is that when this state is reached, the grid consumption is greater than with smaller steps. It has proven to be a particularly advantageous compromise between charging power increase and grid consumption that the gradual increase includes an increase in steps between 50 W and 200 W, in particular of approx. 100 W.
  • the gradual increase comprises an increase in steps between 0.5% and 2%, in particular of approximately 1%, of a maximum charging power. If the electric vehicle can be charged at this charging point with a maximum power of 11 kW, for example, steps between 55 W and 220 W would be particularly advantageous, in particular of approximately 110 W.
  • step size is kept constant. It is an improvement that the step size can be variably adjusted.
  • the at least one energy generation plant comprises at least one renewable energy generation plant.
  • the at least one energy generation plant comprises at least one photovoltaic system, at least one wind turbine, an electricity-generating wood-fired system and/or a geothermal system, etc.
  • At least one energy generation plant is connected to the local energy network via an inverter and the inverter is controlled in such a way that it varies the energy fed into the local energy network by the energy generation plant for zero-load control.
  • the energy generation plant can control its inverter in such a way that a zero load remains or is reached again at the grid connection point. This can happen, for example, if the surplus cannot be temporarily stored by the stationary storage unit, e.g. because it is fully charged. If there is then a threat of grid consumption, the energy fed into the local energy network by the energy generation plant can be increased again.
  • the property is a residential building, in particular a single-family home. This is advantageous for the spread of electromobility.
  • the property can also be a commercially used property, e.g. an office building, a small business, etc.
  • the charging point is a wall box.
  • the charging point is a parking space that is inductively coupled to the electric vehicle.
  • the task is also solved by a system with property and electric vehicle, where the electric vehicle is connected to a charging point of the property and wherein the system is set up to carry out the method as described above.
  • the system can be designed analogously to the process and has the same advantages.
  • Fig.2 shows a curve of a charging power for charging a drive battery of the electric vehicle from Fig.1 by means of a possible variant of the method according to the invention.
  • Fig.1 shows a system HOME, EV with a property, e.g. in the form of a single-family house, HOME and an electric vehicle EV.
  • the single-family home HOME has a local energy network LOG, which is connected to a public energy distribution network EVN via a network connection point NCP.
  • a smart meter SM which can measure the flow of electricity or the power currently flowing through the network connection point NCP in both directions.
  • a charging point EVSE e.g. in the form of a wall box for connecting the electric vehicle EV via a charging cable K, several unregulated consumers or loads L, an energy generation system in the form of a photovoltaic system PV and a stationary storage system SES are connected to the local energy network LOC.
  • the photovoltaic system PV and the stationary storage SES are connected to the Smart Meter SM via a communication channel COM and receive the measured values for the current power (balance) at the grid connection point NCP.
  • the photovoltaic system PV and the stationary storage SES are controlled in such a way that they try to achieve zero-load control at the grid connection point NCP.
  • the charging point EVSE connected to the Smart Meter SM via a communication channel COM and also receives measured values about the current power at the grid connection point NCP.
  • the photovoltaic system PV generates a surplus of energy, this is initially used to charge the stationary storage system SES. If the stationary storage system SES is charged and energy feed-in to the energy distribution network EVN is to be avoided, the power fed into the local energy network LOC by the photovoltaic system PV can be reduced, e.g. by turning down a typically existing inverter WR. If the photovoltaic system PV can no longer fully cover the energy demand in the local energy network LOC, power is taken from the stationary storage system SES. The charging power or the discharging power of the stationary storage system SES is based on the fact that the power balance at the grid connection is zero (zero load).
  • the charging point EVSE can set the consumption from the energy distribution network EVN using the measurement data from the smart meter SM.
  • an increase in the consumption generated at the network connection point NCP corresponds to the charging power PEL on the electric vehicle EV, i.e. an increase in the charging power PEL on the electric vehicle EV by the certain step size AW initially causes an equally large increase in the power consumption from the energy distribution network EVN.
  • This deviation from the zero load is detected by the photovoltaic system PV and the stationary storage SES. If the photovoltaic system PV or its inverter WR is regulated down, the photovoltaic system PV can be regulated up until the zero load is again present at the grid connection point NCP. If, however, the photovoltaic system PV is already feeding the current maximum power into the local energy network LOC, power (of the font size AW of 100 W) is called from the stationary storage SES and fed into the local energy network LOC until the zero load is again present at the grid connection point NCP.
  • Fig.2 shows a temporal progression of the charging power PEL in W for charging the drive battery BAT of the electric vehicle EV from Fig.1.
  • the charging power PEL is increased in steps of 100 W until a final charging power PEL of 2000 W is reached, which together with the power consumed by the consumers L can no longer be fully covered by the photovoltaic system PV and the stationary storage SES.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Supply And Distribution Of Alternating Current (AREA)

Abstract

L'invention concerne un procédé de charge d'une batterie d'entraînement (BAT) d'au moins un véhicule électrique (EV) au niveau d'au moins un point de charge (EVSE) d'une propriété (HOME) à l'aide d'un réseau local d'énergie (LOC) qui est connecté à un réseau de distribution d'énergie (EVN) par l'intermédiaire d'un point de connexion de réseau (NCP). Au moins un dispositif de stockage fixe (SES) et au moins un système de génération d'énergie (PV) sont connectés à la pluralité de charges non régulées (L) et au ou aux points de charge, après qu'un véhicule électrique respectif est connecté, le ou les points de charge sont conçus pour spécifier une sortie de charge (PEL) afin de charger la batterie d'entraînement du véhicule électrique. Selon le procédé, une sortie électrique qui circule par l'intermédiaire du point de connexion de réseau est surveillée de manière bidirectionnelle, au moins un dispositif de stockage fixe est actionné à l'aide d'une commande de charge nulle au niveau du point de connexion de réseau, et après que le véhicule électrique est connecté, le ou les points de charge augmentent progressivement la sortie de charge jusqu'à ce que le ou les dispositifs de stockage fixes et le ou les systèmes de génération d'énergie fournissent la sortie de système maximale de celui-ci. La taille des incréments est sélectionnée de telle sorte que le dispositif de stockage fixe tente de fournir la demande accrue correspondante de sortie de système. En particulier, l'invention peut être avantageusement utilisée pour charger un véhicule électrique sur un réseau domestique.
EP23797781.4A 2022-11-21 2023-10-26 Procédé et système de charge d'un véhicule électrique sur un réseau local d'énergie Pending EP4622825A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022130661.5A DE102022130661A1 (de) 2022-11-21 2022-11-21 Laden eines Elektrofahrzeugs an einem lokalen Energienetz
PCT/EP2023/079860 WO2024110143A1 (fr) 2022-11-21 2023-10-26 Procédé et système de charge d'un véhicule électrique sur un réseau local d'énergie

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DE102013002078A1 (de) * 2013-02-06 2013-08-29 Daimler Ag Verfahren und Vorrichtung zum Aufladen eines elektrischen Energiespeichers eines Fahrzeugs
JP6085544B2 (ja) * 2013-09-19 2017-02-22 三菱重工業株式会社 電気自動車用急速充電設備、充電設備のエネルギーマネジメント方法および充電設備システム
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