Charging station for charging electric vehicles, comprising a control device for determining an equivalent storage capacity of a virtual precharge store, and associated method

Abstract

A charging station for charging electric vehicles, wherein the charging station comprises a network connection point, via which the charging station is connected to an electricity supply network, for the take-up of electric power from said electricity supply network, wherein the network connection point assumes a connection capacity value, up to which a maximum take-up of power from the electricity supply network can be executed by the charging station, at least one charging terminal, for the charging of one electric vehicle respectively, at least one controllable load to the at least one charging terminal, and a control device for controlling the charging station, wherein the control device is designed to determine an equivalent storage capacity of a virtual precharge store, and to control the charging of electric vehicles in accordance with the connection capacity value and the equivalent storage capacity, wherein the equivalent storage capacity describes a value which corresponds to a storage capacity of a virtual electrical precharge store which, for a predefined charging period, can deliver an additional charging capacity, which is dictated by the storage capacity, in order to increase a charging capacity which is restricted by the connection capacity value.

Claims

1. A charging station comprising: a network connection point, wherein the charging station is connected to an electricity supply network via the network connection point and configured to receive electric power from the electricity supply network, wherein the network connection point has a connection capacity value, up to which a maximum power can be received from the electricity supply network by the charging station; at least one charging terminal configured to charge an electric vehicle; at least one additional controllable load to the at least one charging terminal; and a control device configured to control the charging station, wherein the control device is configured to: determine an equivalent storage capacity of a virtual precharge store, and control the charging of electric vehicles in accordance with the connection capacity value and the equivalent storage capacity, wherein the equivalent storage capacity describes a value corresponding to a storage capacity of a virtual electrical precharge store which, for a predefined charging period, is configured to deliver an additional charging capacity, which is dictated by the storage capacity, in order to increase a charging capacity which is restricted by the connection capacity value.

2. The charging station as claimed in claim 1, wherein the control device is configured to determine the equivalent storage capacity at least in accordance with: a working point of the at least one additional controllable load, and the predefined charging period.

3. The charging station as claimed in claim 2, wherein the charging station comprises an electrical precharge store, wherein the control device is configured to determine the equivalent storage capacity in accordance with an actual storage capacity of the electrical precharge store, wherein the control device is configured to deliver electric power from the electrical precharge store to support the electricity supply network in consideration of the equivalent storage capacity.

4. The charging station as claimed in claim 1, wherein the determining the equivalent storage capacity includes considering a charging status of the at least one charging terminal, wherein at least two electric vehicles are being charged, and wherein the charging capacity of one vehicle of the at least two electric vehicles is reduced, such that a charging capacity of the other vehicle of the at least two electric vehicles is increased.

5. The charging station as claimed in claim 1, wherein the control device is configured to identify a potential capacity reduction on the at least one additional controllable load for the predefined charging period, and to determine the equivalent storage capacity accordingly.

6. The charging station as claimed in claim 1, wherein the control device is configured to identify and predict at least one of a temporary charging capacity bottleneck or a temporary reduction of the connection capacity value to determine at least one of the charging period or the equivalent storage capacity.

7. The charging station as claimed in claim 1, wherein the charging period is determined in accordance with at least one electric vehicle to be charged.

8. The charging station as claimed in claim 1, wherein the at least one additional controllable load comprises: an absolutely variable controllable load which is configured to be operated in a partially or totally reduced manner, and is configured as a productive load, wherein a quantity of the productive load can be reduced by actuation by the control device.

9. The charging station as claimed in claim 1, wherein a charging capacity is divided into a fixed element and a variable element, wherein the variable element is controllable, and the equivalent storage capacity is determined in accordance with the variable element.

10. The charging station as claimed in claim 3, wherein the control device is configured to: control the charging of the at least one electric vehicle and, in each case, to stipulate a target charging value or an available charging capacity on the relevant charging terminals, control a take-up or release of electric power by the electrical precharge store, control an exchange of electric power via the network connection point, and control the at least one additional controllable load.

11. The charging station as claimed in claim 1, wherein the at least one additional controllable load comprises a load which operates in a time-delayed manner, a function of load to be totally or partially delivered with a time delay, wherein a working capacity is configured to be reduced in a given period, wherein the working capacity is delivered in another period.

12. The charging station as claimed in claim 1, wherein the charging period is determined in accordance with the at least one electric vehicle to be charged in accordance with a charging characteristic of the respective at least one electric vehicle to be charged, and the equivalent storage capacity is then determined in accordance therewith.

13. A method comprising: controlling a charging station for charging electric vehicles, wherein the charging station comprises: a network connection point, wherein the charging station is connected to an electricity supply network via the network connection point and configured to receive electric power from the electricity supply network, wherein the network connection point assumes a connection capacity value, up to which a maximum take-up of power from the electricity supply network can be executed by the charging station; at least one charging terminal configured to charge an electric vehicle; at least one additional controllable load to the at least one charging terminal; and a control device for controlling the charging station, the controlling comprising: determining an equivalent storage capacity of a virtual precharge store; and controlling the charging of electric vehicles in accordance with the connection capacity value and the equivalent storage capacity, wherein the equivalent storage capacity describes a value corresponding to a storage capacity of the virtual precharge store which, for a predefined charging period, is configured to deliver an additional charging capacity, which is dictated by the storage capacity to increase a charging capacity which is restricted by the connection capacity value.

14. The method as claimed in claim 13, wherein the equivalent storage capacity is at least determined in accordance with a working point of the at least one additional controllable load and with the predefined charging period, specifically in that a potential capacity reduction on the at least one additional controllable load for the predefined charging period is identified.

15. The method as claimed in claim 13, wherein the charging period is determined in accordance with at least one electric vehicle to be charged.

16. The method as claimed in claim 13, wherein: the charging capacity is divided into a fixed element and a variable element, and the equivalent storage capacity is determined in accordance with the variable element.

17. The method as claimed in claim 13, wherein for the determination of the equivalent storage capacity, a charging status of the at least one charging terminal is considered, wherein at least two electric vehicles are being charged, and the charging capacity of one vehicle of the at least electric vehicle is reduced, wherein a charging capacity of the other electric vehicle of the last two electric vehicles is increased.

18. The method as claimed in claim 13, wherein electric power is delivered from a precharge store to support the electricity supply network in consideration of the equivalent storage capacity, wherein a temporary charging capacity bottleneck or a temporary reduction of the connection capacity value is identified, and wherein the charging period or the equivalent storage capacity is determined.

19. The method as claimed in claim 13, wherein the charging period is determined in accordance with the at least one electric vehicle to be charged in accordance with a charging characteristic of the respective at least one electric vehicle to be charged, and the equivalent storage capacity is then determined in accordance therewith.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

(1) FIG. 1 to this end, shows a schematic representation of a charging station.

DETAILED DESCRIPTION

(2) FIG. 1 thus represents a charging station 200, having a first and a second charging terminal 201, 202. The first and second charging terminals 201, 202, in principle, are also representative of further charging terminals. For the purposes of this description, the first charging terminal 201 constitutes such a terminal which is also suitable for high charging capacities, particularly for high-speed charging capacities, whereas the second charging terminal 202 is a standard charging terminal. In principle, it can be provided that the second charging terminal 202 is also configured in the manner of the first charging terminal 201 and, in particular, also possesses a high-speed charging capability. Each charging terminal can also be alternatively described as a charging point. This applies to both the first and the second charging terminals 201, 202.

(3) As a further optional element, an actual electrical precharge store 204 is provided in the charging station 200. This optional precharge store 204, if required, can particularly deliver an additional capacity for the charging of electric vehicles. In particular, the precharge store 204, if required, can deliver an additional charging capacity to at least one charging terminal, i.e., to the exemplarily designated first charging terminal 201 and/or to the second charging terminal 202. This can be best executed where, on one, or particularly on a plurality of charging terminals 201, 202, a short-term high demand for charging capacity is present. It should be repeated that the two charging terminals 201, 202 can be representative of a plurality of charging terminals. If, for example, 20 charging terminals are provided, a high capacity demand can then arise, particularly if many or all of these exemplary 20 charging terminals are in use. In the event of the assumption of a high-speed charging operation or a plurality of high-speed charging operations, a high capacity demand for charging can also occur.

(4) The charging station 200 moreover comprises a rest stop, optionally with a conventional service station, i.e., a service station for the tank storage of fossil fuels. This rest stop is identified here as rest stop 206, and thus constitutes a further load, which is at least partially controllable. Partial controllability applies on the grounds that certain elements are controllable, such as a heating system for heating the building, whereas others are not controllable, such as, for example, an elevator or kitchen appliances in the rest stop.

(5) As a further load, a thermal store 208 is additionally represented. This thermal store 208 can heat up either itself or a storage medium, by the corresponding input of power, and can emit this heat as required, for example in the form of heating air or warm water. For example, such a thermal store can heat up the storage medium, for example water, and warm water can then be extracted as required, particularly from the upper region of a warm water store of the thermal store 208. Customarily, reheating is then executed. If, however, notwithstanding the extraction of warm water, no reheating is executed in the first instance, this will initially have no, or no perceptible effects, as a warm water store of this type is routinely filled with cold water in the lower region only, which then undergoes heat-up. The replenished cold water does not momentarily reach the upper region, such that there is no impact, or virtually no impact upon the extraction of warm water, even where the replenished cold water is not heated up immediately.

(6) For the supply of the charging station 200, particularly the charging terminals 201 and 202, the optional precharge store 204, the rest stop 206 and the thermal store 208, which is representative of other or further loads, the charging station is connected via a network connection point 210 and, for example, a transformer 214, to an electricity supply network 216. On the network connection point 210, by way of illustration, an isolating switch is represented which, in normal duty, is naturally closed.

(7) For the rest stop 206 and the thermal store 208, which are both representative of further loads, a dedicated load network connection point 211 can be provided if, moreover, for the charging terminals 201 and 202, and optionally for the optional precharge store 204, a charging network connection point 212 is provided. The load network connection point 211 and the charging network connection point 212, by way of illustration, are also provided with an isolating switch, which isolating switches are also closed in normal duty, and are only shown here in the open position for the purposes of representation.

(8) The network connection point 210, as represented in FIG. 1, can be divided into the load network connection point 211 and the charging network connection point 212, or the load network connection point 211 and the charging network connection point 212 respectively constitute actual standalone network connection points, such that the network connection point 210 would then be dispensable. However, it is also conceivable that only the network connection point 210 is present, via which, in the absence of the load network connection point 211 and the charging network connection point 212, the entire charging station is connected to the electricity supply network 216.

(9) In particular, the employment of one network connection point only, namely, network connection point 210, is conceivable if the charging station, including the rest stop and any further loads, such as the thermal store 208, are being planned and constructed entirely from scratch. Particularly in the event that a rest stop, optionally with further loads, is already present, it is conceivable that the latter is connected via a network connection point, such as the load network connection point 211, to the electricity supply network 216. If an infrastructure for the charging of electric vehicles is then added, i.e., particularly by the inclusion of charging terminals such as the first and second charging terminal 201, 202, and optionally of the precharge store 204, an additional network connection point, such as the charging network connection point 212, can be provided for this purpose.

(10) In normal duty, the charging station 200 draws a network capacity 220 from the electricity supply network 216, which is distributed to all the loads in the charging station 200, namely, to the first charging terminal 201, the second charging terminal 202, the rest stop 206 and the thermal store 208. If the optional precharge store 204 is also present, this can also draw power from the network capacity 220, wherein this can also constitute a negative contribution, if the precharge store is drawing power rather than injecting power. In FIG. 1, correspondingly, power flows are illustrated by arrows, namely, a first charging capacity 221, which flows to the first charging terminal 201, a second charging capacity 222, which flows to the charging terminal 202, a first load capacity 226, which flows to the rest stop 206, and a second load capacity 228, which flows to the thermal load 208. For the optional precharge store 204, a storage capacity 224 is indicated, which is delivered by the precharge store 204.

(11) The sum of the first and second charging capacities 221, 222 and the first and second load capacities 226, 228, minus the storage capacity 224, thus corresponds to the network capacity 220.

(12) If, for example, an increased demand for charging capacity is suddenly present on the first charging terminal 201, on the grounds that, for example, a corresponding vehicle is to be charged which is rated for a very high charging capacity, wherein the call-up of said high charging capacity is also required, the first charging capacity 221 will need to be increased accordingly. To this end, the network capacity 220 will need to be increased by the same magnitude. If, however, the network capacity 220, at the time at which this increased charging demand arises, is already at its maximum limit, it cannot be subject to any further increase. Accordingly, the additional capacity required in order to supply the first charging capacity 221 cannot be delivered.

(13) It has been established, however, that this additional capacity can nevertheless be delivered, if the remaining capacities can be adjusted correspondingly. For example, the second charging capacity 222 might be reduced, the first load capacity 226 might be reduced, the second load capacity 228 might be reduced and/or the storage capacity 224 might be increased. For example, each of these four above-mentioned capacities can deliver a small contribution which, potentially, may be sufficient to satisfy the increased capacity demand for the first charging capacity 221. It should be observed that, particularly in the case of a high-speed charging capacity, only a few minutes will be required for this purpose in many cases. This is generally dictated by the charging characteristic of the corresponding battery which is to be charged. Routinely, this increased demand is thus only of a few minutes' duration.

(14) In order to permit an initial appraisal as to whether this increased demand for the first charging capacity 221 can be fulfilled at all for this short period, which is designated here as the predefined charging period, it is proposed that an equivalent storage capacity should be determined. Accordingly, this equivalent storage capacity indicates a storage capacity of a virtual precharge store. For the purposes of illustration, the second charging terminal 202, the precharge store 204, the rest stop 206 and the thermal store 208 are combined here to constitute a virtual precharge store 230. The virtual precharge store 230 is particularly characterized in that it does not have an actual capability for energy storage, or only partially by means of the actual precharge store 204, and correspondingly for the take-up or delivery of power, but can also control a power flow, specifically by the deferral thereof in time. A power output from an actual store is associated with a reduction of power take-up by the virtual precharge store. In other words, the exemplarily described increased capacity demand for the first charging capacity 221 can be fulfilled, wherein the virtual precharge store 230 executes a smaller take-up of the corresponding capacity, in accordance with the increased capacity demand for the first charging capacity 221, and thus consumes less. Naturally, this can also signify that the virtual precharge store actually delivers a positive capacity, if the output storage capacity 224 of the actual precharge store 204 is correspondingly large. Routinely, particularly if the precharge store 204 is not present, a reduction in the capacity of the precharge store signifies that, even after said reduction, the take-up and consumption of power by elements of the virtual precharge store 230 will continue, but to a lesser extent than previously.

(15) In order to permit the management of resources using the capacity of this virtual precharge store 230, an equivalent storage capacity is defined. Fundamentally, this considers only the potential by which the power take-up of the virtual precharge store 230 can be reduced, and relates this to the predefined charging period, i.e., the time, for example, during which the above-mentioned increased capacity demand for the first charging capacity 221 is in force. This can take account of the time period, or can constitute the time period during which specific loads can be reduced.

(16) Depending upon the predefined charging period, this equivalent storage capacity can then be determined by the extent to which the power of the second charging capacity 222 can be reduced, the extent to which the storage capacity 224 can be increased in the predefined charging period, the extent to which the first load capacity 226 can be reduced in the predefined charging period, and the extent to which the second load capacity 228 can be reduced in the predefined charging period, and for how long this is possible. Naturally, it can also be taken into account that one or more of the above-mentioned capacities may not be susceptible to a constant and consistent variation over the predefined charging period. Ultimately, the outcome thus generated is only a single value for the equivalent storage capacity. Depending upon this value, the extent to which the exemplary above-mentioned increased demand for the first charging capacity 221 can be satisfied can be appraised, and the first charging terminal 201 can be controlled correspondingly.

(17) All these calculations of the equivalent storage capacity can be executed by means of a control device 232, and this control device 232 is representatively linked here to the first and second charging terminals 201, 202 and the optional precharge store 204. It is thus intended to indicate that the control device 232 is particularly provided for these elements of the charging station 200. However, it has particularly been acknowledged that further loads such as the above-mentioned exemplary rest stop 206, and the likewise only exemplarily represented thermal store 208 might also be included. Preferably, in this case, the control device 232 additionally executes the concurrent control of further such loads, such as the rest stop 206 and the thermal store 208.

(18) The control device 232 can also be configured for the injection of electric power into the electricity supply network 216 and, to this end, can particularly actuate or incorporate a bidirectional inverter. By means of such a bidirectional inverter, electric power can thus be drawn from the electricity supply network 216, and can also be injected. This arrangement is proposed for any forms of embodiment. In particular, it is generally proposed that the charging station is coupled to the electricity supply network via a bidirectional inverter, via which, optionally, electric power can be drawn from the electricity supply network and electric power can be injected into the electricity supply network. By means of a bidirectional inverter of this type, in conjunction with both the take-up of electric power and the injection of electric power, inter alia, a reactive power adjustment can be executed.

(19) If only one network connection point 210 is present, the first charging capacity 221, at its maximum, can correspond to the network capacity 220, subject to the addition, where applicable, of the capacity which can be delivered by the precharge store 204, where present.

(20) However, in the event of a topology in which two network connection points are present, such as the load network connection point 211 and the charging network connection point 212, the first charging capacity 221 is not limited to the capacity which can be delivered at the charging network connection point 212, subject to the addition, where applicable, of the storage capacity 224, but can additionally incorporate capacity which is delivered via the load network connection point 211, at least in part. Although the topology represented schematically in FIG. 1 does not show such a connection, this connection can be present, or can be provided.

(21) In other words, particularly in the event that a rest stop, such as the rest stop 206 is expanded to incorporate the charging of electric vehicles, this expansion can thus be achieved by means of the newly-provided charging network connection point 212. In principle, this charging network connection point 212 would then dictate a capacity limit for the maximum charging capacity, if no precharge store 204 is present. However, it has been observed in this context that, in any event for short-term high capacity requirements, which are routinely only of a few minutes' duration, at least a proportion of capacity can be further incorporated which is taken up by the further loads, i.e., particularly by the rest stop 206.

(22) All the above arrangements are particularly planned and controlled such that the equivalent storage capacity is respectively determined for a predefined charging period. This can also signify that, in the event of a twin network connection point topology, i.e., incorporating the charging network connection point 212 and the load network connection point 211, the maximum capacity of the load network connection point 211 is not exhausted.

(23) It is thus proposed that an overall consideration of all electrical elements, at least insofar as any control intervention therein is possible, should be incorporated in the management of charging capacity. In this case, this is preferably achieved by the determination of an equivalent storage capacity.

(24) The concept is based upon the achievement of the execution of a precharging functionality by means of a virtual store. To this end, controllable loads and deferrable loads, each of which can also be described as loads, together with, optionally, actual stores, are combined to constitute a virtual precharge store.

(25) A precharge store for high-speed e-mobility charging stations, employing the principle of a virtual store, can thus be functionally achieved. An expansion of the capacity of a small precharge store can be achieved by the combination thereof with controllable and displaceable loads to constitute a large storage system with high availability, from a network perspective. Network-servicing or network-supporting operation, in combination with precharge operation, can then be achieved, if an integrated actual store is present. Precharge operation can also be achieved in the absence of actual stores.

(26) It has been considered and observed that, from a network perspective, virtual stores function in the manner of actual stores, but can be constituted from controllable and deferrable loads. Thus, although a correspondingly lower availability can be provided, costs for an actual precharge store can be saved, or a precharge store can at least be dimensioned to a smaller rating.

(27) By means of the simple approach proposed, a charging capacity can be substantially increased in the short term, whilst avoiding any network extension. As a result, optionally, a higher charging capacity can be achieved with equal network connection costs. Thus, optionally, more rapid network connection can also be achieved.

(28) Accordingly, at a comparatively low cost, system services can also be provided.

(29) It has been established that an application of the principle of a virtual store, in the form of a precharge store, for the short-term increase of charging capacity, particularly in a high-speed charging station, is achievable, wherein an actual store can be omitted.

(30) The provision of additional capacity is possible, namely, by means of a virtual store, a deferral of consumption and/or controllable loads or consuming devices.

(31) This can be achieved directly at the charging point, by means of previously charged vehicles, if the charging capacity thereof can be reduced. It can also be achieved by means of loads in close proximity such as, for example, a rest stop, an oven or a refrigeration facility, to name a few examples. In this case, the charging capacity can be divided into a fixed and a variable element. The variable element can be an element of the virtual store.

(32) A virtual store with an integrated actual store can also be employed for system services, and as a precharge store.

(33) Availability of the virtual store is ensured by the actual store. A reduction in the availability of such a virtual store, in the form of a precharge store, i.e., for the charging of electric vehicles, in favor of the provision of system services, is proposed as an advantageous variant.