DE102020216555A1 - Charging station for charging electric vehicles with an electrical charging capacity of more than 100 kW - Google Patents

Abstract

The invention relates to a charging station (1) for charging electric vehicles (2), in particular for charging road-bound electric vehicles (2) with an electrical charging capacity of more than 100 kW, having a connection unit (3) for connecting the charging station (1) to an electrical Supply infrastructure (6) and for supplying the charging station (1) with electricity; a flywheel mass storage unit (4) for storing energy drawn from the supply infrastructure (6) in the form of electrical current by means of the connection unit (3); a coupling unit (5) for temporarily electrically coupling the electric vehicle (2) to the flywheel mass storage unit (4), which is designed to transmit electrical power of more than 100 kW to the electric vehicle (2) by means of a charging DC voltage; wherein the flywheel mass storage unit (4) is designed to store energy in the amount of a predetermined amount of energy, which is greater than 5 kWh; and to provide the stored energy to the coupling unit (5) and thus to the electric vehicle (2) with an electrical output of a predetermined amount of output, which is greater than 100 kW; wherein the ratio of the amount of energy to the amount of power is not more than 0.25h in order to provide a charging station (1) for charging electric vehicles (2) with an electrical charging capacity of more than 100 kW, which has low requirements for a supply infrastructure ( 6) and is as little error-prone as possible.

Description

More and more electric vehicles, ie vehicles that have an electric drive motor and a corresponding store for electrical energy to supply the drive motor, offer the possibility of being charged with more than 100 kW, currently up to 300 kW. Such charging is also referred to as rapid charging, ultra-rapid charging or high-performance charging, since it enables energy for a range of around 100 km to be recharged during a coffee break lasting a few minutes. With such a high-performance charger, energy for the driving performance of a whole week or a longer journey can already be "tanked up" in the energy storage device of the electric vehicle during a 25-minute shopping trip in a supermarket.

This high-performance charging enables vehicle owners to conveniently get started with electromobility even if they do not have their own charging point. At the same time, attractive business areas are emerging for retailers, restaurants, and conventional gas stations, since large margins of 50 to 500% can be achieved with high-performance charging at the usual prices for the energy stored in the vehicle.

A major problem when setting up a high-performance charging infrastructure is the connection to the electrical power supply network available at the respective installation site of a charging station. In some cases, the technical specifications for laid cables are difficult to obtain here, i.e. with a considerable amount of time, so that it is unknown whether the corresponding network sections can reliably supply charging stations with a planned number or capacity. The large jumps in load that are to be expected at unforeseeable times resulting from high-performance charging can also destabilize the respective network section. This means that before a charging station can be installed, a complex test of the local electrical supply infrastructure, generally the public supply network, is always required. It may be necessary to expand the supply network for the local expansion of the high-performance charging infrastructure, which is associated with very high costs and a long planning lead time. Since there are almost 1000 local distribution network operators in Germany alone, it is not possible to set up such a high-performance charging infrastructure across individual regions using a standardized process.

What is needed are solutions that enable high-performance charging at as many locations as possible, which can be chosen as arbitrarily as possible, with as little installation effort as possible.

Accordingly, different providers have developed charging stations that use their own energy storage to buffer the grid connection and thus enable a higher charging power on the vehicle itself than the power available at the grid connection point.

For example, Volkswagen, in cooperation with EON 2020 A.D., offers a charging station called "Eon Drive Booster", which has a capacity of 193.5 kW hours and provides a charging power of 150 kW. Since a lithium-ion battery is used here to store energy, the battery life limits the charging processes to a single-digit number per day. In addition, hundreds or even thousands of small storage cells are interconnected in the energy store to form a complex overall system. The large number of components increases the susceptibility to errors.

the EP 2 647 522 B1 accordingly discloses a charging station with an energy storage device that is resistant to load changes, such as a flywheel storage device, which is suitable for parallel rapid charging of a plurality of mobile storage devices. The load change-resistant energy stores are dimensioned in such a way that they can deliver the power required for quick charging, which depends on the number of (quick) charging points, over a longer period of time, for example over one or more hours, before the respective energy stores are discharged are.

the EP 3 532 337 B1 in turn discloses a charging station with a plurality of flywheel-based electrical storage units, each designed with a capacity of 3 kW hours and an output of 15 kW. The efficiency of the charging station is increased by controlling a discharging process in such a way that as many of the flywheel-based storage units as possible remain fully charged in percentage terms. The advantage achieved is due to the flywheel mass storage technology, in which the efficiency of the system is not linearly dependent on the percentage state of charge. There, too, many components are required due to the technology, which increases the complexity of the system and thus the susceptibility to errors.

The present invention is therefore based on the object of providing a charging station for charging electric vehicles with an electrical charging capacity of more than 100 kW, which places low demands on a supply infrastructure and is as little prone to errors as possible.

This object is solved by the subject matter of the independent patent claims. Advantageous embodiments result from the dependent patent claims, the description and the figure.

One aspect relates to a charging station for charging electric vehicles with an electrical charging capacity of more than 100 kW. The electric vehicles include land-bound, in particular rail-bound and/or road-bound, and/or water-bound and/or air-bound electric vehicles. In a particularly advantageous manner, the charging station is designed for charging road-bound electric vehicles for passenger and/or freight transport, such as for charging passenger cars and/or trucks and/or buses and/or other commercial vehicles, for example excavators and the like, with an electrical charging capacity of more than 100 kW. Alternatively or additionally, the charging station for charging rail-based and/or water-based and/or air-based electric vehicles for passenger and/or freight transport, such as locomotives, in particular shunting locomotives, ships, in particular ferries, and/or aircraft, in particular air taxis, with an electrical charging capacity of more than one megawatt. Upper limits for the electrical charging power can also be provided, for example 300 kW for road-bound electric vehicles and 10 MW for rail-bound, water-bound or air-bound electric vehicles. The upper limits can be predefined as a function of the type of connection to the electric vehicle.

The charging station has a connection unit for connecting the charging station to an electrical supply infrastructure and thus for supplying the charging station with electricity. The connection unit can be designed for manual and/or automated connection, in each case in particular by means of a correspondingly available plug or pantograph. The supply infrastructure can be a public and/or regional and/or global supply network and/or a local supply network. A local supply network can be, for example, a local supply network supplied by regenerative energy source(s) and in particular independently of a public and/or regional and/or global supply network. If the supply infrastructure includes a public and/or regional and/or global supply network, the connection unit can include an AC/DC converter. If the supply infrastructure includes or is a local supply network, in particular a local DC voltage supply network supplied with renewable energy(s), a DC/DC converter can also be part of the connection unit as an alternative or in addition. The respective converter is then designed to provide a DC supply voltage for the charging station. The term supply infrastructure or the supply network explicitly also includes individual supply sources that are not electrically connected to any other consumers apart from the connection unit.

Furthermore, the charging station also has a flywheel mass storage unit for storing energy drawn from the supply structure in the form of electrical current by means of the connection unit. The flywheel mass storage unit has at least one flywheel mass storage unit with a respective rotating flywheel mass element, which belongs to the rotor of an electric machine of the flywheel mass storage unit, d. H. comprises the rotor, is part of the rotor or is the rotor. The flywheel element and thus the rotor of the flywheel storage device are located in a vacuum area of the flywheel storage device, which is evacuated when the flywheel storage device is in operation. The stator belonging to the rotor can accordingly also be arranged in the vacuum area or adjoin it, for example by being part of the housing for the vacuum area. This enables particularly high performance from the flywheel mass accumulator, since only electrical power has to be dissipated from the vacuum area, but not kinetic power. In contrast to the magnetic couplings, which are typically used in the prior art to bridge the vacuum limit, a simple vacuum-tight electrical contact that is freely scalable with regard to the electrical power that can be transmitted can therefore be used. The flywheel mass storage unit preferably has a common housing in which the at least one flywheel mass storage, in particular all flywheel mass storages of the flywheel mass storage unit, are arranged.

In particular, the flywheel mass storage unit can be designed to provide a peak output that exceeds the connected load that can be called up from the supply infrastructure via the connection unit. The peak power that can be generated by the flywheel mass storage unit can in particular be at least 1.5 times, preferably at least twice and particularly preferably at least 4 times the connected power that can be called up from the supply infrastructure via the connection unit. The flywheel mass storage unit can be designed for the peak power that can be called up from the supply infrastructure via the connection unit at most for the period of time corresponding to the ratio of energy amount to power amount, or at most 15 minutes, preferably at most 10 minutes, particularly preferably at most 5 minutes. This is particularly advantageous when charging several electric vehicles in parallel, in which case the resulting output results from the superimposition of the charging curves of the individual vehicles.

The charging station also has a coupling unit for temporarily electrically coupling the electric vehicle to the flywheel mass storage unit, which is designed to transmit electrical power of more than 100 kW from the flywheel mass storage unit to the electric vehicle by means of a charging DC voltage. The coupling unit can have a plug (or a plug socket) and/or a pantograph or a pantograph socket.

The flywheel mass storage unit is designed to store energy in the amount of a predetermined amount of energy, which is greater than 5 kWh. In particular, the specified amount of energy can also be greater than 10 kWh or greater than 15 kWh. For this purpose, the flywheel storage unit has at least one of the flywheel storage devices described in more detail below. The flywheel mass storage unit is also designed to provide the stored energy for charging the coupling unit and thus the electric vehicle for charging with electrical power of a predetermined amount, which is greater than 100 kW.

If the charging station is designed for charging rail-bound, water-bound, or air-bound electric vehicles, the specified amount of power can be greater than 500 kW, in particular greater than one megawatt. This can also apply to road vehicles with a permissible total weight of more than 3.5 tons, such as buses, trucks, construction site vehicles, mining vehicles and the like. The amount of energy and the amount of power determine the design of the flywheel mass storage unit in such a way that the corresponding amounts are reached in a permissible, in particular safe, continuous operating state of the flywheel mass storage unit. The ratio of the amount of energy to the amount of power is no more than 0.25 hours, i.e. no more than 15 minutes, so that the flywheel mass storage unit is technically suitable by delivering the electrical power of the specified amount of power to the electric vehicle in a maximum of 0.25 hours (equal to 15 minutes) to be completely discharged, i.e. it can be completely emptied in a maximum of 15 minutes during a normal charging process.

The invention is based on the finding that a large part of the problems of existing approaches are based on the premise that the respective vehicle to be charged must always be able to be fully charged by the charging station. However, due to the charging time of the respective buffer memory, which corresponds to the flywheel mass storage unit of the invention, from which recharging is now taking place, this only makes sense if a large mains connection is available or only a few charging processes are carried out per day. Accordingly, the ratio of amount of energy to amount of power for the proposed charging station is chosen to be small, so that the energy held or buffered in the flywheel mass storage unit is typically far below the capacity of the energy storage device of the electric vehicle to be charged or charged. In fact, even in the case of high-performance charging electric vehicles that can be charged with an electrical charging capacity of more than 100 kW, the corresponding maximum values are only in a small part, i.e. during a fraction of a total charging process, in which the electrical energy storage from 0 to 100% is loaded.

For example, the Tesla Model 3 Long Range from 2020 only achieves a charging capacity of between 150 and 200 kW under exemplary conditions when the charge level is between 0 and 50%. From a charging access of 40%, the possible charging power and thus the charging speed decrease linearly with the state of charge, so that with a state of charge of the battery of 90%, a charging power of less than 30 kW is achieved. Accordingly, in the 2020 model year, under certain conditions, the Porsche Taycan only achieves the advertised charging capacity of 250 kW when the battery state of charge is between 0 and 25%. In the range from 35% to just under 70% state of charge, a charging capacity of around 150 kW is consistently possible. At higher states of charge, significantly lower charging capacities are also achieved here, at 90%, for example, 50 kW. Such exemplary measurements are publicly available on the Internet.

The charging station described is thus optimized to carry out the (high-performance) charging only for an amount of energy or a period of time in which such a high-performance charging is at all sensible and possible. The invention is thus based on the knowledge that effectively in vehicles only a small amount of energy in relation to the total capacity of the respective vehicle energy store can be charged with high power, but then the charging power decreases and the loading process takes a long time. It is therefore the most time-effective (and economical) for the charging station and user to charge an already significantly discharged battery, for example with a charge level of 20%, to a medium charge level, for example 50 or 60%.

The reduction to this limited use scenario accordingly enables a significantly simpler design of the charging station, in which the flywheel mass storage unit is then correspondingly charged and discharged with a high frequency in relation to the usual approaches. However, since the flywheel mass storage unit is an energy storage device that is resistant to load changes and has a service life of 20 years or more, this is not a problem. The structure described is also advantageous in that the flywheel mass storage unit already includes an AC/DC converter due to the technology, with which the desired charging voltages can also be generated, so that an additional, separate DC/DC converter between the energy storage device and the electric vehicle is technically not necessary is required, which further reduces the complexity of the overall system.

In an advantageous embodiment it is provided that the specified amount of energy is specified in such a way that it is more than 2% and/or less than 75%, in particular less than 50%, in particular between 5% and 35% or between 5% and 30%, of the values of a predetermined expected value range is an energy storage capacity of an electric energy storage device of the electric vehicle to be charged by means of the charging station or an energy storage capacity of available/installed charging stations for electric vehicles that are technologically different. The expected range of values can also only include a single value. In particular, the expected value range is or includes the range from 50 kWh to 150 kWh, in particular 50 kWh to 90 kWh.

This has the advantage that an amount of energy is buffered in the charging station, which is below the capacity of the vehicle battery to be charged, which is sufficient for time-effective charging of the electric vehicle, since, as described above, high-performance charging with more than 100 kW due to the technology of the Energy storage in the electric vehicle is limited to a small subset of the charge states of the respective electric storage and thus to short charging times. Unnecessary provision of quickly chargeable energy in the charging station is thus avoided, which reduces the complexity of the system and thus increases the error resistance as well as the efficiency of the approach.

It can be provided that for the expected value range according to a predetermined distribution of energy storage capacities of electric vehicles to be charged or can be charged using the charging station with a predetermined probability of, for example, 95%, that the energy storage capacity of the electric vehicle to be charged is in the expected value range lies. The specified distribution can be specified, for example, by official registration number statistics. The 95% given as an example thus designates a confidence for a prediction in the mathematical sense and can, for example, also be set to 90%, 98% or 99% or other known values.

Which electric vehicles, ie which types of electric vehicles, can be charged or can be charged using the charging stations can be determined, for example, by the design of the coupling unit, or else by the location of an installation. For example, an appropriately shaped plug or an appropriate control signal in the coupling unit can ensure that only electric vehicles with appropriate properties can be coupled to the charging station or charged. It can also be ruled out, for example, that a rail-bound electric vehicle is "fuelled" at a motorway service area or a road-bound electric vehicle such as a car on the track bed. The specified distribution can also be achieved by selecting a specified subset of electric vehicles, for example using the official registration number statistics, for example by selecting electric vehicles which, depending on the type, can be charged with a specified minimum output of at least 100 kW and/or electric vehicles which were built within a specified period are.

This has the advantage that the charging station, based on the knowledge that only a small proportion of the energy to be stored in the respective electric vehicle energy storage device can be transmitted with a charging capacity of more than 100 kW, is taken into account in the design of the charging station, which particularly efficient and durable.

In a further advantageous embodiment, it is provided that the flywheel mass storage unit has an inverter unit, an AC/DC converter, by means of which an electrical voltage of the current from the supply infrastructure provided as DC voltage by the connection unit can be converted into a storage operation AC voltage, and the storage operation - AC voltage into the charging DC voltage, by means of which the electrical power is transmitted to the electric vehicle. Here is ins especially in a DC line between the flywheel mass storage unit and the coupling unit and thus the electric vehicle no separate DC voltage converter (DC / DC converter) connected. In this case, no separate DC voltage converter is preferably connected overall in the charging station. A separate DC-DC converter can be understood to mean a DC-DC converter with components that are at least largely, i.e. largely or completely, designed independently of the rest of the device, the components of which are therefore used at least predominantly, i.e. predominantly or completely, exclusively by the DC-DC converter. In the case of a supply infrastructure that provides a DC voltage, for example a supply infrastructure with a photovoltaic system, the connection unit can be excluded here. In a particularly advantageous manner, the flywheel mass storage unit has only one such inverter unit, in particular when the flywheel mass storage unit has a number of flywheel mass storage units.

This has the advantage that the complexity of the charging station is further reduced, which increases efficiency and service life.

In a further advantageous embodiment it is provided that the flywheel mass storage unit has less than 6, preferably less than 3, and particularly preferably exactly one flywheel mass storage with a rotating flywheel mass element for storing energy. This is especially true if the charging station is designed for charging on-road electric vehicles. If the charging station is designed to charge waterborne, airborne, or rail-bound electric vehicles, there can be a maximum of 50 and/or at least 10 flywheel mass storage devices, with fewer flywheel mass storage units with greater power and/or energy compared to more flywheel mass storage devices with less to achieve a specified charging capacity Performance and/or energy are to be preferred. Advantageously, the individual flywheel storage devices have the same or essentially the same amount of energy or power. “Essentially the same” here can be understood to mean the same apart from a predetermined deviation of, for example, 25, 15, 10, 5 or 2%.

This has the advantage that the complexity of the charging station is further reduced, in particular the performance of the individual flywheel storage devices is similar to the performance of the entire charging station, in particular is between 20 and 100% of the charging capacity.

It can be provided that the flywheel storage device(s) are each designed to store energy with an amount of at least 5 kWh, in particular at least 10 kWh, preferably at least 15 kWh and particularly preferably at least 20 kWh. The sum of the stored energies then corresponds to the amount of energy in the flywheel mass storage unit. In particular, the flywheel mass storage unit or the flywheel mass storage unit(s) can each be designed to store energy of at most 150 kWh, preferably at most 100 kWh, particularly preferably at most 50 kWh. The flywheel mass storage device(s) can also each be designed to provide the respectively stored energy with a respective electrical output of more than 100 kW, in particular with an electrical output corresponding to the amount of power of the flywheel mass storage unit. This promotes the benefits described in the last paragraph.

In a further advantageous embodiment it is provided that the charging station, in particular the flywheel mass storage unit or correspondingly a (respective) flywheel mass storage, is designed for the simultaneous charging of only one electric vehicle. The advantages of the charging station described can be realized particularly effectively by designing the coupling unit appropriately, since the charging station is then further optimized for fast consecutive charging of electric vehicles with low to medium amounts of energy measured at the respective capacity of the energy storage device of the electric vehicle. Alternatively or additionally, the charging station or the flywheel mass storage unit can be designed for parallel charging of several electric vehicles.

In another advantageous embodiment, it is provided that the ratio of the amount of energy to the amount of power is no more than 0.2 h, in particular no more than 0.15 h, preferably no more than 0.1 h, particularly preferably no more than 0. 05h This is particularly advantageous for fast consecutive charging of electric vehicles.

In a further advantageous embodiment it is provided that the specified amount of energy is at most 150 kWh, in particular at most 100 kWh, preferably at most 50 kWh, particularly preferably at most 35 kWh. These are advantageous amounts of energy for on-road electric vehicles because, as in the last Paragraph Said, amounts of energy are held, which are below the capacity of the vehicle battery. Correspondingly, if the charging station is designed for charging rail-bound or air-bound or water-bound electric vehicles, the predetermined amount of energy can alternatively be at most 20 MWh, in particular at most 5 MWh, particularly preferably at most 500 kWh.

In a further advantageous embodiment, it is provided that the flywheel mass storage unit is designed to provide the electrical power of the specified amount of power only to the coupling unit and thus to the electric vehicle when the charging status of an energy storage device of the electric vehicle to be charged is below 80%, in particular below 70%, preferably below 55% and more preferably below 40%. For example, the flywheel mass storage unit can have a correspondingly configured control unit or be coupled to such a control unit. This has the advantage that a particularly high charging capacity is achieved and the advantage of the charging station's high electrical charging capacity is used particularly efficiently.

In a further advantageous embodiment, it is provided that the charging station has a control unit, for example the control unit from the last paragraph, which is designed to control the power draw from the flywheel storage unit, in particular from the flywheel storage unit or storage units, in such a way that the flywheel storage unit is always in is emptied in the shortest possible period, i.e. the maximum possible output is made available. The shortest possible period of time or the maximum possible power can be influenced by limiting the voltage of the electric vehicle or limiting the current of the electric vehicle, for example if the battery gets too warm. In particular, the control unit is designed to control the power withdrawal in such a way that the flywheel mass storage unit is transferred to the electric vehicle in the time period which corresponds to the ratio of the amount of energy to the amount of power, for example in such a way that the electrical power is available for a maximum period of time which corresponds to the ratio of Amount of energy corresponds to amount of power transferred to the electric vehicle. This has the advantage that the advantages of the charging station described are used particularly well.

One aspect relates to a charging system with an electric vehicle and a charging station according to one of the described embodiments, the electric vehicle having an electric energy store with a specified energy storage capacity and the amount of energy specified for the flywheel mass storage unit being more than 2% and/or less than 75%, in particular less than 50 %, in particular between 2% and 35 or 30% of the energy storage capacity of the energy store of the electric vehicle. As already explained above, this has the advantage that the rapid charging capability of the charging station and thus the charging station is used particularly efficiently and economically effectively.

Another aspect relates to a method for charging electric vehicles, in particular for charging road-bound electric vehicles, with an electrical charging capacity of more than 100 kW. The method includes the method step of providing an electrical supply current, the method step of storing energy provided in the form of the electrical supply current in a flywheel mass storage unit, and the method step of electrically coupling an electric vehicle to be charged to the flywheel mass storage unit and finally the method step of transmitting electrical power with more than 100 kW from the flywheel mass storage unit to or into the coupled electric vehicle using a charging direct current. The flywheel mass storage unit is designed to store energy in the amount of a specified amount of energy, which is greater than 5 kWh, and to provide the stored energy with electrical power of a specified amount of power, which is greater than 100 kW, with the ratio of the amount of energy to the amount of power not is more than 0.25 hours.

The transmission of electrical power with more than 100 kW from the flywheel mass storage unit to or into the coupled electric vehicle by means of a charging DC voltage takes place in particular only if the charging status of an energy storage device of the electric vehicle to be charged with the charging DC voltage is below 80% and/or if another status indicator such as a maximum temperature indicator of the energy store and/or a maximum charging current indicator of the energy store and/or a maximum charging voltage indicator and/or a maximum charging voltage indicator of the energy store allows it.

Advantages and advantageous embodiments of the method correspond here to advantages and advantageous embodiments of the charging station described or of the charging system described and vice versa.

A further aspect relates to a method for producing a charging station for charging elec ro-vehicles, in particular for charging road-bound electric vehicles, with an electrical charging capacity of more than 100 kW. The method includes the steps of installing, in the charging station, a connection unit for connecting the charging station to an electrical supply infrastructure and for supplying the charging station with electricity, determining an expected value range for respective energy storage capacities of respective electrical energy storage devices by means of the charging station intended use of the same electric vehicles to be charged, installing, in the charging station, a flywheel mass storage unit for storing energy taken from the supply infrastructure in the form of electricity by means of the connection unit, and finally installing, in the charging station, a coupling unit for temporarily coupling the vehicle to be charged Electric vehicle with the flywheel storage unit, which is designed, an electrical power of more than 100 kW by means of a charging DC voltage from the flywheel storage unit in the Elektrof vehicle to transfer. The flywheel mass storage unit is designed to store energy in the amount of a specified amount of energy, which is greater than 5 kWh and more than 5% and/or less than 75%, in particular less than 50% of the value or values of the expected value range for the respective Energy storage capacity is. The expected value range can be a mathematical expected value of a predefined distribution or can include such a value, for example a corresponding mean value or median. The expected value range can therefore be a single value or amount. The expected value range can also include the specified distribution directly. The expected value range or the specified distribution is valid during the production period, ie when the expected value range is determined, and can change at a later point in time. A corresponding proof can be provided by considering a sufficiently large sample of charging stations with their respective production period against the background of a corresponding distribution.

Advantages and advantageous embodiments of the method for producing the charging station correspond to advantages and advantageous embodiments of the charging station or the method for charging electric vehicles and vice versa.

In an advantageous embodiment of the manufacturing method, it is provided that the expected value range depends on a geographic position of an installation site for the charging station and/or for a specified subset of electric vehicles, in particular for passenger cars and/or trucks or buses and/or ships and/or aircraft is determined. This has the advantage that the properties of the charging station can be adapted particularly well to the electric vehicles to be charged, so that the advantages described are achieved particularly efficiently.

The features and feature combinations mentioned above in the description, also in the introductory part, as well as the features and feature combinations mentioned below in the description of the figures and/or shown alone in the figures, can be used not only in the combination specified in each case, but also in other combinations, without departing from the scope of the invention. The invention is therefore also to be considered to include and disclose embodiments that are not explicitly shown and explained in the figures, but that result from the explained embodiments and can be generated by separate combinations of features. Versions and combinations of features are also to be regarded as disclosed which therefore do not have all the features of an originally formulated independent claim. Furthermore, embodiments and combinations of features, in particular through the embodiments presented above, are to be regarded as disclosed which go beyond or deviate from the combinations of features presented in the back references of the claims.

while showing 1 an exemplary embodiment of a charging station for charging electric vehicles.

The charging station 1 is designed to charge electric vehicles 2 with an electrical charging capacity of more than 100 kW. An exemplary electric vehicle 2, here a passenger car, is electrically coupled to the charging station. The charging station 1 has a connection unit 3 , a flywheel mass storage unit 4 and a coupling unit 5 . The connection unit 3 is used to connect the charging station 1 to an electrical supply infrastructure 6 and to supply the charging station 1 with electricity. For this purpose, the connection unit 3 has an AC/DC converter 7 in the present case, which converts an AC voltage from the supply infrastructure 6 into a DC voltage.

The flywheel mass storage unit 4 is used to store energy drawn from the supply infrastructure 6 by means of the connection unit 3 in the form of electrical current. The flywheel mass storage unit 4 has presently an inverter unit 8 with an AC / DC converter, by means of which one of the Connection unit provided as a DC voltage of the electricity from the supply infrastructure 6 can be converted into a storage operation AC voltage, and the storage operation AC voltage vice versa in a charging DC voltage, which from the coupling unit 5 for transmitting an electrical power of more than 100 kW in the electric vehicle 2 is provided. The flywheel mass storage unit has at least one flywheel mass storage unit, but as few as possible, in which flywheel mass and rotor of the associated electrical machine are arranged in a common vacuumed area and are also operated there. The flywheel mass storage unit 4 is designed to store energy in the amount of a predetermined amount of energy, which is greater than 5 kWh, for example 10 kWh. The flywheel mass storage unit is further designed to provide the stored energy to the coupling unit 5 and thus to the electric vehicle 2 with an electrical output of a predetermined amount of power, which is at least 100 kW, with the ratio of the amount of energy to the amount of power not being more than 0.25 hours. With an exemplary power amount of 150 kW, this results in 0.15 hours, i.e. the flywheel mass storage unit can completely release the energy stored in it in 9 minutes and transfer it to the electric vehicle 2, provided that the electric vehicle 2, for example, has a state of charge of the associated electric energy storage device 9 allows this.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• EP 2647522 B1 [0007]
• EP 3532337 B1 [0008]

Claims (15)

Charging station (1) for charging electric vehicles (2), in particular for charging road-bound electric vehicles (2), with an electrical charging capacity of more than 100 kW, having - a connection unit (3) for connecting the charging station (1) to an electrical supply infrastructure ( 6) and for supplying the charging station (1) with electric power; - a flywheel mass storage unit (4) for storing energy taken from the supply infrastructure (6) in the form of electric current by means of the connection unit (3); - A coupling unit (5) for temporarily electrically coupling the electric vehicle (2) to the flywheel mass storage unit (4), which is designed to transmit electrical power of more than 100 kW by means of a charging direct current voltage in the electric vehicle (2); characterized in that the flywheel mass storage unit (4) is designed - to store energy in the amount of a predetermined amount of energy, which is greater than 5 kWh; and - to provide the stored energy to the coupling unit (5) and thus to the electric vehicle (2) with an electrical output of a predetermined amount of output, which is greater than 100 kW; - where the ratio of energy amount to power amount is not more than 0.25h. Charging station (1) according to the preceding claim, characterized in that the predetermined amount of energy is predetermined in such a way that it is more than 2% and/or less than 75%, in particular less than 50%, in particular between 5% and 35% of the values of a predetermined expected value range of an energy storage capacity of an energy store (9) of the electric vehicle (2) to be charged by means of the charging station (1), the expected value range being in particular the range from 50 kWh to 150 kWh, preferably from 50 kWh to 90 kWh . Charging station (1) according to the preceding claim, characterized in that for the expected range of values according to a predetermined distribution of energy storage capacities of electric vehicles (2) to be charged by means of the charging station (1), which is predetermined for example by official registration number statistics , with a predetermined probability of 95%, for example, that the energy storage capacity of the electric vehicle (2) to be charged is in the expected value range. Charging station (1) according to one of the preceding claims, characterized in that the flywheel mass storage unit (4) has an inverter unit, by means of which an electrical voltage of the current from the supply infrastructure (6) provided as DC voltage by the connection unit (3) is converted into a storage operating AC voltage can be converted, and the storage operating AC voltage into the charging DC voltage by means of which the electrical power is transmitted to the electric vehicle (2), in particular in a DC line between the flywheel mass storage unit (4) and the coupling unit (5), preferably in the charging station ( 1) overall, no DC-DC converter is connected. Charging station (1) according to one of the preceding claims, characterized in that the flywheel storage unit (4) has less than 6, preferably less than 3, particularly preferably exactly one flywheel storage with a rotating flywheel element. Charging station (1) according to the preceding claim, characterized in that the flywheel storage device(s) are each designed to store energy with an amount of at least 5 kWh, in particular at least 10 kWh, preferably at least 15 kWh, particularly preferably at least 20 kWh, in particular in the amount of at most 150kWh, preferably at most 100kWh, particularly preferably at most 50kWh. Charging station (1) according to one of the preceding claims, characterized in that the charging station (1) is designed for charging exclusively one electric vehicle (2) at the same time. Charging station (1) according to one of the preceding claims, characterized in that the predetermined amount of energy is at most 150 kWh, in particular at most 100 kWh, preferably at most 50 kWh. Charging station (1) according to one of the preceding claims, characterized in that the ratio of the amount of energy to the amount of power is no more than 0.2 h, in particular no more than 0.15 h, preferably no more than 0.1 h, particularly preferably not more than 0.05h. Charging station (1) according to one of the preceding claims, characterized in that the flywheel mass storage unit (4) is designed to provide the electrical power of the specified power amount only to the coupling unit (5) and thus to the electric vehicle (2) when a charging status of a to be charged energy store (9) of Electric vehicle (2) is below 80%, in particular below 70%, preferably below 55% and particularly preferably below 40%. Charging station (1) according to one of the preceding claims, characterized by a control unit which is designed to control the power draw from the flywheel mass storage unit (4) in such a way that the flywheel mass storage unit (4) is emptied in the shortest possible time, in particular in a time period which corresponds to the ratio of the amount of energy to the amount of power, for example in such a way that the electrical power is transmitted into the electric vehicle (2) for a maximum period of time which corresponds to the ratio of the amount of energy to the amount of power. Charging system with electric vehicle (2) and charging station (1) according to one of the preceding claims, whereby the electric vehicle (2) has an energy storage device with a specified energy storage capacity and the amount of energy specified for the flywheel mass storage unit (4) is more than 5% and/or less than 75%, in particular less than 50%, in particular between 5% and 35% or 30%, the energy storage capacity of the energy storage of the electric vehicle (2) is. Method for charging electric vehicles (2), in particular for charging road-bound electric vehicles (2), with an electrical charging capacity of more than 100 kW, with the method steps: - Providing an electrical supply current; - Storage of energy provided in the form of the electrical supply current in a flywheel mass storage unit (4), which is designed to store energy in the amount of a predetermined amount of energy, which is greater than 5 kWh, and the stored energy with an electrical power of a predetermined power Provide an amount greater than 100kW, where the ratio of energy amount to power amount is not more than 0.25h; - Electrical coupling of an electric vehicle to be charged (2) with the flywheel mass storage unit (4); - Transmission of electrical power with more than 100kW from the flywheel mass storage unit (4) to the coupled electric vehicle (2) by means of a charging DC voltage, in particular only if the charging status of an energy storage device (9) of the electric vehicle (2) to be charged is below 80%. Method for producing a charging station (1) for charging electric vehicles (2), in particular for charging road-bound electric vehicles (2), with an electrical charging capacity of more than 100 kW, with the method steps: - installing a connection unit (3) for connecting the charging station (1) to an electrical supply infrastructure (6) and for supplying the charging station (1) with electricity in the charging station (1); - determining an expected value range for respective energy storage capacities of respective energy storage devices (9) of the electric vehicles (2) to be charged by means of the charging station (1); - Installation of a flywheel mass storage unit (4) for storing energy taken from the supply infrastructure (6) in the form of electricity by means of the connection unit (3), which is designed to store energy in the amount of a specified amount of energy, which is greater than 5 kWh and is more than 5% and/or less than 75%, in particular less than 50%, of the value or values of the expected value range for the respective energy storage capacities, in the charging station (1); and - installing a coupling unit (5) for temporarily electrically coupling the electric vehicle (2) to be charged to the flywheel mass storage unit (4), which is designed to transmit electrical power of more than 100 kW to the electric vehicle (2) by means of a charging direct current voltage, in the charging station (1). Method according to the preceding claim, whereby the expected value range is determined as a function of a geographic position of an installation location for the charging station (1) and/or for a specified subset of electric vehicles (2), in particular for passenger cars or trucks or buses.

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