CN112895958A

CN112895958A - Charging infrastructure for charging a motor vehicle

Info

Publication number: CN112895958A
Application number: CN202011303112.6A
Authority: CN
Inventors: V·贝姆
Original assignee: Volkswagen AG
Current assignee: Volkswagen AG
Priority date: 2019-11-19
Filing date: 2020-11-19
Publication date: 2021-06-04
Also published as: DE102019217784A1

Abstract

Charging infrastructure for charging a motor vehicle. The invention relates to a charging infrastructure (6) for charging at least one electrically driven or drivable motor vehicle (8), the charging infrastructure comprises at least one charging complex (10, 10a, 10b, 10c, 10d, 10e, 10 f) having a plurality of charging posts (14) as charging points, wherein the charging posts (14) are coupled to one another by means of an island network (16, 16a, 16b, 16c, 16d, 16e, 16 f), wherein the island network (16, 16a, 16b, 16c, 16d, 16e, 16 f) is coupled or can be coupled to an external power supply grid (18) and/or an energy generator (30), and wherein the charging composite (10, 10a, 10b, 10c, 10d, 10e, 10 f) has at least one battery energy store (12) as an electrically buffer energy store.

Description

Charging infrastructure for charging a motor vehicle

Technical Field

The invention relates to a charging infrastructure for charging at least one electrically driven or drivable motor vehicle, comprising at least one charging complex having a plurality of charging posts as charging points.

Background

Electric drives or electric drivable or electric motor-driven motor vehicles, such as electric vehicles or hybrid vehicles, usually have an electric machine as drive motor, which is coupled to an on-board electrical system in the vehicle interior in order to supply electrical energy. Such onboard power systems are usually supplied with power by means of an energy store, for example in the form of an electrochemical battery.

In this case, an electrochemical battery is to be understood in particular as a so-called secondary battery (Sekund ä rbatterie) of a motor vehicle, in which the chemical energy consumed can be recovered by means of a charging process. Such a vehicle battery or traction battery is in particular embodied as an electrochemical accumulator, for example as a lithium-ion accumulator. "charging an electric drive or an electrically drivable or motor-driven vehicle" is understood here and in particular below to mean charging such a secondary (traction) energy store of the vehicle with electrical energy.

For charging a motor vehicle or a vehicle battery, for example, it is possible: the battery pack is wirelessly supplied with energy by means of an inductive charging device. In the case of such a wireless or inductive charging device, the secondary coil on the vehicle side is brought within the influence range of the primary coil outside the vehicle or on the device side.

Charging of the motor vehicle or the vehicle battery pack can also be effected in a wired manner, for example, by means of a charging cable to a power supply point (charging point) or to a power supply network. In this case, for example, so-called charging stations or charging posts are used as charging stations or power supply units. For this purpose, such charging stations usually have a charging interface with a charging cable, on which a charging plug is attached on the free end side. The charging plug can be plugged into a complementary charging socket as a charging interface on the motor vehicle and can be operated by the user by means of an assigned operating unit. For example, the charging interface is arranged on the housing side (front) of the charging post facing the street or the user, so that the user can simply position his motor vehicle.

In this case, such charging stations or charging posts are usually connected to a power supply grid, in particular a public low-voltage grid, using electrical connection terminals. In this case, the charging post often has power electronics for voltage conversion and/or voltage adaptation in order to adapt the voltage of the power supply system to the desired charging voltage or to the desired voltage level.

Such charging stations or charging posts do not work jointly. This means that: each of the charging posts or charging points individually loads the public power supply or the ac power grid and is therefore connected to the power supply grid essentially autonomously or independently of the other charging posts.

For the everyday suitability of electric and hybrid vehicles in the motoring process, it is desirable to: the battery systems of these electric and hybrid vehicles can be charged as simply and quickly as possible at any time. In this case, in order to ensure a short charging time, a rapid charging operation of the charging post is desired, in which the motor vehicle to be charged is supplied with a charging power of greater than or equal to 300kW (kilowatts) in Direct Current (DC).

Such rapid charging operation therefore requires a relatively high electrical infrastructure of the power supply grid, since a charging power of, for example, 100kW corresponds approximately to the electrical power of a residential building with 65 housing units (see DIN 18015-1). This means that: in order to charge ten motor vehicles in parallel, for example, the connection power of the power supply grid must be increased by a factor of 1000% (1100 kW), for example. Such power peaks can be expected in particular during the evening after the motor vehicle user has returned home, for example, from work. In many cities and populated areas, the current infrastructure of the power supply grid is not designed to meet such power demands, whereby it is not possible to charge a plurality of motor vehicles in parallel in a rapid charging operation. Thereby adversely affecting the development of motorization.

In addition, the following problems are particularly present in urban living areas: there are usually only a limited number of parking spaces for the inhabitants to dominate. In this case, the large-space-occupied charging piles further limit the limited parking space and the surrounding sidewalks, so that these charging piles cannot be erected everywhere. In this case, charging stations or charging posts with rapid charging operation are desired, in particular also in parking buildings and service areas, wherein the limited parking space and the large, in particular constantly changing number of motor vehicles to be charged make it difficult to use typical charging posts on public power grids.

Disclosure of Invention

The invention is based on the task of: a charging infrastructure is described which is particularly suitable for charging at least one electrically driven or drivable motor vehicle. In particular, a cost-effective charging infrastructure should be provided which also enables rapid charging operation of a plurality of motor vehicles connected in parallel.

This object is achieved according to the invention. Advantageous embodiments and further developments are the subject matter of the dependent claims.

The charging infrastructure according to the invention is provided and suitable and configured for charging at least one electrically driven or electrically drivable motor vehicle, for example an electric vehicle or a hybrid vehicle. A charging infrastructure is to be understood here and in the following in particular as an electrical infrastructure or an energy distribution network for transmitting and distributing electrical power or electrical energy or electrical power.

According to the invention, the charging infrastructure has at least one charging complex with a plurality of charging posts or stations as charging points for the motor vehicle. In this case, the charging posts of the charging complex are coupled or connected to one another by means of an island network. In this case, an island network is to be understood as meaning in particular the own and independent or self-sufficient voltage network of the charging complex, which is designed essentially independently of a public or external supply network.

The charging composite or its island network is or can be coupled to an external power supply network, for example a public low-voltage network, and/or to a local energy generator (energy supplier), such as a photovoltaic or wind power plant, in particular. The conjunction "and/or" is to be understood here and in the following such that the features associated by means of the conjunction can be configured not only jointly but also as alternatives to one another.

The charging composite also has at least one electrochemical cell accumulator as an electrically supplementary or auxiliary accumulator or as a buffer accumulator.

Thereby, a charging infrastructure is achieved which is particularly suitable for charging at least one electrically driven or electrically drivable motor vehicle. In particular, a charging infrastructure with rapid charging operation can thus be realized, since the charging poles of the charging complex are connected to a dc voltage island network which is buffered by at least one battery energy store.

The or each motor vehicle is expediently charged by means of a DC charging process using the assigned charging post, in order to ensure the lowest possible charging losses. An island network is therefore to be understood in the following as a direct-current voltage island network, i.e. an island network which is operated with direct current voltage (DC). This means that: the charging composite of the charging infrastructure according to the invention is embodied as a separate, buffer-supporting DC fast-charging composite for at least one motor vehicle.

Since the charging complex is substantially independent of the external power supply system, the latter is not substantially loaded during the charging or rapid charging of the motor vehicle. In this case, the charging complex is stabilized by the battery accumulator during such rapid charging. This makes it possible to use the charging infrastructure in almost all parking spaces, in particular in almost all parking spaces of urban living quarters. The possibility is thus achieved in particular for the rapid charging of motor vehicles in regions of densely populated areas, apartment buildings, populated areas with limited parking possibilities, parking buildings, supermarket parking spaces, rest stops and warehouses.

Preferably, the charging complex is implemented intelligently, which means that: the charging complex has, for example, a controller for controlling and/or regulating the coupling to the power supply grid. In this case, it is possible, for example: the network operator of the power supply network can control and/or regulate the charging infrastructure or the charging complex. It is thereby possible to: the grid operator limits or reduces the power consumption of the charging complex when the load factor of the power supply grid is high. The charging complex of the charging infrastructure thus prevents an overload of the power supply network in its entirety.

Suitably, in this case it is possible to: the charging process is prioritized in order to thus control and/or regulate the load factor of the entire charging infrastructure and of the power supply grid. Such a control and/or regulation is effected, for example, as a function of a desired departure time of the motor vehicle, a desired battery charge (state of charge) of the motor vehicle, a corresponding charging power of the motor vehicle, whether the motor vehicle has a bidirectional charging capability, a current (actual) state of charge of the battery of the vehicle, a (remaining) capacity of the charging complex, a load factor of the power supply grid, and a power of the connected local energy generator. Thus, the motor vehicle can be charged on time and at a point according to one or more of the above-mentioned parameters without overloading the power supply system. Parallel (fast) charging of a plurality of motor vehicles can also be achieved simultaneously, without requiring a change to the external power supply network.

The charging complex, in particular with regard to the charging of the motor vehicle, makes available a local dc voltage island network of its own, which preferably has an interface to the public power supply system. In order to reduce the cable length of charging cable, preferably set up one respectively to two adjacent parking stalls and fill electric pile. In this case, the charging complex can also be connected to a decentralized energy generator, such as a photovoltaic or solar installation on the roof of a department store, and/or to other local power generation devices, such as a wind power installation. As a result, energy can be fed into the battery pack or the buffer store independently of the power supply system. In particular when coupled to a photovoltaic installation, direct feed-in without an intermediate voltage converter is also conceivable, for example, so that the energy losses are minimized.

In addition to the dc voltage island network, the charging composite has, for example, a cooling or heating circuit for temperature control or heat energy transfer/dissipation to the charging post, which cooling or heating circuit is connected, for example, to a heat exchanger and/or to a district heating network. Therefore, the temperature of the charging pile can be regulated in a targeted manner in the charging process, and higher charging power can be realized.

Thus, with the use of the charging infrastructure according to the invention, only local earth work in the region of the charging complex is required. In particular, no changes in the existing power supply network are required.

The charging infrastructure according to the invention also makes it possible to achieve what is known as Peak-Shaving (Peak-Shaving) with respect to power peaks occurring when charging a motor vehicle. It is for example possible: the charging complex absorbs energy from the power supply grid during the daytime and stores the energy in the battery energy storage device, so that sufficient charging power is available for charging a plurality of motor vehicles during the night.

In an advantageous embodiment, at least one battery energy store of the charging complex can be replaced and/or expanded in a modular manner. In other words, the battery energy storage can be replaced. To expand the battery energy store, it is possible, for example, for: the other battery energy storage is arranged in stack with the first battery energy storage. The charging infrastructure according to the invention can thus be expanded particularly easily and flexibly and can therefore be adapted optimally and cost-effectively to the respectively required energy requirement.

The at least one battery energy store is embodied, for example, as a mobile battery pack or battery pack module having a plurality of integrated battery modules or battery cells. In this case, the battery energy store has, for example, conventional power supply lines connected to the power supply network and is arranged or can be arranged essentially anywhere in the charging complex.

Therefore, the battery pack or the buffer capacity of the charging composite can be flexibly adjusted. For example, battery accumulators are expanded if there is an increased demand for charging complexes, for example temporarily or permanently. This means that: for example, in areas of the power supply grid where the AC connection power is low, more battery energy storage devices are integrated into the charging complex than in areas where the connection power is higher. The charging composite can thus be adapted flexibly to the respective power supply network.

The modular battery energy store is preferably designed to be as compact as possible and can therefore be stored, for example, in a decentralized manner and be formed on the charging assembly in a location that is accessible for the truck. In this case, for example, it is conceivable that: the or each battery energy store is submerged in the ground, i.e. inserted into a receptacle in the ground. Thus, the construction space for e.g. existing walkways and the like is not disadvantageously limited. Thus, the battery energy storage is also arranged visually invisible and protected from external influences such as vandalism.

When replacing or replacing the battery energy storage, it is possible to: only the battery energy storage involved is replaced. It is possible in particular that: empty or depleted, i.e. discharged, battery energy storage is replaced by, for example, discretely charged battery energy storage. In this case it is possible to: the battery energy storage can be replaced during a charging or rapid charging process of the motor vehicle at one of the charging posts without the need to pull or release the charging cable from the motor vehicle.

In a preferred embodiment, the or each charging post of the charging posts of the charging complex has a charging capacity which is lower than the capacity of the motor vehicle or its vehicle battery to be charged. Such motor vehicles have a capacity of approximately 30kWh (kilowatt-hour), for example. However, in this case, the charging composite as a whole has a sufficiently high charging capacity for rapid charging operation. This makes it possible to achieve a rapid charging operation by means of the charging composite and at the same time use a charging post that is as inexpensive and simple as possible and has a compact installation space.

The higher total capacity of the charging composite is achieved by a separate and buffered island network. It is possible in this way that: the motor vehicle receives energy, for example, from one or more battery energy stores, which are arranged remote from a charging post that feeds the motor vehicle. This means that: the charging complex serves as a total system for supplying power to the motor vehicle.

In this case, conceivable in terms of control of the charging complex are: the motor vehicle to be charged is registered at the charging post. This registration is performed, for example, when arriving at the charging post. Alternatively, it is also conceivable, for example, to reserve and/or check in a procedure (Einchecken) beforehand. It is also possible that: and providing a self-learning charging pile which is correspondingly trained according to a learning algorithm.

After registration, a desired departure time is specified, and the charging period is determined therefrom. Next, the most efficient charging and/or discharging is determined taking into account the remaining capacity of the charging complex. In this case, it is also possible: the vehicle is assigned a (charging) priority, wherein the priority can be changed relative to the other connected vehicles, so that, for example, a plurality of vehicles can be charged successively using a rapid charging operation. In this way, the time limit for replacement or replacement of the or each battery pack energy storage device can be reliably and easily specified. Power peaks in the island network are therefore also avoided or at least reduced when charging a plurality of motor vehicles. Furthermore, the blocked charging position, which is due to the vehicle standing still after charging, does not adversely affect the charging of the remaining vehicles.

In a preferred embodiment, at least one battery energy store is integrated or can be integrated into the charging post or each charging post. In other words, the charging post is or can be equipped with a plurality of battery energy storages. This means that: the charging post can be expanded and/or expanded in a modular manner with respect to the battery energy store. Therefore, the charging capacity of the charging pile or the charging composite can be particularly improved. This results in a space-saving and visually inconspicuous arrangement of the battery energy stores, which are also easily accessible with regard to service operations such as maintenance, repair, replacement or expansion.

In one conceivable embodiment, the or each charging post is equipped with a light module for generating ambient lighting. In other words, the charging post of the charging complex can be equipped with a light module for street lighting. Thus, for example, it is possible to: the charging post is used in addition to or in lieu of existing street lighting. The charging post is thus particularly well adapted to existing street views. Furthermore, the operation of the charging post in poor or dim lighting conditions is significantly improved.

An additional or further aspect of the invention provides for: the charging posts of the charging complex are configured as Master-Slave systems (Master-Slave-systems). This means that: in the charging complex, a master charging post and at least one slave charging post coupled thereto in a signaling manner and in particular electrically connected in parallel are provided. In this way, a particularly suitable charging composite is achieved with regard to control and/or regulation. Therefore, access to the charging power or the total capacity of the charging complex or the island network can be managed in a hierarchical manner through the master charging pile and the slave charging piles.

In this case, the master charging post and the at least one slave charging post are coupled in a signaling manner, for example by means of a bus line or a signal line, so that a communication connection is made between the charging posts. In this case, the slave charging post can be implemented at a relatively low cost, so that a plurality of slave charging posts can be installed on a large scale. Thus, for example, for residents in densely populated areas, after charging their motor vehicles, there is no need to free up their parking space to enable other vehicle users to be charged. This provides a charging infrastructure with high user comfort.

In one suitable embodiment, the main charging post has a first voltage converter as an interface between the island network and the power supply grid. In this case, the AC/DC converter is provided in particular as an interface between a DC voltage island network and an AC voltage supply network. The master charging post also has a controller as a central control unit (central computer) of the assigned charging complexes. This means that: the main charging pile realizes an electrical interface between the charging complex and a power supply grid. Preferably, in this case, the main charging post is equipped with a bidirectional power transmission device, so that the charging complex can absorb energy from the power supply grid or output energy to the power supply grid as required.

The secondary charging post is particularly cost-effective to implement compared to the main charging post and essentially has only the devices required for charging, such as charging cables and meters and displays. In this way, the slave charging post can be implemented in a particularly compact manner, and can thus be integrated in existing parking spaces in a simple manner. Furthermore, the slave charging post is therefore particularly simple to adapt to existing street views. In one conceivable embodiment, the slave charging post has an integrated second voltage converter, in particular a DC/DC converter, for adjusting the charging current for the motor vehicle. Thereby, a flexible and reliable charging of the motor vehicle is ensured.

In one suitable embodiment, the island network has an operating voltage of more than 300V (volts), in particular more than 320V, preferably between 400V and 1000V. In this case, the operating voltage is in particular a direct voltage, which means that: the island network is implemented as a high voltage direct current grid (HV DC grid). In this case, the lines of the island system are constructed, for example, as single-core or multi-core lines. In this case, the lines of the island system have a particularly small line cross section due to the high dc voltage, as a result of which the costs of the island system and thus of the charging infrastructure are advantageously reduced. In addition, such high voltages enable particularly low power losses in the case of the first and second voltage converters, so that the energy efficiency of the charging complex is improved.

In a preferred embodiment, the charging infrastructure has at least two coupled charging complexes. In this case, the charging complexes are coupled or connected to one another via extension points or extension nodes, so that a common island network is formed between these charging complexes. This means that: the charging infrastructure can be expanded modularly via an expansion point with an additional charging complex. In this way, for example, it is possible in a simple manner to modularly spread or expand the charging infrastructure to adjacent streets of a residential area or to adjacent parking decks in a parking building.

In this way, a particularly large-scale rapid charging network for a motor vehicle can be realized in a simple and cost-effective manner. Furthermore, since the load distribution extends over a large area, the efficiency of the charging infrastructure is improved by coupling a plurality of charging complexes. Furthermore, the overall capacity is increased by the common island network for each coupled charging complex, so that the individual charging posts of the charging complex can be implemented more simply and more cost-effectively as the size or scale of the charging infrastructure increases. Thereby, a particularly suitable and flexible scaling of the charging infrastructure can be achieved.

Thus, a combination of a plurality of master-slave systems of the charging complex is achieved in particular. The power supply grid is thus not only coupled to the charging infrastructure point by point, but also at different locations. Thus, an improved load distribution in the power supply grid is achieved.

Drawings

Subsequently, embodiments of the invention are further elucidated on the basis of the drawing. In which, in a simplified and schematic illustration:

fig. 1 shows a street with a charging infrastructure in a first embodiment in a top view in sections;

fig. 2 shows a charging infrastructure in a second embodiment, with two charging complexes and two battery energy storages;

fig. 3 shows a charging infrastructure in a third embodiment with two charging complexes, two battery energy stores and one heat exchanger;

fig. 4 to 6 show a charging infrastructure in a fourth embodiment in different expansion phases;

fig. 7 shows a charging infrastructure in a fifth embodiment with one master charging post and three coupled slave charging posts; and

fig. 8 to 10 show the charging infrastructure in a sixth embodiment in different expansion phases.

Parts and parameters corresponding to each other are provided with the same reference numerals throughout the figures.

Detailed Description

In fig. 1, a street 2 with parking places 4 is shown in segments, wherein the parking places have twenty-five (25) lateral parking spaces 4a along the street side and fourteen (14) longitudinal parking spaces 4b along the opposite street side, which are provided with reference numerals merely by way of example.

A charging infrastructure 6 is provided in the parking lot 4 for charging a parked vehicle 8. The motor vehicle 8 is in particular an electrically driven or electrically drivable motor vehicle, for example an electric vehicle or a hybrid vehicle. In fig. 1, eleven (11) motor vehicles 8 are illustrated by way of example, wherein these motor vehicles 8 are provided with reference numerals by way of example only.

The charging infrastructure 6 has a charging complex 10 with two battery energy stores 12 and eighteen (18) charging posts 14, which are each positioned in such a way that two

adjacent parking spaces

4a, 4b can be supplied with power by one charging post 14. The charging poles 14 and the battery energy storages 12 of the charging assembly 10 are electrically coupled to one another by means of an island network 16. In this case, the island network 16 is designed as a dc network, in particular as a high-voltage dc network, which has an operating voltage of, for example, more than 300V. The island network 16 has in particular a voltage of more than 320V, preferably between 400V and 1000V. In this case, the lines of the island system 16 are constructed, for example, as single-core or multi-core lines.

The charging posts 14 are connected to the island network 16 electrically in parallel with each other. In other words, the charging composite 10 has a parallel circuit of a plurality of charging posts 14.

In this case, the island network 16 is the own and independent or self-sufficient voltage network of the charging complex 10. The charging complex 10 or island network 16 is coupled to an external power supply network 18 (fig. 4), for example an AC network, in particular to a common 230V AC low voltage network. In this embodiment, one of the battery energy stores 12 is designed as an interface between the charging complex 10 and the power supply grid 18. In this case, the battery energy store 12 has a connection cable 20 as an electrical supply line for electrical connection to the charging assembly 10 and to the power supply network 18.

In particular, the electrochemical cell battery energy store 12 is connected as an electrically additional or auxiliary energy store or as a buffer energy store into the charging assembly 10. Preferably, the battery energy store 12 of the charging complex 10 is embodied in such a way that it can be replaced and/or expanded in a modular manner. In the exemplary embodiment shown, the battery energy store 12 is designed as battery pack modules, each of which has a plurality of battery modules 22 coupled or wired to one another. In this case, the battery energy store 12, which is designed as an interface between the charging complex 10 and the power supply system 18, has, for example, six battery modules 22, while the other battery energy store 12 has two battery modules 22.

The charging posts 14 of the charging assembly 10 have a charging capacity which is lower than the capacity of the respective motor vehicle 8 or its vehicle battery to be charged. However, the charging composite 10 as a whole has a sufficiently high charging capacity for charging the motor vehicle 8, including also for rapidly charging the motor vehicle 8. The higher total capacity of the charging composite 10 is achieved by the independent and buffered island network 16. It is possible in this way that: during (rapid) charging, the motor vehicle 8 receives energy, for example, from one or more battery energy stores 12, which are arranged remotely from a charging post 14 that feeds the motor vehicle 8. This means that: the charging complex 10 serves as a total system for charging the motor vehicle 8.

In fig. 2, a charging infrastructure 6 is shown, wherein two charging

complexes

10a, 10b are coupled via an expansion point 24. In this case, the charging

composites

10a and 10b are coupled or connected to one another by means of the expansion points 24, so that the associated

island networks

16a and 16b of these charging composites form a common island network. Fig. 2 shows a schematic representation of a charging complex 10a with two battery energy stores 12 and ten charging posts 14, which are connected or connectable to a power supply network 18. In this case, the charging complex 10b is shown in sections with only two charging posts 14.

The charging infrastructure 6 shown in fig. 3 has two charging

composites

10a, 10b coupled via an expansion point 24, wherein the charging

composites

10a, 10b have at least in part a heating/cooling circuit 26 for tempering the charging post 14. In this case, the cycle 26 is coupled to a heat exchanger 28 or to a district heating grid. In this way, a targeted temperature control of the charging post 14 during the charging process can be achieved, as a result of which a higher charging power can be achieved. In this case, the battery energy storage 12 of the charging complex 10a is not connected to the power supply grid 18.

In fig. 4 to 6, a number of expansion phases of the charging infrastructure 6 in the process of establishing a large scale HV-DC fast charging grid are shown. In this case, fig. 4 to 6 each show a city map of the urban populated area in a schematic and simplified illustration.

In a first expansion phase of the charging infrastructure 6 shown in fig. 4, three

separate charging complexes

10a, 10b and 10c are provided in the populated area. In this case, each charging complex 10a, 10b, 10c has a battery energy store 12. In this case, the battery energy store 12 of the charging complex 10a is connected to a public power supply network 18.

In the second expansion phase shown in fig. 5, three further charging

complexes

10d, 10e, 10f are installed in the residential area. In this case, the charging complex 10c is implemented further along the street, branching off, the charging

complexes

10a and 10d being coupled by means of the expansion point 24.

Fig. 6 shows a third, substantially fully expanded phase of the charging infrastructure 6, in which the charging complexes 10a to 10f are connected via further charging complexes not further designated to form a largely common island network 16. In this case, the charging complex 10f is connected to a decentralized energy generator 30 in the form of a wind power plant.

An alternative embodiment of the charging composite 10 is shown in fig. 7. In this embodiment, the battery energy storage 12 or the battery module 22 is integrated into the charging post 14. In other words, charging post 14 is or can be equipped with a plurality of battery energy storages 12. In this case, the charging posts 14 of the charging complex 10 are embodied as a master-slave system having a master charging post 32 and three slave charging posts 34 coupled thereto in a signaling manner and in particular electrically connected in parallel.

In this case, the master charging post 32 and the slave charging post 34 are coupled in a signaling manner, for example by means of a bus line or a signal line, not shown in more detail, so that a communication connection is made between the charging posts 14.

The main charging post 32 has a voltage converter 36 as an interface between the island network 16 and the power supply network 18, which can be coupled to the power supply network by means of the connecting cable 20. In this case, the voltage converter 36 is implemented as an AC/DC converter. The two battery modules 22 are integrated as battery energy stores 12 into a main charging post 32. The main charging post 32 also has a controller 38 as a central control unit (central computer) of the charging complex 10.

The intelligent charging complex is formed by the controller 38 of the master charging post 32. In this case, the operation of the charging complex 10 or of the charging post 14 is controlled and/or regulated by means of the controller 38. In this case, it is possible, for example: the grid operator of the power supply grid 18 controls and/or regulates the charging infrastructure 6 or the charging complex 10 with regard to its power consumption.

The slave charging post 34 is particularly cost-effective to implement compared to the master charging post 32. In the exemplary embodiment shown, three battery modules 22 are integrated as battery energy stores 12 into one slave charging post 34, and two battery modules 22 are integrated as battery energy stores 12 into another slave charging post 34, wherein one of the slave charging posts 34 does not have an integrated battery energy store 12. The slave charging post 34 is equipped, for example, with an integrated voltage converter 40, in particular a DC/DC converter, for adjusting the charging current for the motor vehicle 8.

Similar to the illustrations of fig. 4 to 6, in fig. 8 to 10, a plurality of expansion phases of the charging infrastructure 6 are shown for the charging infrastructure 6 with a plurality of master-slave systems of the charging complexes 10a to 10 f.

The invention as claimed is not limited to the embodiments described above. Rather, other variants of the invention can also be derived from the person skilled in the art within the framework of the claims disclosed, without departing from the subject matter of the invention claimed. Furthermore, all individual features described in connection with these different embodiments can in particular also be combined in other ways within the framework of the disclosed claims without departing from the subject matter of the claimed invention.

Thus, for example, it is conceivable that: one or more charging posts 14 of the charging complex 10 are equipped with light modules for generating ambient lighting.

List of reference numerals

2 street

4 parking lot

4a horizontal parking space

4b longitudinal parking space

6 charging infrastructure

8 Motor vehicle

10. 10a-10f charged composite

14 stake of charging

16. 16a-16f island net

18 power supply network

20 connecting cable

22 battery module

24 expansion point

26 circulation

28 heat exchanger

30 energy generator

32 main charging pile

34 slave charging pile

36 voltage converter

38 controller

40 voltage converter

Claims

1. A charging infrastructure (6) for charging at least one electrically driven or drivable motor vehicle (8) having at least one charging complex (10, 10a, 10b, 10c, 10d, 10e, 10 f) with a plurality of charging posts (14) as charging points,

-wherein the charging piles (14) are coupled to each other by means of an island network (16, 16a, 16b, 16c, 16d, 16e, 16 f),

-wherein the island network (16, 16a, 16b, 16c, 16d, 16e, 16 f) is coupled or coupleable to an external power supply grid (18) and/or an energy generator (30), and further wherein

-wherein the charging complex (10, 10a, 10b, 10c, 10d, 10e, 10 f) has at least one battery energy storage (12) as an electrically buffered energy storage.

2. Charging infrastructure (6) according to claim 1,

it is characterized in that the preparation method is characterized in that,

at least one battery energy store (12) of the charging assembly (10, 10a, 10b, 10c, 10d, 10e, 10 f) can be replaced and/or expanded in a modular manner.

3. Charging infrastructure (6) according to claim 1 or 2,

it is characterized in that the preparation method is characterized in that,

the or each charging post (14) has a charging capacity which is lower than the charging capacity of the motor vehicle (8) to be charged.

4. Charging infrastructure (6) according to any of claims 1 to 3,

it is characterized in that the preparation method is characterized in that,

at least one battery energy storage (12) is integrated or can be integrated into the or each charging post (14).

5. Charging infrastructure (6) according to any of claims 1 to 4,

it is characterized in that the preparation method is characterized in that,

the or each charging post (14) is equipped with a light module for generating ambient lighting.

6. Charging infrastructure (6) according to any of claims 1 to 5,

it is characterized in that the preparation method is characterized in that,

the charging posts (14) of the charging complexes (10, 10a, 10b, 10c, 10d, 10e, 10 f) are embodied as a master charging post (32) and at least one slave charging post (34) which is coupled thereto in a signaling manner.

7. Charging infrastructure (6) according to claim 6,

it is characterized in that the preparation method is characterized in that,

the main charging pile (32) is provided with: a first voltage converter (36) as an interface between the island network (16, 16a, 16b, 16c, 16d, 16e, 16 f) and the power supply network (18); and a controller (38) as a central control unit for the assigned charging complexes (10, 10a, 10b, 10c, 10d, 10e, 10 f).

8. Charging infrastructure (6) according to claim 6 or 7,

it is characterized in that the preparation method is characterized in that,

the slave charging post (34) has an integrated second voltage converter (40) for adjusting the charging current for the motor vehicle (8).

9. Charging infrastructure (6) according to any of claims 1 to 8,

it is characterized in that the preparation method is characterized in that,

the island network (16, 16a, 16b, 16c, 16d, 16e, 16 f) has an operating voltage of more than 300V.

10. Charging infrastructure (6) according to any of claims 1 to 9,

it is characterized in that the preparation method is characterized in that,

at least two charging complexes (10, 10a, 10b, 10c, 10d, 10e, 10 f) are coupled to one another via expansion points (24) such that a common island network (16) is formed.