DE102021104556A1 - Distributing electrical power in a local power grid - Google Patents

Abstract

A method is used for distributing electrical power in a local power grid (1), the local power grid (1) having at least one electrical consumer (V1, V2), a plurality of electric vehicles (EF1 -EFn) and a measuring device (2) for measuring a power (P _N ) exchanged between the local power grid (1) and a higher-level power grid (3), and the method monitors whether a current power consumption (P _N ) of the local power grid (1) is below a predetermined threshold value (G) or not, and if not, from the charging devices (L1-Ln) connected electric vehicles (EF1-EFn) electric discharge power (P _E ) fed into the local power grid (1). becomes

Description

The invention relates to a method for distributing electrical power in a local power grid, with the local power grid having at least one electrical consumer, at least one electric vehicle capable of bidirectional charging and connected to a respective charging device, and a measuring device for measuring a load from the local power grid from a higher-level power grid has currently drawn power and wherein in the method the electrical discharge power from the electric vehicle connected to the charging device is fed into the local power grid. The invention also relates to a corresponding device. The invention can be applied particularly advantageously to properties with such a local power grid that has a number of charging devices, e.g. charging stations present in a charging park.

In local power grids, there can be a sudden increase in the total electrical power consumed at the power grid connection to a public power grid. This can lead to high costs, since energy contracts for industrial customers are often billed according to the maximum power consumption in a billing period (e.g. within a year). This can lead to a high increase in costs if the previous maximum power consumption is exceeded even for a short time.

From a press release from "The Mobility House" it is known that electric vehicles with integrated, bidirectional charging technology can be integrated into the power grid like power plants. The ability to feed electricity from vehicle batteries into the power grid to stabilize the grid is used for this purpose, which is also known as “Vehicle-to-Grid” technology (V2G).

It is the object of the present invention to at least partially overcome the disadvantages of the prior art and in particular to achieve improved energy distribution within a local power grid, specifically to keep peaks in the total electrical power consumption of the local power grid low or even to avoid them entirely.

This object is solved according to the features of the independent claims. Preferred embodiments can be found in particular in the dependent claims.

• - überwacht wird, ob ein aktueller Leistungsverbrauch des lokalen Stromnetzes unterhalb eines vorgegebenen Schwellwerts liegt oder nicht, und falls nicht,
• - aus an die Ladeeinrichtungen angeschlossenen elektrifizierten Fahrzeugen elektrische Leistung („Entladeleistung“) in das lokale Stromnetz eingespeist wird.

The object is achieved by a method for distributing electrical power in a local power grid, the local power grid having at least one electrical consumer, several electrified vehicles capable of bidirectional charging and connected to respective charging devices, and a measuring device for measuring a power curve or load profile between the local Having power grid and a higher-level power grid and wherein in the method

• - It is monitored whether a current power consumption of the local power grid is below a predetermined threshold value or not, and if not,
• - Electrical power ("discharge power") is fed into the local power grid from electrified vehicles connected to the charging facilities.

This method has the advantage that power consumption peaks that occur in the local power grid can be actively reduced or even avoided entirely by feeding electrical energy from the electric vehicles into the local power grid. This is particularly effective when a large number of electrified vehicles are connected to the local power grid via the charging devices. The method can also be viewed as a method for controlling charging and discharging of electric vehicles.

The local power grid can be, for example, the power grid of a property, in particular a multi-storey car park or parking lot, a production site, etc.

The electrified vehicles are also referred to below as "electric vehicles" without loss of generality and can be, for example, plug-in hybrid electric vehicles (PHEV), battery electric vehicles (BEV), fuel cell vehicles (FCHV), etc.

The fact that there are several electrified vehicles or electric vehicles that are capable of bidirectional charging and connected to the respective charging devices means in particular that the electric vehicles, in conjunction with the charging devices, are able to selectively use electrical energy or electricity from the local power grid to charge their electric vehicle storage devices (hereinafter referred to as "batteries" without restriction of generality) and to feed electrical energy or electricity into the local power grid while their batteries are discharging. In particular, corresponding load profiles can be controlled or regulated, for example by means of a control device assigned to the local power grid. For optional charging and discharging of a vehicle battery, either the associated charging station or the electric vehicle can or must be used together both the charging station and the electric vehicle can be controlled accordingly.

The multiple charging devices can in particular be combined in a charging park. A charging device can in particular be a charging station.

The at least one electrical consumer is basically arbitrary and can include, for example, light sources, computers, machines (e.g. presses) and also electric vehicles connected to charging devices.

The measuring device can, for example, be a measuring point, e.g.

The higher-level power grid can be a public power grid, for example.

The power currently exchanged between the local power grid and the higher-level power grid (“total power”) can be both an energy or power consumption of the local power grid and an excess power fed into the higher-level power grid.

To monitor whether current power consumption of the local power grid is below a specified threshold value or not, the measuring device can measure current power values and report them to a control device, which then compares them with the specified threshold value.

Because the electrical discharge power drawn from the connected electric vehicles is fed into the local power grid, a power draw from the higher-level power grid can be correspondingly reduced. If sufficient power can be called up from the batteries of the electric vehicles, exceeding the threshold value in the total power consumption of the local network can be prevented, or at least reduced.

EV batteries can be thought of as being interconnected or “pooled” into one large “virtual battery”.

In one configuration, the predefined threshold value corresponds to a maximum power reference value in a billing period for the local power grid. The maximum benefit reference value can correspond to the largest benefit value accessed so far in the billing period or to a negotiated value, which, if exceeded, incurs additional costs or, if exceeded, the greatest benefit value then achieved is set as the new maximum benefit reference value.

In one development, the predefined threshold value is a defined distance below a maximum power reference value in a billing period for the local power grid. This advantageously creates a safety distance from the maximum power reference value, which can be used, for example, to take into account time delays when the batteries of the electric vehicles are discharged. The defined distance can represent, for example, an absolute difference or a percentage difference from the specified threshold value to the maximum power reference value. In principle, however, the predefined threshold value can be set arbitrarily.

In one configuration, the discharge power is fed into the local power grid at least up to a point in time at which a difference in power between the total power drawn from the local power grid and the discharge power is below the specified threshold value. In this way, the discharge of the electric vehicles can be limited to the necessary periods of time. The differential power corresponds in particular to the total power consumed or generated by the consumers and possibly generators of the local power grid other than the electric vehicles. This refinement therefore corresponds to the case where, after the predetermined threshold value has been reached or exceeded and the electric vehicles have subsequently discharged, the predetermined threshold value would also be fallen below without the electric vehicles contributing to the discharge. In other words, if the discharging of the electric vehicles is stopped at this point in time, the total power retrieved from the local network still remains below the specified threshold value.

In one embodiment, discharge power is only fed into the local power grid from individual electric vehicles if the respective minimum mobility requirements are met. This achieves the advantage that the electric vehicles are not discharged to such an extent that their mobility is not or not significantly impaired from the point of view of a user or driver. The minimum mobility requirements can include, for example, a minimum charge level/minimum storage level of the respective electric vehicle, which may be variable depending on the time of day or timetable.

In an alternative development, the avoidance of the load peak that exceeds the predefined threshold value can take precedence over an impairment or violation of the minimum mobility requirement claims are granted. The users of the electric vehicles can, for example, be remunerated for this.

In one embodiment, discharge power from individual electric vehicles is only fed into the local power grid outside of a forecast period of use. This advantageously prevents the battery from being discharged when a driver wants to move his electric vehicle.

It is an aspect that the electric vehicles are recharged so that they are recharged before a predicted period of use. This has the advantage that drivers of the electric vehicles very probably do not even notice that the batteries of their vehicles have been discharged to avoid a peak load.

In one configuration, the local network has at least one energy generator for generating electrical energy and/or at least one energy store for storing electrical energy. This has the advantage that the electrical (total) energy or power drawn from the higher-level power grid can be reduced and even electrical energy or power from the local power grid can be fed into the higher-level power grid when the power aggregated in the local power grid of all consumers and producers has an energy surplus.

The at least one energy generator can, for example, include or be a solar power (PV), combined heat and power (CHP) and/or wind power plant. The energy store can, for example, comprise at least one electrochemical energy store such as a battery and/or a fuel cell.

In one embodiment, the electric vehicles are recharged to compensate for the discharge power that has been drawn off, if the local power grid would otherwise feed power into the superordinate power grid. This achieves the advantage that no electrical power needs to be purchased from the higher-level power grid for charging the electric vehicles, but is instead made available internally by the energy generators and/or energy stores.

• - ein lokales Stromnetz mit mindestens einem elektrischen Verbraucher und mehreren zum bidirektionalen Laden befähigte, an jeweilige Ladeeinrichtungen angeschlossene elektrifizierte Fahrzeuge bzw. Elektrofahrzeuge,
• - eine Messeinrichtung zum Messen einer zwischen dem lokalen Stromnetz und einem übergeordneten Stromnetz ausgetauschten elektrischen Leistung und
• - eine zumindest mit den Elektrofahrzeugen und/oder Ladestationen und der Messeinrichtung datentechnisch gekoppelte Steuereinrichtung, die dazu eingerichtet ist,
• - individuelle Lastgänge von an den Ladeeinrichtungen angeschlossenen Elektrofahrzeugen, von denen mehrere zur bidirektionalen Stromleitung ausgebildet sind, zu steuern,
• - mittels der Messeinrichtung von dem lokalen Stromnetz aktuell bezogene Leistungsdaten zu erhalten und zu überwachen und
• - zu erkennen, ob sich die aktuell bezogene Leistung von unten einen vorgegebenen Schwellwert erreicht oder überschreitet, und falls dies der Fall ist,
• - die Ladeeinrichtungen so anzusteuern, dass von den daran angeschlossenen Elektrofahrzeugen elektrische Entladeleistung in das lokale Stromnetz eingespeist wird.

The object is also achieved by a system for distributing electrical power in a local power grid, comprising

• - a local power grid with at least one electrical consumer and several electrified vehicles or electric vehicles capable of bidirectional charging and connected to the respective charging devices,
• - A measuring device for measuring an electrical power exchanged between the local power grid and a higher-level power grid and
• - a control device that is data-linked at least to the electric vehicles and/or charging stations and the measuring device and is set up to do this,
• - to control individual load profiles of electric vehicles connected to the charging devices, several of which are designed for bidirectional power transmission,
• - to receive and monitor performance data currently obtained from the local power grid by means of the measuring device and
• - to recognize whether the power currently drawn from below reaches or exceeds a predetermined threshold value, and if this is the case,
• - to control the charging devices in such a way that electrical discharge power from the electric vehicles connected to them is fed into the local power grid.

The system can also be seen as a system for controlling charging and discharging of electric vehicles. The system can be designed analogously to the method and vice versa, and has the same advantages.

In one configuration, the local power grid also has at least one energy generator and/or energy store for generating or storing electrical energy.

In one embodiment, the system is part of a charging park (car park or parking lot). In this case, the consumers represent in particular electric vehicles to be charged, which can either only be charged or can be set up for bidirectional charging. Especially in the case of charging parks, power or load peaks can occur when several electric vehicles are being charged at the same time (ie a sudden increase in the total electrical power at the charging park’s power grid connection). Instead of drawing the required power completely from the higher-level power grid, the control device can now control charging devices or electric vehicles set up for bidirectional charging in such a way that at least part of the power is drawn from these electric vehicles by individual discharge until the power peak has subsided again. The control device can be used to ensure in particular that that discharged vehicles are recharged with priority.

In one embodiment, the system is part of a production site. An undesirable power peak can occur, for example, when several industrial machines with high peak consumption are operated at the same time, e.g. presses or similar. The production site also has a parking lot / charging park with charging facilities for bidirectionally charging electric vehicles used by employees.

In one variant, individual minimum mobility requirements for the electric vehicles can be observed, for example a minimum battery level. The minimum battery level can be the same or different for the individual electric vehicles, for example depending on the distance to the place of residence, etc. Electric vehicles are recharged in such a way that they are recharged before a forecast period of use (e.g. from 5 p.m. with closing time).

In particular, the production site can also have at least one energy generator and/or energy store for generating or storing electrical energy.

In general, the control device can be set up, e.g. programmed, to control various consumers, energy generators, energy storage devices and electric vehicles or their charging devices in such a way that the electrical power or current flowing via the mains connection is optimized, e.g. price-optimized. For this purpose, the control device can in particular use forecasts for energy consumption or energy generation. For this purpose, for example, the charging devices or electric vehicles, but also other consumers, energy generators and energy storage devices can be digitally networked in order to obtain historical data of their energy behavior (their load profiles) for the forecast and by controlling the load profiles of the batteries of the electric vehicles, temporal flexibility with regard to to use a charging time and a charging power and advantageously still have a storage level at the time of departure that meets the mobility needs of the vehicle user.

If there are energy generators in the local power grid, excess energy can advantageously also be charged into the electrical energy stores, in particular batteries, of the vehicles based on generation and consumption forecasts, in order to then be fed back into the local power grid if necessary. In this way, the purchase from the higher-level power grid at the grid connection point is reduced and the self-consumption of the electrical energy or power generated in the local power grid is optimized.

It is an embodiment, and also an independent solution to the underlying task, to provide a system that is set up to carry out the method as described above.

• 1 zeigt ein System zur Verteilung elektrischer Leistung in einem lokalen Stromnetz mit mindestens einem elektrischen Verbraucher und mehreren zum bidirektionalen Laden von Elektrofahrzeugen, von denen mehrere zur bidirektionalen Stromleitung ausgebildet sind, eingerichteten Ladeeinrichtungen.
• 2 zeigt einen beispielhaften Lastgang eines lokalen Stromnetzes mit mindestens einem Energieerzeuger ohne Berücksichtigung von bidirektional ladenden Elektrofahrzeugen;
• 3 zeigt einen beispielhaften Lastgang eines lokalen Stromnetzes mit mindestens einem Energieerzeuger unter Berücksichtigung von bidirektional ladenden Elektrofahrzeugen gemäß der vorliegenden Erfindung; und
• 4 zeigt einen dem Lastgang aus 3 entsprechenden beispielhaften aggregierten Lastgang der elektrischen Speicher der bidirektional ladenden Elektrofahrzeuge gemäß der vorliegenden Erfindung.

The characteristics, features and advantages of this invention described above, and the manner in which they are achieved, will become clearer and more clearly understood in connection with the following schematic description of an exemplary embodiment, which will be explained in more detail in connection with the drawings.

• 1 shows a system for distributing electrical power in a local power grid with at least one electrical consumer and several charging devices set up for bidirectional charging of electric vehicles, several of which are designed for bidirectional power transmission.
• 2 shows an exemplary load profile of a local power grid with at least one energy generator without taking bidirectionally charging electric vehicles into account;
• 3 shows an exemplary load profile of a local power grid with at least one energy generator, taking into account bidirectionally charging electric vehicles according to the present invention; and
• 4 shows you the load profile 3 corresponding exemplary aggregated load profile of the electrical storage of the bidirectionally charging electric vehicles according to the present invention.

1 shows a system for distributing electrical power in a local power grid 1, the local power grid 1 having at least one electrical consumer V1, V2 and several charging devices L1 to Ln set up for bidirectional charging of electric vehicles EF1 to En, several of which are designed for bidirectional power lines , The electrical loads V1, V2 can include, for example, production systems such as presses, etc. and/or charging electric vehicles, but are not limited to them.

The local power grid 1 can also have at least one energy generator EZ (eg a solar power system, wind power plant, etc.) and/or at least one electrical energy store ES, in particular a stationary energy store. The local power grid 1 also has a measuring device 2 for measuring one of the loka Len power grid 1 from a higher-level power grid, here: a public power grid 3, via a power connection point 4 currently related (total) power P _N.

The local power grid 1 also has a control device 5 which is data-linked at least to the charging devices L1 to Ln and the measuring device 2 and which is set up to record individual load profiles from electric vehicles EF1 to En connected to the charging devices L1 to Ln, several of which for bidirectional Power line are designed to control.

The control device 5 can use the measuring device 2 to receive and monitor the (total) power currently drawn from the local power grid 1 and also to detect whether the (total) power P _N currently drawn from below a predetermined threshold value G (see 2 until 4 ) is reached or exceeded, and if this is the case, the charging devices L1 to Ln and/or the electric vehicles EF1 to EFn and, if applicable, the at least one other energy store ES to control in such a way that the electric vehicles EF1 to EFn connected to them with bidirectional charging technology electric Discharge power is fed into the local power grid 1.

The predefined threshold value G can, for example, be below a maximum power reference value for the local power grid 1 or correspond to the maximum power reference value.

2 shows an example load profile (power profile) LG of a local power grid 1 with at least one energy generator EZ without taking into account or discharging the electric vehicles _EF1 to En. Positive values on P _N correspond to an energy consumption (purchased electricity), negative values of an energy feed into the public power grid 3 (feed-in).

During production peaks in the morning, load peaks LS can occur due to electric motors of production plants, which can lead to high costs for network charges.

On the other hand, during a lunch break MP, during which the production plants are idle, midday solar radiation can lead to such high power generation by an energy generator EZ in the form of a photovoltaic system that power or power P _N is fed into the public grid 3 . Due to typical grid fees, this fed-in electricity is generally remunerated at a lower rate than the electricity drawn from the grid. The operator of the local power grid 1 pays for the entire billing period (e.g. one year) at least a fee corresponding to the power peak LS caused in the morning as the maximum power reference value (if higher power peaks have not been generated in the course of the billing period) and draws electricity or power P _N for a higher price than the electricity he feeds into the public grid.

3 shows an exemplary modified load profile LGM of the local power grid 1 as a plot of P _N against t, taking into account the bidirectionally charging electric vehicles EF1 to EFn according to the present invention. 4 shows you the load profile 3 corresponding exemplary aggregated load profile LGE, ie, the discharge power P _E of the electrical storage, the bidirectionally charging electric vehicles EF1 to EFn against time t.

That regarding 2 The problem described is solved by implementing the present invention, with the control device 5 optimizing energy in such a way that when the load peak LS is imminent, electrical energy or discharge power P _E is taken from the energy stores of the electric vehicles EF1 to EFn (see 4 ) and fed into the local power grid 1 (see 3 ) and thereby the peak load LS of the total power P _N in the local power grid 1 is cut off (see 3 ). The excess electricity at midday is used to charge electrical energy from the local power grid 1 back into the energy storage devices of the electric vehicles EF1 to EFn. The electric vehicles EF1 to EFn are therefore recharged to compensate for the discharge power P _E that has been drawn off if the local power grid 1 would otherwise feed power P _N into the public power grid 3 . The operator of the local power grid 1 thereby saves costs and increases his own consumption.

This can be implemented in particular by monitoring the total power P _N currently drawn from the local power grid 1 using the measuring device 1 and then when the control device 5 detects that the power P _N currently drawn is below a predetermined threshold value G approaches, the control device 5 controls the charging devices L1 to Ln and electric vehicles EF1 to EFn in such a way that the connected electric vehicles EF1 to EFn feed electrical discharge power P _E into the local power grid 1 . In particular, the discharge power P _E can be fed into the local power grid 1 at least up to a point in time at which a difference in power between the power P _N drawn from the local power grid and the discharge power P _E is below the predetermined threshold value G, ie P _N - P _E <G applies.

So that users of the electric vehicles EF1 to EFn are not, or at least not noticeably, impaired by the energy drawn from the electric vehicles EF1 to EFn, in one variant from individual electric vehicles EF1 to EFn discharge power P _E can only be fed into the local power grid if the respective minimum mobility requirements are met are, e.g. a respective minimum charge level / minimum memory level is not fallen below.

The control device 5 can optionally be data-linked to at least one electrical consumer V1, V2, to at least one energy generator EZ (e.g. a solar power system, wind turbine, etc.) and/or to at least one electrical energy store ES in order to calculate the power currently consumed or its to get the power currently generated reported and, if necessary, to control its load profile. This can include that the load profiles of at least one consumer V1, V2 and/or at least one energy generator EZ cannot be controlled or regulated by the control device 5. The data-technical coupling can be implemented, for example, through digital networking, e.g. by equipping it with so-called "smart meters".

This enables the control device 5 to use the individually retrieved performance data for forecasts or to take them into account in the energy optimization, in order to use a temporal flexibility with regard to charging times and capacities through appropriate control and still have a storage level at the time of departure of the respective electric vehicles EF1 to EFn exhibit that meets the mobility requirements of the vehicle user. For this purpose, the control device 5 can be set up in particular to recharge the electric vehicles EF1 to EFn in such a way that they are recharged before a forecast period of use.

The control device 5 can also be set up to use the other energy stores ES analogously to the electric vehicles EF1 to EFn in addition to the electric vehicles EF1 to EFn or their electrical energy stores in order to avoid energy peaks LS.

The local power grid 1 can, for example, be part of a parking garage or parking lot or part of a production site, but is not limited to such properties.

Of course, the present invention is not limited to the embodiment shown.

In general, "a", "an" etc. can be understood as a singular or a plural number, in particular in the sense of "at least one" or "one or more" etc., as long as this is not explicitly excluded, e.g. by the expression "exactly a" etc.

A numerical specification can also include exactly the specified number as well as a usual tolerance range, as long as this is not explicitly excluded.

Reference List

1

Local power grid

2

measuring device

3

Public power grid

4

power connection point

5

control device

IT

energy storage

single

energy producer

EF1-EFn

electric vehicle

G

threshold

LG

load profile

LGE

Aggregated load profile of the electric vehicles

LGM

Modified load profile

LS

load peak

L1-Ln

loading device

MP

lunch break

PE

discharge power

pm

Total power of the local power grid

t

time

V1, V2

electrical consumer

Claims (12)

Method for distributing electrical power in a local power grid (1), the local power grid (1) having at least one electrical consumer (V1, V2), a plurality of electric vehicles (EF1-EFn) which are capable of bidirectional charging and are connected to respective charging devices (L1-Ln). ) and a measuring device (2) for measuring between the local power grid (1) and a higher-level power grid (3) exchanged th power (P _N ) and wherein in the method - it is monitored whether a current power consumption (P _N ) of the local power grid (1) is below a predetermined threshold value (G) or not, and if not, - off to the charging devices (L1-Ln) connected electric vehicles (EF1-EFn) electric discharge power (P _E ) is fed into the local power grid (1). procedure after claim 1 , at which the predetermined threshold value (G) is below a maximum power reference value for the local power grid (1). Method according to one of the preceding claims, in which the discharge power (P _E ) is fed into the local power grid (1) at least up to a point in time at which a differential power between the power (P _N ) drawn from the local power grid (1) and the discharge power (P _E ) is below the specified threshold value (G). Method according to one of the preceding claims, in which discharge power from individual electric vehicles (EF1-EFn) is only fed into the local power grid (1) if the respective minimum mobility requirements are met. Method according to one of the preceding claims, in which discharge power from individual electric vehicles (EF1-EFn) is only fed into the local power grid (1) outside of a forecast period of use. Method according to one of the preceding claims, in which the electric vehicles (EF1-EFn) are recharged in such a way that they are recharged before a forecast period of use. Method according to one of the preceding claims, in which the local network (1) has at least one energy generator (EZ) and/or at least one energy store (ES) for generating or storing electrical energy and the electric vehicles (EF1-EFn) for balancing the extracted Discharge power (P _E ) are recharged when the local power grid (1) would otherwise feed power (P _N ) into the higher-level power grid. System (1, 2, 4, 5, L1-Ln, V1, V2, EZ, ES) for distributing electrical power in a local power grid (1), having - a local power grid (1) with at least one electrical consumer (V1, V2) and several electric vehicles (EF1-EFn) capable of bidirectional charging and connected to respective charging devices (L1-Ln), - a measuring device (2) for measuring an electric current exchanged between the local power grid (1) and a higher-level power grid (3). Power (P _N ) and - a control device (5) which is data-technically coupled at least to the electric vehicles (EF1-EFn) and/or the charging devices (L1-Ln) and the measuring device (2) and which is set up to - individual load profiles from on to control the electric vehicles (EF1-EFn) connected to the charging devices (L1-Ln), several of which are designed for bidirectional power transmission, - to receive and monitor performance data obtained from the local power grid (3) by means of the measuring device (2). Chen and - to recognize whether the currently drawn power (P _N ) from below a predetermined threshold value (G) reached or exceeded, and if this is the case - to control the charging devices (L1-Ln) so that it connected electric vehicles (EF1-EFn) electrical discharge power (P _E ) is fed into the local power grid (1). System (1, 2, 4, 5, L1-Ln, V1, V2, EZ, ES) according to claim 8 , wherein the local power grid (1) also has at least one energy generator (EZ) for generating electrical energy and/or at least one energy store (ES) for storing electrical energy. System (1, 2, 4, 5, L1-Ln, V1, V2, EZ, ES) according to one of Claims 8 until 9 , wherein the system (1, 2, 4, 5, L1-Ln, V1, V2, EZ, ES) for carrying out the method according to one of Claims 1 until 7 is set up. System (1, 2, 4, 5, L1-Ln, V1, V2, EZ, ES) according to one of Claims 8 until 10 , where the system (1, 2, 4, 5, L1-Ln, V1, V2, EZ, ES) is part of a multi-storey car park or parking lot. System (1, 2, 4, 5, L1-Ln, V1, V2, EZ, ES) according to one of Claims 8 until 10 , where the system (1, 2, 4, 5, L1-Ln, V1, V2, EZ, ES) is part of a production site.

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