SYSTEM FOR ENERGY EXCHANGE WITH AN ELECTRIC VEHICLE

专利摘要:
"Device system and method for exchanging energy with an electric vehicle". The present invention relates to a system for exchanging energy with an electric vehicle, in particular with a battery thereof, comprising at least one energy exchange station, comprising at least one port for exchanging energy with an energy source at least one port for exchanging power with vehicle, at least one data communication port with vehicle, at least one data communication port with a data processing device, a data processing device, comprising at least at least one data communication port with the power exchange station, at least one data communication port with at least one configuration device, comprising at least one port for exchanging data with the data processing device; and a half, such as a user interface, for editing configuration details. the invention further relates to a method and devices for exchanging energy with an electric vehicle.
公开号:BR112012021130B1
申请号:R112012021130-7
申请日:2011-02-22
公开日:2021-08-17
发明作者:Crijn Bouman
申请人:Abb B.V.；
IPC主号:

专利说明:

[001] The present invention refers to the exchange of energy with electric vehicles. Electric vehicles can comprise road vehicles such as cars or motorcycles, vehicles for indoor or site use such as trucks (stacking), and even vehicles for transporting on water, on airborne railroad tracks.
[002] As a result of environmental awareness and limited organic fuel source, interest in electric vehicles, ie vehicles that comprise an electric motor to provide drive power, is growing. Electric vehicles have clear advantages, in high power efficiency when compared to vehicles with combustion engines, and they do not cause pollutant emissions in the place of their use. However, the range of action may be limited in specific cases, and charging your batteries can - depending on the circumstances - be time consuming. Furthermore, a lack of standardization holds back the placement of charging stations. Furthermore, the handling of batteries, especially the charging and discharging circumstances, has a big impact on their life cycle, and charging stations are generally unsuitable for cooperating with multiple batteries. Several solutions have been proposed to solve (in part) the aforementioned problems, but none of them to a satisfactory extent. It is, therefore, a goal of the present invention to provide a system, device and method for exchanging energy with an electrical device, which is beneficial over the prior art, or at least forms a useful alternative therein.
[003] The invention, therefore, provides a system for exchanging energy with an electric vehicle, in particular with a battery thereof, comprising at least a power exchange station, a data processing device and a configuration device .
[004] The at least one power exchange station comprises at least one port for exchanging energy with an energy source, at least one port for exchanging energy with a vehicle, at least one port for data communication with the vehicle, and at least one port for data communication with a data processing device.
[005] The data processing device comprises at least one port for data communication with the power exchange station, at least one port for data communication with at least one configuration device. In certain cases, these ports can be one and the same port, for example, an internet connection from the data processing device.
[006] The at least one configuration device comprises at least one port for exchanging data with the data processing device; and a half, such as a user interface, for editing configuration details.
[007] A power exchange station port for exchanging power with a power source may comprise any type of coupling that allows the transfer of power (electric), such as a conductive couple such as a connector, a magnetic coupler or the like. The at least one port for exchanging energy with a vehicle can be an electrical connection formed by cables (power) or, for example, a magnetic connection for inductive power transfer. The at least one port for data communication with the vehicle can be a connection to a communication line, a wireless data exchange means, or even a unidirectional communication means such as a magnetic code reader or bar code or RFID. The at least one port for data communication with a data processing device can be an internet connection, or a (dedicated) line (telephone), or other means of communication.
[008] The energy source can be a private or public electricity grid, a clean or renewable energy source such as a wind energy source, solar panels, gravitational energy, energy delivered by an energy converter such as a heat exchanger. heat, a battery such as a pre-charged battery or even a battery from a vehicle other than the vehicle to be charged, for example, to obtain a constant charge from a grid. Power switching can be uni- or bi-directional, i.e. the use of the system can be restricted to charging batteries thereafter while delivering energy (back) to the power source, or to charging a battery of a first vehicle to from a second vehicle battery, or to discharge a battery for any reason, such as maintenance.
[009] The communication port can be any means to transfer data, such as an internet connection, a telephone or fax line, a VPN connection or a dedicated communication line, but it can be wired or wireless, or just a single or few lines of data to exchange simple commands represented by binary values of the data lines, eg a start/stop signal. Communication can take place continuously or at predetermined intervals.
[0010] The data processing device can be a dedicated computer device such as a personal computer (PC) or a server (web), but also a group of interconnected computer devices such as a computer network, in which a plurality of computers can be used to increase computing power, to increase device fidelity, or to enable cloud computing. The data processing device can be attached to or form part of any data network such as the internet or a private network such as a VPN. The database can be comprised of the same physical device or a separate device at a remote location, and it can also be composed of multiple databases, which can, for example, be split into a battery profile database and a configuration detail database.
[0011] In one embodiment, the system comprises memory means, to store at least the configuration details and/or the battery profiles. Additional data that can, for example, be stored are IDs and/or details regarding grid, batteries, users, vehicles, chargers and power switching stations.
[0012] The memory means can be realized by RAM or by a (central) database, and can be located in the configuration device, in the data processing device or can form a separate entity.
[0013] The use of a central database offers the advantage that data can be updated efficiently, and that multiple users of the system can make use of it. The system becomes especially beneficial as the number of battery profiles stored in the database increases.
[0014] The data to be stored in memory or in the database are, for example, momentary and historical values of charge currents, voltages, temperatures (battery and environment), charge profiles, type of vehicle connected to the charger, charge values, grid limits, cell voltages, charge times, user account data, battery health status, vehicle configuration (rated range, data connection speed, rated battery capacity etc.), data from energy measurement of a charging station, or energy division (distribution) data of a charging station.
[0015] The use of a distributed architecture has the advantage of being potentially more reliable.
[0016] The configuration device can, for example, be a computer at a remote location, for example, located in an end-user control center. It can communicate with the data processing device through an internet connection or a phone line or a wireless connection, or the communication can take place through a website hosting an application to edit configuration details, read logged measurements, fits, profiles, statistical data etc., or sort data, compute reports and/or graphs. The use of the configuration device can be restricted to specific users, to which a user management takes place in the data processing device or in the database. The configuration may be suitable for human users, but it may also be automated, and suitable for automatically changing settings in the database based on inputs from, for example, other databases or data streams. For this purpose, an application programming interface (API) can be provided by the data configuration device.
[0017] In one embodiment, the power exchange station is configured to provide vehicle information to the data processing device, in relation to a vehicle coupled to the door for exchanging power with a vehicle. Vehicle information can comprise vehicle identification data, data describing a vehicle's technical configuration (such as the type of battery used or the battery management system or vehicle used), or instantaneous data such as vehicle temperature, the state of charge of the battery, or data measured and/or generated before or during use of the vehicle, in particular in relation to charging and discharging the battery.
[0018] The vehicle information provided may then comprise battery information, which may either be recorded during vehicle use by an in-vehicle registration unit or during power exchange by the power exchange station, or, to complete or edit the battery profiles in the database.
[0019] In case no vehicle information is present, the power switch station can be configured to perform a test on the vehicle or a battery of it. Important characteristics like battery voltage, an internal battery resistance, or a load curve can be determined, for example, by sending a DC pulse train to the battery. By applying AC power to the vehicle, its internal charger features can be made available to third parties, or can be used by the charging station to provide optimal charging service.
[0020] Based on this, vehicle information and/or configuration details and/or battery profiles from the database, the data processing device can provide optimized power exchange settings for the power exchange station. Optimization can be done based on various criteria, which can be predetermined by a user and stored in the configuration data, or in information, data or patterns stored in the database, in the power exchange station, or even in a system of vehicle battery management. Information obtained from the loading and unloading characteristics obtained during the tests, or obtained from measurements on other vehicles, can be stored in the database and used to calculate the energy exchange settings optimized by the data processing device.
[0021] For example, power switch settings are optimized according to at least one battery- or vehicle-related parameter, such as battery type or an actual battery power situation, a battery temperature, a time of intended battery life (eg, expressed in the number of charge and/or discharge cycles), a desired available power, or an available or desired charge time or range of action (drive range).
[0022] In addition to the information of a specific battery power needing to be changed, the power switch settings for a given vehicle can be optimized based on at least one parameter related to a second vehicle, coupled to a second port for switching power from the power exchange station, or at least one parameter related to at least one second vehicle coupled to a second power exchange port of the power exchange station, or at least one parameter related to the power source.
[0023] In an advantageous modality, the system is configured to, in particular real time, update the power exchange settings by the data processing device in response to a change in a parameter related to said battery or a change in a parameter related to the power source, and update the power exchange between the power exchange station and a vehicle coupled to a power exchange port thereof as a consequence.
[0024] Specific benefits can be obtained with the system according to the invention, configuring it to the specific needs or desires of a specific customer. This is, for example, allowed by the API provided to access the data processing device and/or the configuration device. This will be explained in more detail below with the help of numerous non-limiting examples.
[0025] Example 1: when a power source formed by a grid has less power available than the demand of numerous vehicles, the grid power can be distributed along the charging outputs, for example, according to the priority of vehicles to drive away. This priority can be entered into the system by a user application that connects to the configuration device or the data processing device through an API. This system application can be an advanced fleet management software system or a simple user interface where the user can enter how much time he has before having to drive away again. The available grid power can be known from a pre-programmed adjustment in the data processing device, or through an API that interacts with a grid vendor's software (intelligent grid). Upon changes entered or taken place anywhere in the system, energy change settings are dynamically changed (optimized) in real time. The distribution of power from the grid to the vehicles can be proportional or disproportionate, and can occur simultaneously, or subsequently, with a vehicle with a higher priority of urgency during loading.
[0026] Example 2: the system (in particular, the data processing device, or the configuration device) can interact through an API between billing and payment applications that run on the computers of utilities or other energy providers . As such, the system can limit the amount of charging power to a specific charging outlet based on the type of subscription a user has for power delivery. A Premium subscription can, for example, mean that a vehicle can receive a charging power of 50 kW and can be charged very quickly, while a basic subscription can mean that the user can only receive 20 kW and charge very slowly.
[0027] Example 3: If a system has multiple power exchange ports for vehicles (outputs), and one power exchange port for a power source, such as an AC input, the system can calculate the power distribution to the along the outputs. As such, you only need 1 officially certified AC power consumption meter at the input and still know how much power went to each output.
[0028] Example 4: The system can optimize the charging profile based on a battery life requirement. A general rule of thumb is that the faster charging is applied, the greater the potential impact on battery life occurs. Through a user application that enters data into the system through an API in the data processing device or configuration device, the system obtains information about the battery life requirement for a given customer. Based on this requirement, the load profile and speed are adjusted once the customer connects the vehicle to the system. The system makes a trade-off between the battery life requirement and the time available for the battery to be fully charged.
[0029] Example 5: The system slows down the charging or increases the speed of charging based on the current price of electricity, for example when different tariffs are applied during different times of the day or when peak level agreements have been made. Charging can even be canceled when predetermined threshold rates are exceeded.
[0030] Example 6: The system has an interface for installation partners that provides information about the functioning of the system. If something goes wrong, it sends an error code to the local installation partner via an API so that the local installer knows what equipment to bring in for a repair. Such an API could also provide the possibility to test and/or reconfigure equipment from a remote location.
[0031] Example 7: When a new charge profile (battery profile to base the energy change settings) is determined for a certain type of battery it is stored in the database. As soon as a battery of this type is recognized at one of the power exchange stations, the updated charge profile will be sent from the data processing device to the power exchange station and the charging process will be optimized.
[0032] Example 8: the system generally depends on data communication ports and interconnections on them, eg internet connections. If the system's internet connection is not working, charging will continue according to all current settings. If a new vehicle is connected, all settings will be changed to default profiles.
[0033] Example 9: If a power exchange station has multiple outputs and a user disconnects a vehicle sooner than expected, the system can redistribute the total power over the load connections according to decision rules such as operational programming, etc., to create a new optimal situation considering all parameters known to the system at that point in time.
[0034] Example 10: The system can adjust the settings based on future situations, if it knows through a fleet management connection that a new vehicle will arrive at a power exchange station within 10 minutes, this can speed up charging on one or more doors to make sure that a door is available when the vehicle arrives.
[0035] Example 11: Local grid operators can manage local electricity shortages by area, by transformer station or for an entire site at each given time point. Also, even across the country, across Europe or the world. This could be implemented through the use of domains and subdomains as in the structure of the internet. The system also takes into account the presence of local storage (b batteries or something else) in the grid or even in the charging facility and optimizes based on these parameters.
[0036] Example 12: Maximum reliability is created for fleet owner loading: If a system no longer works, the network can know and can route vehicles through a fleet management API to the exchange station. right power (eg only one charger) and optimize the entire situation based on the new situation with one or more chargers not working. The same can hold for the situation where a charger can still function, but only at a reduced power.
[0037] Example 13: The system optimizes charging based on a fixed charge time. An owner of power exchange stations can set the fastest possible charge time to a predetermined amount, such as 20 minutes, to encourage users to make use of other services it offers, eg, drink a coffee, eat one. snack, etc. The power exchange station can provide a guarantee that charging will take 20 minutes and encourage users to make use of the other services offered in the meantime.
[0038] Example 14: The system provides a user with the ability to purchase green power, or to select a power supplier.
[0039] Example 15: The system transfers data from the integrated vehicle computer or an integrated data storage device through the data communication port of the power exchange station, and sends it through the charger via the internet for the data processing device.
[0040] Example 16: the server sends data to the vehicle through the data communication port, such as: accented operating profiles, user messages, settings, service and maintenance information, or to change the DOD window in operation ( Discharge Depth) on the battery, or change the way the actual DOD window refers to the graphical representation in user interfaces. In addition, the system could change settings on the built-in charger based on new insights. The system can furthermore uplink a new piece of software to the vehicle which handles the link between the battery capacity representation in the user interface and the actual SOC (State-Of-Charge) of the battery. To influence the DOD window on the battery, the algorithm that defines the link between real SOC and represented SOC can be replaceable as well.
[0041] Example 17: The charging system is equipped with an announcement display. As the system knows exactly how long the car will be in the charging system, an API can be offered which allows advertisers to change the commercial on the display based on how long the car will be in the charger.
[0042] Example 18: Hardware is integrated, but the entire battery path is operated: the balancing algorithms, speed balancing, health-state algorithms, state-of-charge algorithms can be updated every day from the remote server based on new insights.
[0043] Example 19: the power conversion device, which is part of the power exchange station, is wholly or partially inside the vehicle. Once the car connects with the non-integrated load link, the non-integrated components tell the integrated components how to transfer energy based on the same non-integrated architecture, as mentioned in other examples.
[0044] Example 20: When charging starts, the system can perform several metering charge pulses to determine the health of the battery: The system sends all types of pulses on the battery and monitors the response. Based on this, the server can predict how healthy the battery is or the system can see other parameters about the battery.
[0045] Example 21: the system can dynamically work with multiple charging patterns or communication protocols: if a vehicle is connected, it detects what type of protocol or connection is on the other side, it then requests the server about what is the communication protocol and the charger deploys it and starts charging. This way the system can work with multiple patterns, also with patterns that will be developed in the future.
[0046] The power exchange station may comprise at least one electrical energy converter, to exchange energy between at least one port for exchanging energy with an energy source and at least one port for exchanging energy with the vehicle, of according to the power switch settings provided. As power sources can be AC (most grids are, for example) or DC (solar panels or batteries, for example), and batteries are DC operated, but built-in chargers may be present, which require AC, the power converter Electrical power can be any of an AC-AC converter, an AC-DC converter, a DC-AC converter, or a CC-DC converter. The device can be dedicated to perform one of said conversions, or configurable or programmable to perform different ones.
[0047] In a further embodiment, the power exchange station comprises a plurality of electrical energy converters, to exchange energy with a plurality of possible vehicles by means of the plurality of gates to exchange energy with a plurality of vehicles, according to various power switch settings.
[0048] When more than one vehicle is present, the data processing device determines the energy exchange settings for each vehicle, and the energy exchange station exchanges energy with the vehicles coupled to the various doors, in which each energy exchange takes place according to the corresponding energy exchange settings.
[0049] To enable this, the energy exchange station comprises a link matrix, to interchangeably couple energy converters with ports to exchange energy with vehicles. This matrix consists of controllable switches, which allow connecting the ports to the outputs of electrical energy converters. Additionally, an interchangeable physical connector to allow power exchange with multiple vehicles may be required, as well as interchangeable physical connectors for data communication, and/or a configuration to communicate according to multiple protocols, to allow data communication with multiple vehicles manufactured according to different standards. In yet another embodiment, a power exchange station is equipped with different connectors, attached to different ports, just as a conventional gasoline filling station is equipped with dispensers for different types of fuel.
[0050] Since most electric vehicles are currently equipped with battery management systems and/or vehicle management systems, the power exchange data communication port is preferably configured to allow data exchange with a battery management system or a vehicle management system. These systems can comprise data related to the power exchange configuration, which can be used by the power exchange station. It may also be possible for the vehicle to comprise a data processing device, for example a charger control system, which is equipped to communicate data obtained from the battery management system or the vehicle management system.
[0051] In particular, the following embodiments may form part of the invention.
[0052] A mode in which the power exchange station communicates with a load communication arrangement. Such a device may be comprised of hardware or software or a combination thereof, and may, but does not necessarily have to be situated on board. This device, in turn, communicates with devices associated with at least one battery (eg Battery Management System) and/or devices associated with the vehicle (eg Vehicle Management System).
[0053] In another embodiment, the station communicates with a load communication arrangement. This device, in turn, communicates with devices associated with the vehicle (eg, Vehicle Management System) which, in turn, communicates with devices associated with at least one battery (eg, Battery Management System) .
[0054] In yet another modality, the station communicates with devices associated with at least one battery (for example, Battery Management System).
[0055] In an additional modality, the station communicates with devices associated with the vehicle (for example, Vehicle Management System) which, in turn, communicates with devices associated with at least one battery (for example, Management System of Battery).
[0056] In yet additional mode, the station communicates with devices associated with the at least one vehicle (for example, Battery Management System). Battery Associated Devices contain software to work correctly and optimally with the dock.
[0057] Based on specific information coming from the battery management system or the vehicle management system, related to the temperature (part of) of the battery, special energy exchange patterns can be applied to influence the temperature of the battery. For example, an AC current or PWM (Pulse Width Modulation) can be used to increase the battery temperature before or during charging or use thereof. If detailed information about (temperatures of) different battery cells is available, and these cells can be allocated separately, the power exchange station may still have the ability to compensate for temperature differences together with the battery, for example caused by part of the battery that has been exposed to sunlight.
[0058] In addition to vehicle or battery information, information coming from or related to the power source can be useful in determining power switch settings. In case of a grid as an energy source, provisions can be made about peak levels consumed, or costs during specific time intervals. In case of wind energy sources or solar panels, weather forecasts could play a role in determining energy change settings. It may also be possible for the use of multiple power sources to consist of power switch settings, based on these predictions and/or peak expectations in secondary power source and/or in vehicle or secondary battery.
[0059] The power exchange station can be additionally coupled or be part of a data communication network for the provision of services, in which it sends alerts when it is detected that it needs maintenance, or that it has defects or malfunctions.
[0060] The configuration device can serve as a link to incorporate external influences such as expected peak energy levels (in power source and secondary vehicle), financial arrangements with, for example, energy companies, or even logistical considerations in relation to several vehicles, for example, of a fleet owner.
[0061] The configuration device can be coupled to third-party information systems, and, based on the information exchanged with these systems, store data such as data related to peak energy values and energy prices related to the exchange of energy by the pole. minus one energy source in the database, for calculation of energy exchange profiles based on this by the data processing device. It may also be possible to couple the configuration device to a metering device, for example from a power source, to monitor the energy that has been changed, and to base (changes on) the configuration on that.
[0062] The power exchange station can be further configured to exchange data between the respective vehicle data communication ports and the data processing device and/or the configuration device, without making use of these data themselves. Information is thus channeled between the vehicle and the data processing unit and/or the configuration device. This could be used to exchange information such as software or firmware updates, traffic information, travel logs and the like. In this way, it is also possible to send information from a configuration device to a vehicle. The channeled information may be particularly encoded or encrypted to protect it from being intercepted by third parties.
[0063] The system can comprise more than one configuration device, which can communicate with the data processing device, but also directly with other configuration devices. For example, both an energy company (grid) and a fleet owner have separate configuration devices, which communicate peak level tariffs and/or price levels.
[0064] The invention will now be elucidated with reference to the following figures, in which: - Figures 1a to h show a schematic overview of the system according to the present invention. Figures 2a to f show particular embodiments of a power exchange station according to the invention.
[0065] Figure 1a shows a general drawing 1 of a charging station according to the present invention. The system comprises an energy exchange station 2, a data processing device 3 and a configuration device 12. The energy exchange station comprises a part for exchanging energy 7 with an energy source, a port for exchanging energy 4 with a vehicle, a port for data communication 6 with the vehicle and a port for data communication 5 with a data processing device 3. The data processing device 3 comprises a port for data communication 5 with the station. power exchange 2, a port for data communication 8 with at least one configuration device 12 and 15 via an API 13 and a database 10, for storing 9 at least configuration details and battery profiles. The configuration devices 12 and 15 comprise a port for exchanging data 11, 14 with the data processing device 3 via API 13 and means, such as a user interface, for editing the configuration details in the database 10.
[0066] Figure 1b shows a case where the available grid power is less than the required power demanded by vehicles. The grid power is distributed across the charging outputs according to the vehicles' priority to exit. This priority can be entered into the system by a user application that connects to an API on the data processing device. This application can be an advanced fleet management software system or a simple user interface where the user can enter how much time they have before they have to log out again. The available grid power can be known from a pre-programmed setting in the Data Processing Device or through an API that interacts (real-time or semi-real-time) with a grid provider's software (intelligent grid). The numbers in the figure refer to the following steps: - 101. The priority of each vehicle is entered into a configuration device computer application; - 102. The data processing device stores vehicle priorities in the database; - 103. A vehicle connects to an output of the power transfer station and transfers data to the power transfer station;
[0067] 104. The power transfer station sends parameters to the data processing device (SOC/battery data, etc.);
[0068] 105. The data processing device stores battery data in the database and recognizes the characteristics of the power transfer station (number of outputs, total power, etc.);
[0069] 106. The data processing device requests through an API the maximum available power of the grid;
[0070] 107. The data processing device calculates the best load profile for the output considering all conditions (SOC battery, grid, priorities, etc.);
[0071] 108. The data processing device sends load profiles to the power transfer station;
[0072] 109. The power transfer station redistributes power to each output.
[0073] Figure 1c shows a case where the system optimizes the charging profile based on a requirement of battery life. The general rule of thumb is that the faster charging is, the greater the potential impact on battery life. Through a user application that enters data into the system through an API data processing device, the system can recognize what the battery life requirement is for a certain consumer. Based on this requirement, the load profile and speed can be adjusted once a consumer connects the vehicle to the system. The system can also make a trade-off between the battery life requirement and the time available to have the battery fully charged.
[0074] 201. Customer-specific charge profiles and a generic charge profile for specific batteries are entered through an application in the Data Processing Device;
[0075] 202. The minimum required lifecycle per vehicle is entered into the database through a configuration device application to use a delivery vehicle with specific batteries based on a lifecycle promise;
[0076] 203. The data processing device stores the new load profiles and the customer-specific load profiles;
[0077] 204. A vehicle connects to an output of the power exchange station and transfers current data to the power exchange station and also data log files;
[0078] 205. The Power Exchange Station sends parameters to the data processing device (SOC/battery data, etc.) and also receives historical trigger data stored in the battery management system datalog;
[0079] 206. The arriving driver enters his preferred departure time via a configuration device interface (FEDEX PDA, iPhone application);
[0080] 207. The data processing device knows which battery is on each output and also knows the new preferred starting time. The data processing device combines this with the lifecycle requirement. The correct load profiles are calculated based on the life cycle requirements and the requirements of the start time requirements;
[0081] 208. The data processing device sends load profiles to the power exchange station;
[0082] 209. The power exchange station redistributes power through each output.
[0083] Figure 1d shows a case where the data processing device can interact through an API between billing and payment applications that run on computers of utilities or other energy providers. As such, the system can limit the amount of charging power at a specific charging outlet based on the type of subscription a user has for power delivery. For example, a Premium subscription might mean the car can get 50kW of charging power and charge very quickly, but a Basic subscription might mean the user can only get 20kW and charge much slower.
[0084] 301. Through a configuration device application, the ID numbers of several batteries of a new customer are entered into the database by a sales department;
[0085] 302. The data processing device stores the battery IDs in the database;
[0086] 303. A utility company has special offers: BASIC subscriptions allow charging 20 kW, Premium subscriptions allow charging 50 kW. Utility applications match the battery ID with the individual and subscription type. For each individual battery, the maximum power allowed is sent to the data processing device;
[0087] 304. The data processing device stores the maximum power allowed for each battery in the database;
[0088] 305. The user connects the vehicle to an output of the power exchange station and transfers the data to the power exchange station, including its battery ID;
[0089] 306. The power exchange station sends parameters to the data processing device (battery ID /SOC/battery data, etc.);
[0090] 307. The data processing device combines the battery ID with the maximum power and calculates the best load profile for the output;
[0091] 308. The data processing device sends the load profile to the power exchange station;
[0092] 309. The power exchange station controls charging accordingly;
[0093] Figure 1e shows a case similar to the case of Figure 1d, but here the vehicle does not have a battery management system. The system (data processing device) can interact through an API between billing and payment applications that run on computers for utilities or other energy providers. As such, the system can limit the amount of charging power at a specific charging outlet based on the type of subscription a user has for power delivery. For example, a Premium subscription might mean that the car can receive charging power of 50kW and be charged very quickly, but a Basic subscription might mean that the user can only receive 20kW and a much slower charge.
[0094] 401. Through a configuration device application, the ID numbers of several batteries of a new customer are entered into the database by a sales department; a user is identified via a smart card system at the charging station. This data is sent via the modem of the third-party charging payment terminal. The user is identified along with the loading location;
[0095] 402. The utility company has special offers: Basic subscriptions allow 20 kW charging, Premium subscriptions allow 50 kW charging. The utility company has a database that contains which charger is positioned at which location. It also contains smart card and user data. As soon as the utility receives the smart card (1) request from its customer, it turns on this data and sends the maximum power setting to the Data Processing Device;
[0096] 403. The Data Processing Device received the power power settings and a load enable signal;
[0097] 404. The data processing device sends the charge permit to the power exchange station;
[0098] 405. The power exchange station connects to the vehicle and the VMS data stream;
[0099] 406. The VMS sends a load power request to the power switch station;
[00100] 407. The power exchange station sends the VMS request to the data processing device;
[00101] 408. The data processing device compares the maximum power to the requested power and sends the result to the power exchange station;
[00102] 409. The power switch station notifies the VMS that it can only deliver 20 kW maximum and begins delivering power.
[00103] Figure 1f shows a system with an interface for local (international) installation partners that provide information about the functioning of the system. If something goes wrong, they can send an error code to the local installation partner (via an API data processing device) so the local installer knows what equipment to bring in for a repair.
[00104] 501. During normal operation, the power exchange station sends data about its operations to the data processing device. This data is used to perform advanced analysis;
[00105] 502. At some point something goes wrong with the tone functionality of chargers in a particular country. The power exchange station sends an error code to the data processing device;
[00106] 503. The data processing device stores all operational error data;
[00107] 504. A service & installation partner in the country has service software that receives the error code. The internal server infrastructure sends a message to maintenance personnel that the charger needs to be repaired immediately and a spare power supply is brought in. The charger will be operational again quickly;
[00108] 505. Through a configuration device maintenance application the operation history can be intensively studied to understand what caused the problem.
[00109] Figure 1g shows an example where battery life can be predicted based on historical battery data and this information is provided to rental companies.
[00110] 601. During normal operation the power exchange station sends data about the batteries in the field to the data processing device;
[00111] 602. The data processing device stores all battery data from the batteries in the field;
[00112] 603. Through a configuration device battery life application, software systems can study the behavior of batteries in the field and have the software analyze the battery life trend. They can perform a prediction for each battery and send it to the data processing device;
[00113] 604. A rental company receives the actual battery life estimate for each battery in the field and can use it to perform financial models.
[00114] Figure 2a shows a schematic view of an example of an electrical power converter 700 for use in a power transfer station according to the invention. The power transfer station comprises a multi-phase (eg three-phase) AC/DC converter 701, which is coupled to a DC/DC converter 702, which comprises a galvanic separation. The DC/DC converter is coupled to a multi-phase (eg four) DC/AC converter703.
[00115] Figure 2b shows a simplified wiring diagram of the converter 700 of Figure 2a, in which similar numerals indicate similar parts. The converter uses 704 switches, which are controlled by a microcontroller (not shown).
[00116] Figure 2c shows an example where the power exchange station 705 internally consists of several power converters 706 (eg, but not necessarily AC/DC converters), a connection matrix 707, to interchangeably couple the energy converters with doors to exchange energy with vehicles. The ports consist of a 708 connection manager, a system that manages the control of a specific connection, an output consisting of a data and DC power port, a charging cable and the charging cable end of a connector for attach the power exchange station to the vehicle.
[00117] Based on this configuration each power converter, or multiple power converters together, can be coupled to an output of the power exchange station. As such a configuration it can distribute power across multiple outputs of a power exchange station at different power levels, voltage levels or current levels per output.
[00118] The connection managers will each manage a connection (data transfer, power transfer, security), therefore, this configuration allows the use of different connection patterns, cables and physical connections in an exchange station. energy simultaneously. Additionally, without any additional effort, a connection manager (plus its cable and its connector) and thus one power exchange port can be replaced by another one, as all specific and security protocols are handled by the connection manager. This increases the flexibility of a power switch station to respond to market changes, market penetration of a specific load system, etc.
[00119] Figure 2d shows an embodiment of a power exchange station 709 that consists internally of a configurable power supply unit 710 with multiple outputs that are coupled (possibly fixed) to the power exchange ports of the power exchange station. energy. The ports again can consist of a connection manager, a system that manages the control of a specific connection, an output that consists of a data and DC power port, a charging cable and at the end of the charging cable a connector for attaching the power switch station to the vehicle.
[00120] Configurable power supply can adjust current, voltage and power levels per output. As such, this configuration can also distribute power across multiple outputs of a power exchange station at different power levels, voltage levels or current levels per output. Connection managers can be identical to those described in the previous modality.
[00121] Figure 2e shows a power exchange station 711 which is a combination of modes 1 & 2. The power exchange station can consist internally of a configurable power supply unit with multiple outputs which is the connection matrix .
[00122] Figure 2f shows a power exchange station 712 in which, like the connection managers on the output, this type of connection managers can be installed on the power inputs of the charging station, where they manage the data transfer, power transfer and security of each power input separately.
[00123] Different connection managers can be deployed to connect and optionally communicate with different sources, such as grid power (by different grid owners), wind power, solar power, local storage (emergency power or load balancing) or any other plausible energy source. Obviously, optional communication is only possible when the source also has the means to communicate.
[00124] Connection managers are intelligent and can thus negotiate the need of the charging station with the power supply (network owner) or inform the power switch station about excess power (which can be used to speed up loading) when one of the inputs is a windmill and there is more wind than anticipated.
[00125] In addition, in the modalities and examples shown, the present invention can be applied in various ways, all of which fall within the scope of protection, as defined in the following claims.

权利要求:
Claims (7)
[0001]
1. System for exchanging energy with an electric vehicle, in particular with a battery thereof, comprising the at least one energy exchange station (2; 709; 701; 712), the at least one port for (4) energy exchange of energy with an energy source; o at least one port for exchanging power (4) power with a vehicle; o at least one data communication port (6) with the vehicle; o at least one port for data communication (5) with a data processing device (3); the at least one electrical energy converter, for exchanging energy between, the at least one energy exchange port (4) of energy with an energy source and the at least one energy exchange port (4) of energy with the vehicle, according to power exchange settings provided by a data processing device (3); o a data processing device (3), the at least one comprising port for data communication (5) with the power exchange station (2; 709; 701; 712); o at least one port for data communication with at least one configuration device; the at least one configuration device, the at least one port for exchanging data (11, 14) with the data processing device (3), and the means, such as a user interface, for editing configuration details and/or exchanging data with the vehicle; characterized in that the power exchange station (2; 709; 701; 712) comprises a plurality of electrical energy converters (700) for exchanging energy with a plurality of possible vehicles by means of the plurality of ports for exchanging energy (4) with a plurality of vehicles, according to various energy exchange configurations, and a bonding matrix, for interchangeably coupling energy converters (700) with ports for exchanging energy (4) with vehicles.
[0002]
2. System according to claim 1, characterized in that it comprises memory means, such as memory or a database (10) for storing at least the configuration details; and o battery profiles.
[0003]
3. System according to claim 1 or 2, characterized in that the power exchange station (2; 709; 701; 712) is configured to provide vehicle information to the data processing device (3) , in relation to a vehicle coupled to the door to exchange power (4) with a vehicle,
[0004]
4. System according to claim 3, characterized in that the vehicle information provided comprises information about the battery, registered by the power exchange station (2; 709; 701; 712), or by a recording unit the vehicle, while using the vehicle or during power change, to complete or edit the battery profiles in the database (10).
[0005]
5. System according to claim 3 or 4, characterized in that the data processing device (3) is configured to provide optimized power exchange settings for the power exchange station (2; 709; 701 ; 712), based on vehicle information and/or configuration details and/or battery profiles.
[0006]
6. System according to claim 5, characterized in that the power exchange settings are optimized according to at least one parameter related to the battery or the vehicle, such as the type of battery or a state actual battery power, battery temperature, battery voltage level, an intended battery lifetime (eg, expressed in the number of charge and/or discharge cycles), the desired available power, or a time of available or desired load or range of action
[0007]
7. System according to claim 5 or 6, characterized in that the power exchange settings for a vehicle together with the power exchange door (4) with a vehicle are optimized based on at least one parameter related to at least one second vehicle coupled to a second power exchange port (4) of the power exchange station (2; 709; 701; 712), or at least one parameter related to at least one second vehicle , combined with a second power exchange port (4) of the power exchange station (2; 709; 701; 712), or at least one parameter related to the power supply.

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同族专利:

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公开号 | 公开日

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PL2539175T3|2019-03-29|

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PT2539175T|2018-12-19|

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JP5738901B2|2015-06-24|

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EP2546094B1|2020-04-08|

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TR201818873T4|2019-01-21|

---

EP2546094A1|2013-01-16|

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CN102892617A|2013-01-23|

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RU2550109C2|2015-05-10|

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CA2790950A1|2011-08-25|

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JP2013520955A|2013-06-06|

---

EP2539175B1|2018-09-12|

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WO2011102727A3|2012-06-21|

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ES2703584T3|2019-03-11|

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NL2004279C2|2011-08-23|

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WO2011102727A2|2011-08-25|

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CN102892617B|2016-10-26|

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TW201203777A|2012-01-16|

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TWI531132B|2016-04-21|

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EP2539175A2|2013-01-02|

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DK2539175T3|2019-01-14|

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CA2790950C|2021-10-19|

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US20130103191A1|2013-04-25|

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BR112012021130A2|2021-04-20|

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RU2012140427A|2014-03-27|

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EP3492307A1|2019-06-05|

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法律状态:
2021-05-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2021-05-04| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-06-29| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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优先权:

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申请号 | 申请日 | 专利标题

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NL2004279A|NL2004279C2|2010-02-22|2010-02-22|System, device and method for exchanging energy with an electric vehicle.|

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NL2004279|2010-02-22|

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PCT/NL2011/050122|WO2011102727A2|2010-02-22|2011-02-22|System, device and method for exchanging energy with an electric vehicle|

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