CN108367691B - 实际充电功率的动态通信 - Google Patents

实际充电功率的动态通信 Download PDF

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CN108367691B
CN108367691B CN201780004547.0A CN201780004547A CN108367691B CN 108367691 B CN108367691 B CN 108367691B CN 201780004547 A CN201780004547 A CN 201780004547A CN 108367691 B CN108367691 B CN 108367691B
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charging
management device
energy management
electric vehicle
battery
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CN108367691A (zh
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M·比尔
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Bayerische Motoren Werke AG
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Abstract

本发明涉及一种能量管理装置，其用于控制在电动车辆中的充电控制器，该能量管理装置用于调节在充电控制器中的用于在充电站上给电动车辆的蓄电池充电的充电简档，至少在考虑电动车辆的计划的使用时间点和蓄电池的所希望的荷电状态及用于电动车辆的最大可消耗的充电功率的预先给定的值的情况下调节充电简档，能量管理装置还与测量单元耦联，该测量单元用于测量从充电站方面输出给电动车辆的实际充电功率并自主地或在能量管理装置方面询问之后将其传输给能量管理装置，能量管理装置设计用于将实际充电功率的值用于相应地重新调节充电简档，仅当实际充电功率的值相对于最后传输的值以预定的量改变时才将实际充电功率的值传输给能量管理装置。

Description

实际充电功率的动态通信
技术领域
本发明通常涉及电动汽车的领域。尤其是本发明涉及在充电站与根据ISO/IEC15118的电动车辆的充电控制器之间的充电通信。
背景技术
充电站用于给电动车辆(E车辆)的蓄电池、通常锂离子蓄电池充电。同时，所谓的智能充电(Smart Charging)的标准ISO/IEC 15118定义在充电站与电动车辆的充电控制器之间的充电通信，以便主动控制充电过程，其方式为例如电流消耗自发地在充电过程中改变，以避免电网的过载。就通信而言，ISO 15118依靠电力线通信(PLC)以及具有IP和TCP协议的或替代地具有用户数据报协议(UDP)的TCP/IP协议栈。在应用层面中设置有用于名称获取的域名***(DNS)、用于在传输层上对数据进行加密的传输层安全(TLS)，车辆到电网传输协议(V2GTP)以及用于协议栈上智能充电的模块。
在***充电电缆之后，电动车辆的充电控制器首先通过PLC建立与充电站的通信连接。然后，车辆通过DHCP获得IP地址，紧接着充电控制器通过广播(Charge PointDiscovery：充电站发现)询问：充电站具有哪个IP地址。现在，车辆建立TCP连接以及此外TLS连接，其中，不仅充电站而且电动车辆通过证书验证。通过所述加密连接不仅交换和选择服务信息、费率表和充电简档(Profil)，而且阐明付款方式。现在，电缆被物理锁定，以便该电缆在充电过程中不会被拉断——尤其是防止偷电。最后，充电站接通电源，并且开始实际的充电。在此，电动车辆和充电站定期交换其状态和电计数器读数，并且电动车辆认可能量的消耗。在充电期间，电动车辆可被置于静止状态，以减少其自身的能量消耗。电动车辆从所述静止状态中周期性地唤醒，以执行状态更新。在此，充电本身连续地继续进行。在结束时，充电站切断电源并释放插头锁定装置。最后认可的计数器读数通过互联网被传送给能量供应商以进行结算。
对于能源管理功能，根据ISO/IEC 15118，电动车辆的充电控制器应将电动车辆的最大可能功率消耗(Pmax)通知或传输给能量管理***(EMS)。EMS根据传输的该最大可能功率消耗Pmax计划优化的充电运行。
发明内容
发明人已经确定，在实际中已通知的或已传输的最大可能功率消耗Pmax在充电过程中由于各种原因通常未实现。也就是说，电动车辆的实际可确定的充电功率Pmax-ist与所传输的理论最大功率Pmax有偏差。这对EMS的预测质量和优化有直接的影响。
本发明的任务在于给出一种充电控制器，该充电控制器在实际充电功率方面得以改进。此外，应该给出一种具有相应的充电控制器的车辆。此外，应该给出一种用于充电控制的方法。
所述任务利用如下所述的技术方案来解决。按照本发明的能量管理装置用于调节在充电控制器上的用于在充电站上给电动车辆的蓄电池充电的充电简档，其中，至少在考虑电动车辆的计划的使用时间点和蓄电池的所希望的荷电状态以及用于电动车辆的最大可消耗的充电功率的预先给定的值的情况下调节所述充电简档，所述能量管理装置还与测量单元耦联，该测量单元设计用于测量从充电站方面输出给电动车辆的实际充电功率并且自主地或在能量管理装置方面询问之后将所测量的实际充电功率传输给能量管理装置，并且能量管理装置设计用于将实际充电功率的值用于相应地重新调节充电简档，其中，仅当所测量的实际充电功率的值相对于最后传输的值以预先确定的量发生改变时，才将所测量的实际充电功率的值传输给能量管理装置。在按照本发明的用于调节在充电控制器中的用于在充电站上给电动车辆的蓄电池充电的充电简档的方法中，在考虑计划的使用时间点和蓄电池的所希望的荷电状态以及用于电动车辆的最大可消耗的充电功率的预先给定的值的情况下在能量管理装置中调节所述充电简档，该方法包括：测量从充电站方面输出给电动车辆的实际充电功率，将所述实际充电功率传输给能量管理装置，并且基于所测量的实际充电功率适配充电简档，其中，仅当所测量的实际充电功率的值相对于最后传输的值以预先确定的量发生改变时，才实施传输实际充电功率的传输步骤。其它的实施例和有利的进一步改进方案由说明书和附图得出。在此，结合充电控制器描述的特征和细节当然也结合相应的用于充电控制的方法适用，反之亦然。
本发明的核心构思在于，电动车辆的实际可确定的充电功率Pmax-ist与所传输的理论最大功率Pmax之间的偏差借助在线测量确定并且将所传输的最大功率值Pmax动态地适配于实际功率消耗Pmax-ist。因此，从EMS方面的预测质量和优化能够得以改进。此外，可以避免从充电控制器或EMS方面的由于理论能量消耗与实际能量消耗之间的偏差引起的再调整。
本发明的第一方面涉及一种能量管理装置，其用于调节在电动车辆中的充电控制器上的充电简档。为此，该能量管理装置设计用于，调节在充电控制器上或充电控制器中的用于在充电站上给电动车辆的蓄电池充电的充电简档。
充电简档特别是在电动车辆中是蓄电池或蓄电池***的充电功率的时间历程。例如当将优化能量获得设为目标时，所述充电简档可以由外部规定产生。但充电简档也可以是蓄电池***的特性，例如因为充电功率在达到充电终止电压时下降。后者另外可以是为什么预先给定的充电功率不能达到的原因。
至少在考虑电动车辆的计划的使用时间点以及蓄电池的所希望的荷电状态(State of Charge,SoC)以及用于电动车辆的最大可消耗的充电功率Pmax的预先给定的值的情况下调节所述充电简档。
所述能量管理装置按照本发明与测量单元耦联，该测量单元设计用于，测量从充电站方面输出给电动车辆的实际充电功率并且自主地或在能量管理装置方面询问之后将其传输给能量管理装置。该能量管理装置进一步设计用于，将实际输出的充电功率Pmax-ist的值用于相应地重新调节充电简档。
所述能量管理装置可以集成于电动车辆中、优选集成于充电控制器中。替代地，能量管理装置可以在编程技术上在后端服务器上、例如车辆制造商的或能量供应商的后端服务器上执行。所述充电控制器可以与后端服务器借助电动车辆的数据传输装置亦或通过至充电站的PLC数据连接、优选通过互联网通信连接。测量单元可以集成于充电控制器中和/或充电站中。
根据本发明的第二方面，所述能量管理装置也可以集成于充电站中。同样，测量单元可以集成于充电控制器中和/或充电站中。
本发明的第三方面涉及一种用于调节在充电控制器中的用于在充电站上给电动车辆的蓄电池充电的充电简档的方法。所述充电简档优选在考虑计划的使用时间点以及蓄电池的所希望的荷电状态以及用于电动车辆的最大可消耗的充电功率的预先给定的值的情况下在能量管理装置中被调节。所述方法包括以下步骤：
——测量从充电站方面输出给电动车辆的实际充电功率(Pmax-ist)，
——将所述实际充电功率(Pmax-ist)传输给能量管理装置，并且
——基于所测量的实际充电功率(Pmax-ist)适配充电简档。
优选地，所述方法以有规律的时间间隔实施。这例如可以每隔15分钟通过相应的计时器控制地进行。当然，其它的时间间隔或无规律的时间间隔也是可能的。
优选地，仅当所述值相对于最后传输的值优选以预先确定的量发生改变时，才实施所述传输步骤。
本发明的第四方面涉及一种具有蓄电池和用于蓄电池的充电控制器的电动车辆。该电动车辆还具有根据本发明的第一方面的能量管理装置或通过数据连接与该能量管理装置通信连接。
本发明的第五方面涉及一种用于给电动车辆的蓄电池充电的充电站，其具有根据本发明第二方面的能量管理装置。
附图说明
本发明的其它优点、特征和细节由以下说明得出，其中参考附图详细说明本发明的实施例。在此，在权利要求书和说明书中提到的特征可以分别本身单独地或以任意组合对本发明是重要的。同样，上述的以及在这里还将进一步列举的特征也可以自身单独地或者多项任意组合地得到应用。功能相似的或相同的构件或部件设有相同的附图标记。所示出和描述的实施例不可理解为穷举的，而是具有用于阐述本发明的示例性特性。说明书用于给本领域技术人员提供信息，因此在说明书中不详细示出或阐述已知的结构和方法，以便不使理解变得困难。
图1阐述一种电动车辆，该电动车辆通过充电电缆连接到用于给电动车辆的蓄电池充电的充电站上，其中，充电过程由充电控制器根据通过能量管理装置所调节的充电简档来控制。
图2示出用于调节在充电控制器中的用于在充电站上给电动车辆的蓄电池充电的充电简档的方法的流程图。
具体实施方式
图1示出电动车辆14，该电动车辆通过充电电缆15连接到用于给电动车辆14的蓄电池16充电的充电站18上。蓄电池16的充电过程由电动车辆14的充电控制器12根据通过能量管理装置10a、10b、10c或10d所调节的充电简档来控制。
电动车辆14的用户例如可以在车辆的驾驶员信息***(未示出)上或于在移动式小型计算机、例如智能手机11或平板电脑上运行的作为图形用户界面的软件应用(App)上进行在能量管理装置10a、10b、10c或10d上的调节。所述调节例如可以包含电动车辆14的未来的使用时间以及用于使用的蓄电池16的所希望的荷电状态(SoC)。
能量管理装置10a、10b、10c或10d另外设计用于调节在充电控制器12上的用于在充电站18上给电动车辆14的蓄电池16充电的优化的充电简档。在此，能量管理装置10a、10b、10c或10d至少考虑电动车辆14的下一个计划的使用时间点以及必要时蓄电池16的为此所希望的荷电状态。此外，能量管理装置10a、10b、10c或10d在调节充电简档时也可以考虑电收费表以及所属的时间表和/或可替代能源、如风能或太阳能电源的可用性以用于节约成本。这就是说，如果直到下一个使用时间点有足够的时间可供使用，则能量管理装置10a、10b、10c或10d尝试这样调节充电简档，使得蓄电池16能够尽可能低成本地被充电至所希望的荷电状态。
另外对于充电简档的计划来说，主要的参数是由电动车辆14在充电时最大可消耗的充电功率Pmax。这个值通常由车辆制造商根据在车辆上的技术给定条件存储在充电控制器12中。在充电过程中，电动车辆便得到所述充电功率，以便给蓄电池充电。然而已确定的是，由于存在各种不同原因，从充电站18方面不能为或不为电动车辆12提供所述最大充电功率Pmax。由此，充电过程相应地延长。这从能量管理装置10a、10b、10c或10d方面对于充电过程的预测质量有相应的影响。换句话说，由于实际可能的充电功率与理论最大充电功率有偏差，充电简档被错误调节。
为了消除这个问题，能量管理装置10a、10b、10c或10d与测量单元20a或20b耦联。所述测量单元20a或20b设计用于测量从充电站18方面输出给电动车辆14的实际充电功率Pmax-ist。
所述测量单元20a或20b进一步设计用于，自主地或在能量管理装置10a、10b、10c或10d方面询问之后将所输出的实际充电功率Pmax-ist的当前值传输给能量管理装置10a、10b、10c或10d。
因此，所输出的实际充电功率Pmax-ist的当前值对于能量管理装置10a、10b、10c或10d是已知的：相应地，能量管理装置10a、10b、10c或10d便可以将实际充电功率(Pmax-ist)的所述值用于相应的重新调节或重新计算充电简档。在能量管理装置方面的预测质量和优化因此更准确，并且可以避免在充电控制器或能量管理装置方面的由于在充电过程中在蓄电池16的理论能量消耗与实际能量消耗之间的偏差引起的再调整。
在图1中示出能量管理装置10a、10b、10c或10d可以在哪个位置上实施的多种可能性。在一种实施形式中，能量管理装置10a集成于电动车辆14中、例如集成于驾驶员信息***中(未在图1中示出)。替代地，能量管理装置10b可以集成于充电控制器12中。
附加地或替代地，能量管理装置10c或10d在编程技术上可以在后端服务器22或24中实施。所述充电控制器12可以借助数据传输装置26、例如用于电动车辆14的移动数据传输的无线电接口而与互联网42连接。
充电控制器12也可以借助电动车辆14的传输装置26、例如近场无线电接口、例如WLAN、蓝牙、ZigBee等等通过数据连接29而与智能手机11连接，上述的软件应用作为至能量管理装置的图形用户界面在该智能手机上运行。所述智能手机11本身通过数据连接31与互联网42连接。
最后，能量管理装置10b也可以集成于充电站18中。充电控制器12便通过集成于充电电缆15中的PLC连接而与能量管理装置10b通信连接。所述充电站18可以通过其连接到以已知的方式提供到互联网42上的连接的供电网44上而与互联网42以及因此与后端服务器22、24之一连接。
测量单元20a集成于充电控制器12中。替代地，测量单元20b集成于充电站18中。两种可能性对于在这里提出的用于实际输出的充电功率Pmax-ist的动态通信的解决方案来说是等效的。
在图1中所示出的后端服务器22是车辆制造商的服务器，能量管理装置10c可以在该后端服务器中实施。当能量管理装置10c在车辆制造商那里时，技术上的改进能够直接转化成用户的优点。此外，车辆制造商因此总是获得当前的关于处于使用中的电动车辆的数据、例如蓄电池16的状态等等。
在图1中所示出的后端服务器24是一个或多个能量供应商的服务器，能量管理装置10d可以在该后端服务器中实施。当能量管理装置10d在能量供应商那里时，关于电收费表的信息可以在计划充电简档时被直接考虑。此外，电流供应商因此得到关于连接到其充电站18上的电动车辆14以及关于大量充电简档联合的当前状态概览，一种较好的可能性是能够更好地计划用于电动汽车的电流需求。
基本上能够使用在图1中所示出的不同的配置可能性来实施用于调节在充电控制器12中的用于在充电站18上给电动车辆14的蓄电池16充电的充电简档的方法。
图2示出用于所述方法的简化流程图。
如已经阐述的那样在考虑所计划的使用时间点和蓄电池16的所希望的荷电状态以及用于电动车辆14的最大可消耗的充电功率的预先给定的值的情况下在能量管理装置10a、10b、10c或10d之一方面调节所述充电简档。
所述方法包括步骤S10，在该步骤中测量从充电站18方面输出给电动车辆14的实际充电功率Pmax-ist。
在步骤S20中将所测量的实际输出的充电功率Pmax-ist的值传输给其中一个所述能量管理装置10a、10b、10c或10d。
然后在步骤S30中由能量管理装置10a、10b、10c或10d基于所测量的实际充电功率Pmax-ist在需要时适配充电简档。
所述方法可以以有规律的时间间隔自动实施。替代地或附加地，在所述方法中可以规定，仅当所测量的实际充电功率Pmax-ist的值相对于最后传输的值优选以预先确定的量发生改变时，才实施所述传输步骤S20。在图2中示出相应的步骤S15，在该步骤中这一点被检测。当所述值不足地改变时、即基本上保持未改变时，所述方法立即返回至步骤S10。如果所述值足够大地发生改变，该方法进一步进行至步骤S20。

Claims (12)

1.能量管理装置(10a；10b；10c；10d)，其用于调节在充电控制器(12)上的用于在充电站(18)上给电动车辆(14)的蓄电池(16)充电的充电简档，其中，至少在考虑电动车辆(14)的计划的使用时间点和蓄电池(16)的所希望的荷电状态以及用于电动车辆(14)的最大可消耗的充电功率的预先给定的值的情况下调节所述充电简档，所述能量管理装置(10a；10b；10c；10d)还与测量单元(20a；20b)耦联，该测量单元设计用于测量从充电站(18)方面输出给电动车辆(14)的实际充电功率(Pmax-ist)并且自主地或在能量管理装置(10a；10b；10c；10d)方面询问之后将所测量的实际充电功率传输给能量管理装置(10a；10b；10c；10d)，并且能量管理装置(10a；10b；10c；10d)设计用于将实际充电功率(Pmax-ist)的值用于相应地重新调节充电简档，其中，仅当所测量的实际充电功率(Pmax-ist)的值相对于最后传输的值以预先确定的量发生改变时，才将所测量的实际充电功率(Pmax-ist)的值传输给能量管理装置(10a；10b；10c；10d)。
2.根据权利要求1所述的能量管理装置(10a)，其特征在于，所述能量管理装置(10a)集成于电动车辆(14)中。
3.根据权利要求2所述的能量管理装置(10a)，其特征在于，所述能量管理装置(10a)集成于充电控制器(12)中。
4.根据权利要求1所述的能量管理装置(10c；10d)，其特征在于，所述能量管理装置(10c；10d)在编程技术上在后端服务器(22；24)上实施，所述充电控制器(12)与该后端服务器借助电动车辆(14)的数据传输装置(26)或借助充电站(18)通信连接。
5.根据权利要求4所述的能量管理装置(10c；10d)，其特征在于，所述充电控制器(12)与所述后端服务器(22；24)借助电动车辆(14)的数据传输装置(26)或借助充电站(18)通过互联网(42)通信连接。
6.根据权利要求1至5之一所述的能量管理装置(10a；10b；10c；10d)，其特征在于，所述测量单元(20a)集成于充电控制器(12)中和/或所述测量单元(20b)集成于充电站(18)中。
7.根据权利要求1所述的能量管理装置(10b)，其特征在于，所述能量管理装置(10b)集成于充电站(18)中。
8.根据权利要求7所述的能量管理装置(10b)，其特征在于，所述测量单元(20a)集成于充电控制器(12)中和/或所述测量单元(20b)集成于充电站(18)中。
9.用于调节在充电控制器(12)中的用于在充电站(18)上给电动车辆(14)的蓄电池(16)充电的充电简档的方法，其中，在考虑计划的使用时间点和蓄电池(16)的所希望的荷电状态以及用于电动车辆(14)的最大可消耗的充电功率的预先给定的值的情况下在能量管理装置(10a；10b；10c；10d)中调节所述充电简档，该方法包括：
测量(S10)从充电站(18)方面输出给电动车辆(14)的实际充电功率(Pmax-ist)，
将所述实际充电功率(Pmax-ist)传输(S20)给能量管理装置(10a；10b；10c；10d)，并且
基于所测量的实际充电功率(Pmax-ist)适配(S30)充电简档，
其中，仅当所测量的实际充电功率(Pmax-ist)的值相对于最后传输的值以预先确定的量发生改变时，才实施传输(S20)实际充电功率(Pmax-ist)的传输步骤。
10.根据权利要求9所述的方法，其特征在于，所述方法以有规律的时间间隔实施。
11.电动车辆(14)，其具有蓄电池(16)和用于蓄电池(16)的充电控制器(12)，其中，所述电动车辆(14)还具有根据权利要求1至6之一所述的能量管理装置(10a；10b；10c；10d)或通过数据连接与该能量管理装置通信连接。
12.用于给电动车辆(14)的蓄电池(16)充电的充电站(18)，其具有根据权利要求7或8所述的能量管理装置(10b)。
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