• 专利附录
  • 专利说明
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    • 专利摘要:
    System (1) for charging electric vehicles (2) comprising at least one subsystem (3) for transferring electrical energy to electric vehicles (2) and at least one subsystem (5) for controlling the charging of electric vehicles (2). Subsystem (3) comprises at least one charging station (4) with at least one charging station (7). The charging station is connected to or includes at least one storage unit (7) for electrical energy. With the system (1), charging of electric vehicles (2) can take place with electrical energy supplied to electric vehicles (2) via the mains without intermediate storage, charging electric vehicles (2) with electrical energy stored in the storage unit (17) before charging, or charging electric vehicles (2 ) with a combination of electrical energy supplied from the mains, without intermediate storage, and supplied electrical energy stored in the storage unit (4) before charging. The system (1) comprises at least one control system which controls the functions of the system. The system (1) collects data and information that is processed by at least one algorithm that creates a basis for controlling the charge, decisions on prioritization and routing of electric vehicles (2) that arrive at and charge at at least one charging point. The patent application also refers to a procedure for use the system.
    公开号:SE1630043A1
    申请号:SE1630043
    申请日:2016-03-01
    公开日:2017-09-02
    发明作者:Hansson Jonas
    申请人:Hybricon Bus Systems Ab；
    IPC主号:
    专利说明:

    Systems and procedures for communication, prioritization, routing andcharging of electric vehicles at charging stations with or without storage capacityTechnical areaThe present invention relates to a system and method for charging, prioritizing and directing electric vehicles, comprising at least one charging station with storage capacity for electricenergy, in accordance with the claims.Background and prior artOver time, a large number of variants of electrically powered vehicles have been developed. Electric energy is required to drive electrically powered vehicles. The electrical energy can be supplied to the vehicle by a continuous supply or by a discontinuous supply thereof. Continuous supply of electrical energy takes place, for example, with pantographs, hybrid technology, induction or the like. Discontinuous supply of electrical energy to vehicles requires vehicles to have storage capacity for electrical energy such as accumulators,supercapacitors or other previously known storage technology.
    In the case of discontinuous charging of vehicle accumulators or the like, charging can take place during relatively longer periods of time or for relatively shorter periods of time (fast charging). Recharging for a longer period of time, for example carried out during periods of time when vehicles are not used, such as during the night, the charging takes place with a relatively low maximum power for a long time compared with the corresponding maximum power in connection with fast charging. Recharging of the accumulators, or the like, only takes place for a longer period of time with lower power widening or the like, the usability of the vehicle and the possible mileage per day is limited considerably. Alternatively, the vehicle is provided with a sufficient storage capacity for electrical energy in relation to the purpose for which the vehicle is to be used and to the extent that the vehicle is to be used. The fact that storage capacity for electrical energy today is costly, and that the extra storage capacity adds extra weight to the vehicle and requires space, is an effort by the manufacturers and users of vehicles to minimize the vehicle's storage capacity forelectrical energy.
    Charging of accumulators or the like in the vehicle usually takes place via charging stations or similar devices and takes place preferably when the vehicle is stationary, but can also be railed when the vehicle is in motion. To improve the range of electric vehicles and reducethe need for storage capacity for electrical energy in the vehicle, charging stations have been developed whichplaced according to the routes, routes and the like of the electrically powered vehicles. Eordon charges its accumulators or similar at one or fl your charging stations according to the vehicle's routesuch as route.
    A problem in connection with the supply of electrical energy to vehicles via charging stations, which only charges with electrical energy directly supplied via the mains without this being stored in accumulators or the like, is that the supply of electrical power from the charging station to the vehicle can not exceed the mains power at the charging station. When charging of vehicle network accumulators takes place only by supplying electrical energy from the electricity grid, this can thus result in the maximum amount of energy transferred per unit of time being relatively low and the charging time being long, which leads to inefficient use of drivers and vehicles. There is thus a need for a system comprising charging stations which enables existing electricity networks to be used, without the need for new investments in electricity networks, in connection withdeployment and relocation of system charging stations.
    To reduce the requirement for the maximum capacity of the electricity grid, charging stations with accumulators, supercapacitors and the like have been developed. For example, a European patent application, published as EP2902249, describes a charging station which includes accumulators for electric energy. The patent application describes a variant of a charging station where the charging of vehicle accumulators can take place either via the energy supply only from the grid, energy supplied from accumulators or a combination of supply of electrical energy from the mains which is supplemented by electrical energy stored in the charging station preferably by charging from the mains during a relatively longer period of time than the period of time that the vehicle is charged at the charging station. With the design, the dimensioning effect of the mains can be reduced. The technique described in patent application EP2902249 differs significantly from the present system in that it is limited to a charging station and a charging station and does not solve problems which arise in a system comprising fl your charging stations. In addition, the technology described in the patent application does not solve problems with prioritization and routing of vehicles between charging stations and charging stations. Furthermore, the patent application does not describe that lad your charging stations share one or fl erage common storage units (battery banks) for electrical energy in order to reduce the maximum load of the mains or power supplies (power peaks). Furthermore, the patent application does not describe fl eracharging stations that share networks or other power supplies.
    At charging stations that use battery backup (storage capacity in accumulators,supercapacitors or the like) there are a number of problems. For example, shallthe storage capacity of the charging station's accumulators or similar is adapted to the need for electrical energy that is present at any given time. A problem with said dimensioning is that the need for charging power over time varies depending on the type of vehicle (ranging from a relatively lowbasic need for electrical power to a very large need for electrical power).
    Common to the vehicles is that the charging requirements of these vehicles are usually relatively predictable andthat their power needs can be forecast relatively well.
    Charging requirements (electrical power) from vehicles that regularly return to the charging station, or charging stations, such as vehicles with short routes (liner traffic) are predictable. The dimensioning of the maximum capacity (basic capacity and buffer) is controlled by the number of difficult-to-plan vehicles that irregularly arrive from the charging station. Depending on the uncertainty in the charging need that exists, the charging station is dimensioned with overcapacity to be able to handle "worst case" situations. The larger proportion of vehicles that arrive from outside and at short notice need to be charged with high power, the greater buffer capacity is required at the charging station's accumulators or similar. The use of buffer capacity means that for most of the time there is a larger battery reserve than what the current charging need requires, which entails costs and which takes up space. One problem with patent application EP2902249 is that each charging station must handle "worst case" situations on its own, which means that each station has overcapacity, which entails costs and the need for space. With the present system, the total storage need for electrical energy from a number of different charging stations can be combined, which means that the total need forstorage capacity can be greatly reduced.
    A further problem in the storage of electrical energy in batteries, accumulators and similar conversion losses in connection with the transformation of the mains voltage into a voltage suitable for use in charging accumulators or similar or the conversion of deposited energy in the accumulators to charge the vehicle accumulators. The mentioned conversion losses create energy costs and also an unnecessary aging of accumulatorsand an increased need for cooling of components.
    There are also problems with the charging stations of the charging stations not being used efficiently. For example, vehicles that have a relatively longer available time period for charging can accommodate the charging point of vehicles that have a relatively shorter time period available for charging. Furthercreates charging stations that only include one charging station wasted time when changing vehicles. WithDue to the said problem, there is thus a need for a system that enablescommunication, prioritization and routing of traffic at charging stations and charging points.The object of the present inventionThe object of the present patent application is to eliminate or substantially reduce at least one of the previously mentioned problems, or mentioned in the following description, the problems of known types of systems and methods. The objectives are achieved with a system in accordancewith patent claims. Brief description of figuresThe present invention will hereinafter be described in more detail with reference to the accompanying schematic drawings which, by way of example, show the presently preferred embodiments. It should be noted that details are obvious to a person skilled in the artmay be omitted in the figures.
    Figure 1 schematically shows an eXemplifying system in accordance with the present onepatent application.
    Figure 2 shows vehicles with different charging needs and prioritization parameters that usecharging station. Figure 3A schematically shows a charging station according to a first embodiment. Figure 3B schematically shows a second embodiment of a charging station.
    Figure 3c schematically shows a third embodiment of a charging station. Figures 4A and 4B show exemplary tables with vehicles with different charging needs.
    Detailed description of the inventionReferring to the figures, there is shown a system 1 for charging electrically powered vehicles 2 comprising at least one subsystem 3 for transferring electrical energy from the system to vehicles 2 via at least one charging station 4. The system 1 further comprises at least one subsystem 5 controlling the charging of vehicles 2 at least a charging station 4. In alternative embodiments, the system 1 comprises at least one additional subsystem such as at least one subsystem (not shown infigures) to supply heat and / or cooling to vehicles 2.
    Respective electrically driven vehicle 2 comprises units for storage of electrical energy (not shown in figures) such as accumulators, supercapacitors or combinations of these or alternatively other storage units for electrical energy suitable for the purpose. The electrically powered vehicles 2, which use the charging system, can be of different types. In the exemplary embodiments, the electrically driven vehicles 2 are electrically drivenbuses.
    The subsystem 3 for the transmission of electrical energy to vehicle 2 comprises at least one charging station 4. The charging station 4, or the charging stations 4 comprise, or are connected to, at least one pre-charging station 6. Alternatively, the charging station is connected to, or comprises, at least one pre-charging 6 and a second charging location 7. Figure 1 shows a charging station which comprises, or is connected to, at least a first charging location 6, at least a second charging location 7 and at least a third charging location 8. The number of charging locations can in alternative embodimentsbe fl yours or less than those shown in the figures and specified in the text.
    At the charging points 6, 7 and 8, a transfer of electrical energy from the charging station to the vehicle takes place. The transmission of electrical energy to the vehicles takes place with prior art technology such as with pantographs, inductors or with other technology suitable for the purpose,why this technique is not described in more detail in this patent application.
    With reference to Figure 2, examples of vehicle traffic to a charging station with vehicle 2 with different needs for charging power are shown. The figure shows a first charging station 6, a second charging station 7 and a third charging station 8. The vehicle traffic to the charging stations 4 consists of vehicles 9 which regularly and predictably visit at least one charging station in the system. This can consist of vehicles 9 operating on a route 10, controlled by timetables or the like. The said vehicle 9 can for instance consist of a vehicle 9 which uses the charging station in the connection to the stop 11, which means that charging takes place at the same time as the timetable for the timetable, break orin connection with the boarding and alighting of passengers.
    Vehicles 9 can operate routes 28 which can be relatively short. The vehicles 9 can also travel routes and with a low or relatively low average speed (energy consumption). The vehicles 9 can, among other things, have departures that are demand-controlled, which means that the vehicle's time at charging station / stop can in some cases be very long and that the power requirement per unit of time recharging thereby becomes relatively low. Common to the vehicles 9 is that these vehicle charging requirements are usually relatively predictable and that their power requirements can be relatively good.forecast. Preferably, the power requirements of the vehicles 9 are also low.
    Vehicle station 4, or charging stations 4, also preferably arrive at vehicles 11 whose use of the system, times and charging needs, can be difficult to plan in advance. Vehicles l1 can for instance consist of vehicles from external routes 12, vehicles as traffic temporary routes, replacement buses for train traffic or similar. The vehicles 11 can furthermore consist of vehicles which in relation to said vehicles 9 have relatively longer driving distances and are driven at a relatively higher average speed. Vehicles ll may also have requirements for shorter, or much shorter, charging time than vehicles 9. Vehicles ll can furthermore have a large or extraordinary length and / or have a large mass leading to a higher energy consumption per kilometer in relation to the energy consumption per kilometer for vehicles 9. Board conditions and need means that the charging station 6 must be able to deliver a relatively higherpower per unit time to vehicles ll than is the case to vehicles 9.
    With reference to Figure 3A, an example of an embodiment of a subsystem 3 pre-charging of electric vehicles according to prior art is schematically shown. The subsystem 3 is connected to a single network 13 via at least one network connection 14. The subsystem 3 comprises at least one first converter 15 as a first transformer. The subsystem 3 further comprises at least one rectifier 16 pre-conversion from alternating current to direct current. Furthermore, the system comprises at least one storage unit 17 for storing electrical energy. The storage of electrical energy in the storage unit 17 takes place, for example, in accumulators or supercapacitors or some type of combination thereof. In alternative embodiments, the storage of electrical energy takes place in the storage unit with another type of storage technique suitable for the purpose or a combination of storage techniques. The subsystem 3 further comprises at least one voltage converter 18 and at least one-tube control equipment 19, which may be separate or combined. and current with which charge the vehicle's accumulators or the like are to be performed. Figure 3A shows a vehicle 2 which charges via at a charging point. The vehicle 2 comprises at least one unit for storage of electrical energy such as accumulators, supercapacitors or other suitable suitability for the purpose or combinations of units for storage of electrical energy. Charging station 4 comprises at least one communication unit for communication between components in the charging station 4 andwith the subsystem 5.
    Referring to Figure 3B, an alternative embodiment of a subsystem 3 is shown schematically where charging takes place via a charging station 4. The charging station 3 is connected to an electrical network 13 via at least one network connection 14. In alternative embodiments, the charging station (subsystem) may obtainelectrical energy produced by wind power, solar cells or similar in the charging station, orthe relative proximity of the charging stations. The charging station 4 comprises at least one first converter 15 such as, for example, a first transformer. The charging station 4 further comprises a rectifier 16 for conversion from alternating current to direct current. Furthermore, the charging station comprises, or is connected to, at least one storage unit 17 (battery bank) for storing electrical energy. The storage of electrical energy can take place in storage units 17 of the type accumulators. In alternative embodiments, the storage units 17 may be supercapacitors or other suitable storage technology or combination of storage techniques. The charging station 4 further comprises at least one voltage converter 18 for direct voltage and at least one current regulating equipment 19, which may be separate or combined, with the voltage and current being adapted to the voltage and current with which the charging device of the vehicle 2 unit, or storage units, for electrical energy. The charging station 4 further comprises at least one switch (switch) 20 for switching between charging mean electric energy from the mains only 11 or only electric energy only the storage units 17 or some combination of electric energy from the mains and electricenergy from the storage unit 17, or the storage units 17.
    With the present subsystem, the vehicle's units for storing electrical energy can be charged by electrical energy only from the mains 13, without intermediate storage in the storage units 17, alternatively only charged by electrical energy from the storage units 17. The vehicle's storage unit, or storage units, can also be charged by electrical energy supplied from the mains 13, without intermediate storage in storage unit 17, combined with electrical energysupplied from the storage unit 17 or the storage units 17.
    Referring to Figure 3C, an embodiment of the subsystem 3 is shown comprising at least one first charging station 4 and at least one second charging station 21, alternatively at least one pre-charging station 4, at least one second charging station 21 and at least one third charging station 22, which subdivide at least one common storage unit (battery bank) 17. Each charging station 4 comprises or is connected to, at least one charging station or alternatively can be connected to at least one charging station. More specifically, it is shown that the first charging station 4 in Figure 3C comprises at least one first charging station 6, at least a second charging station 7 and at least a third charging station 8. The co-design avoids wasting time in connection with switching on and disconnecting contactors and driving away vehicles. When using at least two charging points, it is possible for the procedure (connection and disconnection of connectors) to take place on it at the same time as one vehicle is charged at the other charging point. In this way, charging stationsavailable charging time is used more efficiently than with previously known constructions.
    The first charging station 4 is connected to at least one first mains connection 14, the second charging station 21 is connected to at least one second mains connection 23 and the third charging station 22 is connected to at least one third mains connection. 24. In alternative embodiments, two or fl your charging stations may be connected to at least one common mains connection, or fl yourcommon network connections.the discharge means supply electrical energy to a storage unit 17, or the common storage units 17, via at least one connection or fl your connections to the mains. Merge the storage units from your charging stations into a common storage unitincreases the maximum available amount of stored electrical energy for each charging location.
    In alternative embodiments, the subsystem may also receive electrical energy produced viawind power, solar cells or the like in the relative vicinity of the charging station, or charging stations.
    The respective charging station preferably comprises at least one first converter 15, such as a first transformer, and at least one first rectifier 16 with which a transformation and rectification of the alternating voltage of the mains to direct voltage takes place. The respective mains connections 14, 23 and 24 can switch switches 25 individually connected to one or more of the charging locations 6 - 8 and to the common storage unit (battery bank). The charging station further comprises at least one voltage converter 18 and at least one current control equipment 19, which may be separate or combined, with which the voltage and current are adapted to the voltage and current with which the vehicles are charged. The charging station further comprises at least one switch (switch) 26 or fl your switches (switches) 26, with which the energy supply to the respective charging point 6 to 8 takes place.
    When charging vehicles with the charging station according to figure 3C, electrical energy can be taken from one or more of mains connections 14, 23 and 24 without intermediate storage in a storage unit (battery bank). With the system, your charging stations can deliver common power to optional charging stations. Alternatively, charging of vehicles can only take place with electrical energy from the storage units 17 or by a combination of electrical energy from the storage units 17 and electrical energy from at least one mains connection, at least two mains connections or at least three mains connections.
    Additional network connections may occur in alternative embodiments.
    In alternative embodiments of the system, it also comprises a subsystem (not shown in figures) for supplying heat or cooling to vehicle 2. The subsystem may be a separate system relative to system 3 or may be an integral part of subsystem 3. Withthe subsystem supplies thermal energy to the vehicle. Stored thermal energy can be supplied to the vehicleswith a number of different types of techniques. For example, this can be done by transferring liquid alternative solid material with a relatively high temperature. The subsystem can also be used to supply the vehicle with liquid or solid material, or a combination of these which have a relatively lower level of thermal energy (alternatively the temperature is indicated). Transfer of thermal energy between the vehicles and the charging station can also take place through contact where some type of heat exchange takes place. The transferred heat energy is used to heat the vehicle when there is a need for heating and cooling is used to cool the vehicle when there is a need for it.
    It is conceivable that district heating systems and district cooling systems, respectively, are used in the stations.
    In alternative embodiments it is conceivable that the system also comprises at least one second type of unloading station which is hereinafter referred to as separate uncontrolled charging station 27 with associated at least one charging station, shown in figure 2. Thus, in alternative embodiments the system 1 may comprise at least separately uncontrolled charging station 27. The separate uncontrolled charging station 27, or separately controlled charging stations, are used when a large load on the charging stations has co-storage capacity for electrical energy (for example when the charging station 4, or charging stations 4, are occupied). The separate uncontrolled charging stations may be located somewhere along the route of a vehicle (ordinary loop) or in connection with the route of the vehicle or at another suitable location for the purpose. The charging stations make it possible for a support charge of the vehicle to be carried out at high load (there is a great need for charging). The charging station 27, or charging stations 27, are preferably used by low-priority vehicles that want to avoid queuesat the regular charging stations where they have low priority.
    System 1 comprises at least one unit for communication, prioritization and control. The unit includes equipment for communication between the system's components and subsystems. For example, the system 1 comprises equipment for communication between at least one charging station 4 and the control system as well as communication between at least one vehicle and the control system. Preferably, the communication takes place wirelessly, but this does not exclude other types of communication. The system collects incoming signals from vehicle 2, whose signals (data) are processed into information about each vehicle's charge status, energy requirements, available time for charging, signed agreements, willingness to pay for electrical energy with fl your variables,parameters or the like.
    The system, alternatively the subsystem, further comprises at least one control system (control system) which plans and performs charging and adapts the charging to the needs of each vehicle and the dentotal situation. The control system also performs prioritization of the vehicles between them and createsa turn order among the vehicles to the charging points and indicates charging points for the vehicles.
    The control system uses at least one algorithm to process the data (information) collected by the system (described below). The control system of the system (control system) controls (determines) how the charging of vehicles coming to the charging station 4, or the charging stations 4, charging stations 6, 7, 8 is performed. Also the ratio between how much of the electrical energytaken from the network and from the storage units are controlled by the control system.
    Referring to Figures 4A and 4B, examples of data collected in tables are shown. The tables show a vehicle's need for charging at at least one charging station included in the system. The charging station comprises three charging stations, a first charging station 6, a second charging station 7 and a third charging station 8. In the example, only charging points 6 and 7 are used.
    Table 4A shows the charging needs of different vehicles such as the desired voltage, current and charging time as well as the time when the vehicles wish to arrive at the charging station. Data and information, as shown by the exemplary tables, form the basis for decisions by the control system on how to prioritize the charging of the respective vehicles coming to the charging station, orcharging stations of charging stations, shall take place.Although the example contains two charging points, the priority androuting also for a charging station and a charging station. Procedure for using the systemThe system according to the present patent application is initially constructed with an arbitrary number of charging stations and with an arbitrary number of charging sites in accordance withdescription of the system.
    The system includes a prioritization of vehicles at at least one charging station. Prioritization of the vehicles is based on a number of variables which the control system collects and processes. At least one algorithm governs decisions on how to prioritize vehicle charginghappen.
    When using the system, the control system thus collects information on charge levels in the respective charging station storage units. The control system (control system) preferably has a single function which collects / or receives data or information about which charge level respective vehicle's energy storage units have such as accumulators or the like and which charge requirement each vehicle has. The control system (control system) collects furtherinformation about the available time available for charging and power. INIn alternative embodiments, information may be provided to systems from some of the charging stationsand / or a part of the vehicles using the charging stations.
    Depending on, for example, charging, separately agreed priority, willingness to pay, delay, with additional control, the system how the charging of each vehicle should take place and takes place. All vehicles that arrive at a charging station do not always need to charge quickly. If the charging demand is relatively low that the occupancy of the charging station allows a longer charging time, a lower charging current can be used and the stored energy in the charging station is saved. Alternatively, charging current from two or fl eracharging stations are sent to a charging station.
    The choice of where the electrical energy is taken when charging the vehicles, i.e., directly from the mains 12 without intermediate storage, from intermediate storage (such as accumulators, supercapacitors) or a combination of said, is preferably performed by the system (intelligent automation). Alternatively, said selection, on how the supply of the electrical energy for the charge takes place, is taken by the driver. The system can thus choose to take a lower charging power from the mains and / or well-stored electrical energy in the charging station to charge the vehicle. When charging from stored dielectric energy in the charging station, the system can choose to switch on a partial power of the storedthe energy from the storage device (accumulator).
    The system preferably keeps track of timetables for the vehicles in the system, the actual positions of the vehicles, any delays and also timetables for connecting traffic such as flights, boats and the like. The system preferably also collects information about incoming extraordinary vehicles that flag for the need for electrical energy for charging the vehicle withhigh agreed priority and willingness to pay.
    Examples of basis for prioritization decisionsThe exemplary table in 4A shows the charging needs of a number of vehicles arriving at a charging station for charging. The first vehicle arrives at the charging station at 12.18 and charging can take place over a period of seven minutes. The vehicle has a need for attelectric energy transferred to the vehicle with a voltage of 500 V and with a current of100 A.
    The other vehicle arrives at the charging station at 12.18 and has a maximum charging time of six minutes. The vehicle needs electrical energy to be transmitted at a voltage of700V with a current of 100A.
    The third vehicle arrives at the charging station 12.18 and can be charged for a period of four minutes. The vehicle needs electrical energy to be transmitted with a voltage of 700Vwith a current of 857A.
    The third vehicle arrives at the charging station 12.18 and can be charged for a period of six minutes. The vehicle needs electrical energy to be transmitted at a voltage of 400Vwith a current of 750A.
    Referring to Figure 4B, a second exemplary table showing vehicles corresponding to those shown in Table 4A is shown regarding the voltage level and current electrical energy to be transmitted to each vehicle and the time when each vehicle arrives at the charging station and the time period available for each vehicle. variables other than those exemplified in Figure 4A which form the basis for prioritizing the charging of vehicles arriving at a charging station. For example, variables regarding agreed priority, level of priority, level of willingness to pay for the electric energy (price for delivered energy) or charging time, already expected time and possible priority are taken into account. In cases where the system 1 can supply heat or cooling to the vehicles 2 includesthe decision basis shown in table 4B also includes information on the need for heating or cooling of the vehicles.
    With reference to Figure 4B, it is thus also shown that vehicle number one has no contractual priority. The willingness to pay is relatively low and the vehicles are not to be supplied with heating or cooling. Vehicle number two has no agreed priority and that the willingness to pay is medium, ie neither low nor high, and that the vehicles are not to be supplied with heating or cooling. Vehiclenumber three has the agreed priority (class 7) and that the willingness to pay is high and that the vehiclesshall be supplied with cooling. Vehicle number four has the agreed priority (class 3) and thatthe willingness to pay is high and that the vehicle does not want heat or cold added.
    The result of the prioritization of the vehicles at the charging system is that vehicle three is charged at location number 1 during the time period 12.18 and 12.22 without waiting time. Vehicle number four is loadedplace number 2 during the time period 12.24 without waiting time.
    Vehicle number two is charged in place number 2 during the time period 12.22 to 12.28. Vehicle number two must therefore wait four minutes between 12.18 and 12.22 for charging. Vehicle number is loaded in place number two during the time period 12.24 and 12.31. The vehicle thus has to waitfor a period of six minutes before charging.
    The system includes a control system that controls (intelligent control of when, where and to what extent charging should take place). The choice of how charging is to be performed is based on timetables, experiences of previously performed charges and the need for charging or otherobvious variables.
    In alternative embodiments, the control system can consist of an intelligent execution where the results of previously made decisions (history) are analyzed and form the basis for new decisions.taken by the control system.
    In the detailed description of the present invention, construction details may be omitted which will be apparent to one skilled in the art. Such obvious design details are to the extent necessary for the proper functioning of the present invention.the invention is to be achieved.Although certain preferred embodiments have been described in detail, variations and modifications within the scope of the invention may become apparent to those skilled in the art to which the invention pertains, and all of these are considered to fall within the scope of the appended patent claims. Thus, it is conceivable that the present invention will be used for purposes and applications other than those set forth in this patent application. In alternative embodimentsThe system is used for prioritization and routing without intermediate layers of electrical energy. Advantages of the inventionWith the present invention a number of advantages are achieved. Firstly, an improved system is obtained, as well as a method for using it, which solves or reduces, at least one of the background or technical problems mentioned in the description. Another advantage of the systemis that the loss in double transformation depends on only one transformation being performed at lowerpower requirements. A further advantage of the system is that a longer service life of the accumulators and the like in the vehicles and charging stations can be achieved. An additional advantage of the system is that losses during intermediate storage of electrical energy in, for example, accumulators and the like are reduced. The system also minimizes storage capacity in accumulators. The system also has the advantage that it provides less environmental impact and entails lower investment needs as well as smaller installation dimensions and lower weight. With the system, the advantage of queuing time is also achievedminimized and the utilization of a certain mains connection and accumulator size increases.
    权利要求:
    Claims (1)
    [1]
    A system (1) for charging electric vehicles (2), comprising at least one subsystem (3) for transferring electrical energy to electric vehicles (2) during charging and at least one subsystem (5) for controlling the charging of electric vehicles (2), which subsystem (3) comprises at least one charging station (4) with at least one charging point (7), which charging station (4) comprises at least one storage unit (17) for electrical energy, and that the system (1) can charge electric vehicles (2) with electrical energy supplied from the mains without intermediate storage, charge electric vehicles with storage electrical energy from the storage unit (4) or charge electric vehicles with a combination of electric energy from the electricity network, without this being stored, and electrical energy supplied to the storage unit (l7) and that the system (1) comprises at least one control system and equipment for communication between electric vehicles, control systems and charging stations, characterized in that the control system comprises at least one function which collects data and information from at least one charging station and vehicles and at least one function that with at least one algorithm processes collected data and collection information as a basis for decisions of the control system regarding prioritization and routing of electric vehicles (2) and decisions on how charging of electric vehicles takes place and that the system includes at least a first charging station (4) and at least a second charging station (21) which comprises at least one common storage unit (17) and that the charging stations can cooperate to supply electrical energy to a charging station. System (1) according to claim 1, characterized in that the respective charging station is connected to two or more connections to the mains. System (1) according to at least one of the preceding claims, characterized in that the storage unit (4) comprises accumulators. System (1) according to at least one of the preceding claims, characterized in that the storage unit (4) comprises supercapacitors. System (1) according to at least one of the preceding claims, characterized in that the storage units (4) comprise both supercapacitors and accumulators. System (1) according to at least one of the preceding claims, characterized in that the system comprises at least one separate uncontrolled charging station (24) which only charges with electrical energy supplied from the network without intermediate storage in storage unit (17). System (1) according to at least one of the preceding claims, characterized in that the system comprises a subsystem for supplying heat or cooling to electric vehicles (2). Method for using the system (1) according to at least one of claims 1 to 7, characterized in that the system (1) continuously collects data / information from the charging stations about charge levels in the charging stations (17) for electrical energy of the charging stations (4) and that the system (1) collects information on electric vehicle (2) charging needs, available time period for each electric vehicle (2) charge, relative willingness to pay for electrical energy in each electric vehicle whose collected data and information form the basis for prioritization and routing of electric vehicles regarding when, where and how to charge the vehicles take place at at least one charging station (4). Method according to Claim 8, characterized in that the prioritization and routing of electric vehicles takes place on the basis of data and / or information on the electric vehicles' responsibility regarding connecting traffic. Method according to one of Claims 8 and 9, characterized in that breeding vehicle (2) is charged at at least two charging stations which share at least one common storage unit (7) for electrical energy. Method according to at least one of claims 8 and 10, characterized in that the charging also takes place via at least one charging point which lacks a storage unit for electrical energy. Method according to at least one of Claims 8 and 11, characterized by heating or cooling, is supplied to the electric vehicle via at least one subsystem at at least one charging station.
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    同族专利:
    公开号 | 公开日
    SE541327C2|2019-07-02|
    引用文献:
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    优先权:
    申请号 | 申请日 | 专利标题
    SE1630043A|SE541327C2|2016-03-01|2016-03-01|Systems and procedures for communication, prioritization, routing and charging of electric vehicles at charging stations with or without storage capacity|SE1630043A| SE541327C2|2016-03-01|2016-03-01|Systems and procedures for communication, prioritization, routing and charging of electric vehicles at charging stations with or without storage capacity|
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