DE102022206964A1 - charging station device - Google Patents

Abstract

A charging station device, comprising a first charging station (1) for electrically charging energy stores (2, 3) of motor vehicles (4, 5) comprising a first control unit for controlling the charging station (1), comprising a second charging station (11) for electrically charging Energy stores (2, 3) of motor vehicles (4, 5), which comprises a second control unit for controlling the second charging station (11), the first control unit being set up so that a first energy store (2) of a first motor vehicle (4) of electric charge is removed from the first charging station (1) after the first energy store (2) has been electrically connected to the first charging station (1), the second control unit being set up so that a second energy store (3) of a second motor vehicle (5) electric charge is supplied from the second charging station (11) after the second energy store (3) has been electrically connected to the charging station (1), as well as a control system therefor and a method.

Description

field of invention

The present invention relates to a charging station device, comprising a charging station for electrically charging energy storage devices in motor vehicles, as well as a control system and a method for charging energy storage devices in motor vehicles.

State of the art

Renewable energy sources are becoming increasingly important, but their supply to the grid fluctuates and does not run parallel to the development of energy demand. Electric vehicles can make a decisive contribution to solving the resulting problems. Because in order to be able to exploit the potential of renewable energies, storage technologies are required. The batteries of electric vehicles are ideal for this. Electromobility and grid integration are therefore an essential pillar of sustainable mobility and at the same time a central area of political action.

The flow of energy between the grid and the electric vehicle can take place in two directions when the vehicle is used as a mobile storage device: In times of excess energy, the vehicle batteries can be used in the grid-to-vehicle (G2V) direction as storage, while in times of high energy demand the Energy can be returned to the grid in the vehicle-to-grid (V2G) direction. The term vehicle-to-grid (V2G) is also used - especially internationally - for the overarching concept of grid integration of electric vehicles, which integrates the two flow directions "from grid to vehicle" and "from vehicle to grid".

Vehicle-to-grid is a concept for returning electricity from the traction batteries of electric and hybrid cars to the public power grid. Vehicle-to-home works according to the same principle, but here the electricity is not fed back into the public grid, but into the private home power grid. Both concepts assume that the charging station can control the energy bidirectionally. In contrast to conventional e-vehicles, bidirectionally chargeable vehicles can not only draw electrical energy from the grid, but as part of an intelligent energy system in times of high grid utilization, they can also feed electricity from the car battery into the grid or the house in the opposite direction via special charging stations

One of the key factors for the acceptance of network integration concepts is the identification of a suitable user typology for the use of V2G concepts. It is problematic that network integration has interfaces to areas of everyday life that have been little connected and have different connotations: mobility, energy, environmental and technological behavior. So far, network integration has been one of the so-called "low-involvement" topics that customers actually don't want to deal with on a day-to-day basis, or are reluctant to do so.

From the users' point of view, the discussion about electric cars is primarily a topic of environmental and climate protection, which is still subject to many uncertainties, e.g. B. with regard to the life of the battery or the availability of charging options. In addition to a contribution to environmental protection, users primarily expect economic benefits, e.g. B Cost savings in energy, operating and charging costs. Certain user groups have reservations about electric mobility because they fear that their previous mobility behavior will be restricted and their routines will change.

• • Um an das Umweltbewusstsein von Privatpersonen oder Unternehmen zu appellieren, müssen V2G-Geschäftsmodelle grundsätzlich die Zusammenhänge zwischen der vermehrten Nutzung erneuerbarer Energien und dem Lastausgleich durch mobile Speicher verdeutlichen und erfolgreich kommunizieren.
• • Zur Kostensenkung wären für Privatpersonen und Unternehmen Einsparungen im Bereich der Betriebskosten möglich, beispielsweise durch spezielle Ladetarife, durch die das „Tanken“ auf Dauer deutlich billiger wäre als für konventionelle Fahrzeuge. Es kann aber auch eine Kostenersparnis bei der Bereitstellung der Infrastruktur, der Fahrzeuge, z.B. im Rahmen von Komplettpaketen mit Eigenheim, Stromanschluss o.Ä. oder des Ladestroms, z.B. spezielle V2G-Tarife, kostenloses Laden an V2G-Stationen etc. realisiert werden.
• • Die Netzintegration von Elektroautos kann Technikbegeisterten mit einem hohen Haushaltseinkommen z. B. über eine Einbindung in Smart Home-Anwendungen, z.B. Ladevorgänge als Teil eines integrierten Home & Car-Energiemanagements oder aber über innovative Applikationen und Dienste im Zusammenhang mit der Mobilität vermittelt werden. Die Nutzung der Potenziale von Netzintegrationskonzepten bedarf dabei nicht zuletzt einer erfolgreichen Marktkommunikation, die auch die bisherigen Akzeptanzhemmnisse gezielt anspricht, z. B. fehlendes Wissen, mangelnde Leistungsfähigkeit, defizitäre Ladeinfrastruktur. Aber auch die Stärkung der Möglichkeit, die Elektromobilität konkret und risikofrei zu testen, bietet sich an, die Abstraktion des Themas insgesamt zu überwinden. Dabei können potenzielle Nutzer durch die „Erfahrung der Elektromobilität“ im wörtlichen Sinne an Elektrofahrzeuge „gewöhnt“ werden, z.B. über Mietwagenangebote oder Road Shows.

All of these aspects apply all the more to V2G concepts: the contribution to climate protection and cost savings is increased, but the risks in terms of technology or the restriction of comfort appear to be far greater than with electromobility in general. With regard to the development of incentive systems and business models for the grid integration of electric vehicles, different approaches are possible:

• • In order to appeal to the environmental awareness of private individuals or companies, V2G business models must fundamentally clarify and successfully communicate the connections between the increased use of renewable energies and load balancing through mobile storage.
• • In order to reduce costs, savings in the area of operating costs would be possible for private individuals and companies, for example through special charging tariffs, which would make "filling up" significantly cheaper in the long run than for conventional vehicles. However, cost savings can also be achieved when providing the infrastructure, the vehicles, e.g. as part of complete packages with your own home, power connection or similar, or the charging current, e.g. special V2G tariffs, free charging at V2G stations, etc.
• • The grid integration of electric cars can benefit technology enthusiasts with a high household income, e.g. B. via integration into Smart Home applications, e.g courses as part of an integrated Home & Car energy management or via innovative applications and services in connection with mobility. Last but not least, the use of the potential of network integration concepts requires successful market communication that also specifically addresses the previous obstacles to acceptance, e.g. B. lack of knowledge, lack of performance, deficient charging infrastructure. But strengthening the possibility of testing electromobility in a concrete and risk-free way also offers a way of overcoming the abstraction of the topic as a whole. Potential users can literally be "accustomed" to electric vehicles through the "experience of electromobility", for example through rental car offers or road shows.

Overall, it can be assumed that network integration will continue to be a so-called "low-involvement" topic that customers tend not to want to deal with on a day-to-day basis. With regard to the active addressing of relevant target groups, the question of which forms of market communication or change in the development conditions could be used to shape network integration into the high-involvement topic is particularly relevant.

Summary of the Invention

It is the object of the invention to specify a charging station device, a control system and a method which enable simple, efficient and cost-effective storage of electrical energy and transfer of electrical energy to a motor vehicle.

The object is achieved by a charging station device, comprising a first charging station for electrically charging energy stores in motor vehicles, comprising a first control unit for controlling the charging station, comprising a second charging station for electrically charging energy stores in motor vehicles, which has a second control unit for controlling the second Comprises charging station, wherein the first control unit is set up so that a first energy store of a first motor vehicle is removed from the first charging station electric charge after the first energy store has been electrically connected to the first charging station, wherein the second control unit is set up so that a second Energy storage of a second motor vehicle from the second charging station electric charge is supplied after the second energy storage has been electrically connected to the charging station.

According to the invention, an electrical charge is thus exchanged between the energy stores of two motor vehicles via two conventional charging stations which can be located at different locations. Each charging station is preferably connected to at least one electricity network of at least one network operator. Existing charging infrastructure can be used to transfer electrical charge between at least two motor vehicles by using the charging stations and the power grid. Any voltage differences can also be compensated for.

A simple, centrally controlled system is preferably used, which enables the charge to be exchanged between vehicles, for example of the same owner, at two charging stations.

The first charging station and the second charging station are preferably connected to one another via a power grid.

The first charging station, in particular the first control unit, and the second charging station, in particular the second control unit, preferably have means for identifying individual motor vehicles whose electrical energy stores are electrically connected to the corresponding first charging station and/or second charging station, and/or means on to identify individual electrical energy stores of motor vehicles that are electrically connected to the first charging station and/or to the second charging station. For example, an input surface and/or a camera system and/or a data interface can be used to identify a motor vehicle and/or its energy store.

The charging station device, in particular the first control unit and/or the second control unit, is preferably set up to retrieve data from a memory and/or from a communication interface, with the data specifying or being able to be specified with the aid of the data whether an electrical energy store of an identified motor vehicle or an identified electrical energy store of a motor vehicle, which is electrically connected to the respective first and/or second charging station, is to be charged or discharged.

The charging station device is preferably set up to draw electrical charge from the first energy store of the first motor vehicle via the first charging station and to supply it to the second energy store of the second motor vehicle via the second charging station, with the electrical charge being transferred from the first charging station to the second charging station via a power grid , and/o whereby electricity is transmitted to an electricity provider and/or electricity is obtained from an electricity supplier and/or the electricity is temporarily stored and/or the electricity price and/or grid fees are offset.

The charging stations can be used in particular to transmit electricity from a first motor vehicle to a second motor vehicle directly, so to speak, but at different locations, via the charging stations as connection points, in particular essentially simultaneously, for example so that after the first motor vehicle has been discharged, a The second motor vehicle is charged, or at different times, with or without charging for the electricity supplied.

According to the invention, a control system can write and/or read data in a memory in order to identify individual motor vehicles and/or to identify individual electrical energy storage devices in motor vehicles, as well as data about the state of charge and/or the charging requirement and/or the discharging requirement of the identified motor vehicles and /or the identified electrical energy store, the control system being set up to determine from the data whether an energy store of a motor vehicle that is electrically connected to a charging station should be charged or discharged and/or set up to transfer the data via a To provide communication interface to a system that determines from the data whether an energy storage device of a motor vehicle, which is electrically connected to a charging station, is to be charged or discharged.

Such a control system can preferably access data and/or write and/or read data into a memory, relating to the current electricity price and/or the electricity price development, in general and/or from specific electricity suppliers and/or network operators and/or at specific charging stations and/or or of certain motor vehicles or electrical energy stores of motor vehicles, namely in the event that these energy stores are discharged at a charging station and thus provide energy, and/or on data relating to the current or future weather.

The control system preferably includes at least one, preferably many, customer units, for example applications such as web applications and/or mobile applications, which have a data connection with a central unit of the control system, the customer unit being set up to send the central unit information about whether a specific motor vehicle or a specific energy storage device of a motor vehicle is or will be connected to a charging station, and/or what state of charge a specific motor vehicle or a specific energy storage device of a motor vehicle has or will have at the charging station, and/or what the charging requirement and/or discharging requirement is specific motor vehicle or a specific energy store of a motor vehicle has or will have, and/or what customer preferences exist for a specific motor vehicle or a specific energy store of a motor vehicle with regard to charging and/or discharging and/or whether the specific motor vehicle and/or the specific energy store for example for a certain period of time, also as an energy supplier, for example against payment, and/or with regard to a target state of charge for a certain motor vehicle or a certain energy store of a motor vehicle, which is to be reached at a certain point in time, for example.

The control system, in particular the central unit, can, for example, communicate these preferences or requests to a charging station, which then establishes the connection to connected vehicles and can also distribute charges between the vehicles according to the setup. The control system, in particular the central unit, can be arranged at a central location, for example a computer and/or in a cloud, for example not at the location of a charging station. The control system can also be designed directly at a charging station.

A control system as described above, in particular the central unit of the control system, preferably communicates via the communication interface with the first charging station, preferably with the first control unit for controlling the first charging station, and with the second charging station, preferably with the second control unit for controlling the second charging station.

A method according to the invention for charging and/or discharging a first electrical energy store of a first motor vehicle and a second electrical energy store of a second motor vehicle can provide that the first energy store of the first motor vehicle is electrically connected to a first charging station, that the first charging station is then connected to the first energy store removes electrical charge, that thereafter the second energy store of the second motor vehicle is electrically connected to the second charging station, that thereafter the second charging station supplies electrical charge to the second energy store.

At the point in time at which the first charging station draws electrical charge from the first energy store, the first energy store can have a different voltage level than the second energy store at the point in time at which the second charging station supplies electrical charge to the second energy store.

The first motor vehicle and the second motor vehicle can have the same owner and/or be part of the same vehicle fleet. The owner can thus transfer electricity from one of his vehicles to another of his vehicles via the charging stations.

The electrical charge that is drawn from the first motor vehicle was preferably obtained by alternative power generation, in particular by photovoltaics or by wind energy. This alternatively generated electricity can be transmitted to another motor vehicle via the charging stations, preferably using a public electricity grid.

The first charging station can be set up so that it only removes electrical charge from the first energy storage device if an electricity price from at least one electricity provider at the time at which the first charging station removes or would remove the electrical charge from the first energy storage device is higher than the electricity price of the electricity provider at the point in time at which the electrical charge was supplied to the first energy storage device and/or is higher than the electricity price at which the owner of the first energy storage device is already able to deliver the electrical charge. The charge from vehicles can then be used, discharged and/or transferred to another motor vehicle when the electricity price from the network or from the electricity supplier is currently high, in particular higher than the price of electricity from the energy storage device of the motor vehicle.

A charging station device and/or a control system as described above can be set up to carry out and/or support such a method.

A central, for example cloud-based control system can thus be used to coordinate the charge exchange across charging stations. The charging stations are preferably networked, so it can be centrally controlled from where to where the charge is transported.

The existing power grid can be used to feed in the charge on one side - at a charging station - and to remove it again somewhere else - at another charging station.

• • Kosteneinsparung durch Transfer von einem günstig geladenen Akku/Energiespeicher eines Fahrzeugs in ein zweites Fahrzeug,
• • Kompensation von hohen Energiepreisen durch Nutzung von Batterien anderer Teilnehmer, die für die Zeit der Entnahme sonst keinen Mehrwert bieten,
• • Abdecken von kurzfristigen Spitzenleistungen durch Nutzung vorhandener Batterien,
• • Transport von Strom,
• • CO2 Reduktion durch Transfer von grünem Strom in zweites Fahrzeug (beispielsweise von eigens erzeugtem PV Strom),
• • Sehr kostengünstige Aufladung möglich, da kein Strom von externen Lieferanten bezogen wird.

The following advantages can preferably be achieved with the invention:

• • Cost savings through the transfer of a cheaply charged battery/energy storage device from one vehicle to a second vehicle,
• • Compensation for high energy prices by using batteries from other participants that otherwise offer no added value for the time of withdrawal,
• • Cover short-term peak power by using existing batteries,
• • transport of electricity,
• • CO2 reduction through the transfer of green electricity to a second vehicle (e.g. from PV electricity generated in-house),
• • Very inexpensive charging possible, as no electricity is obtained from external suppliers.

character list

• Fig. ist eine schematische Darstellung einer erfindungsgemäßen Ladestationsvorrichtung und eines erfindungsgemäßen Steuerungssystems.

The invention is described below by way of example with reference to the drawing.

• 2 is a schematic representation of a charging station device and a control system according to the invention.

Detailed description of the invention

• Kraftfahrzeuge 4, 5, insbesondere Elektrofahrzeuge, dienen gleichermaßen als Energielieferant und/oder auch als Energiekonsument. Ein erster Energiespeicher 2 eines ersten Kraftfahrzeugs 4 ist gefüllt und kann, wenn der Eigentümer einer Entnahme allgemein oder unter bestimmten Umständen zustimmt, von der ersten Ladestation 1 entnommen werden. Andere, zweite Kraftfahrzeuge 5, bzw. deren zweite Energiespeicher 3, weisen einen geringen oder leeren Ladezustand auf, und sollen an der zweiten Ladestation 11 geladen werden.

FIG. 1 schematically shows components of a charging station device according to the invention and a control system according to the invention. The components include:

• Motor vehicles 4, 5, in particular electric vehicles, serve equally as an energy supplier and/or as an energy consumer. A first energy store 2 of a first motor vehicle 4 is filled and can be removed from the first charging station 1 if the owner agrees to a removal in general or under certain circumstances. Other, second motor vehicles 5 or their second energy stores 3 have a low or empty state of charge and are to be charged at the second charging station 11 .

The charging stations 1 and 11 are conventional charging stations that are connected to at least one electricity network 9 of at least one network operator and preferably at least one electricity supplier.

The control system 6 can be used to determine which vehicles or which energy stores 2, 3 are to be charged or discharged electrically. The control system 6 can be arranged centrally, for example in a cloud, remote from the charging stations 1, 11, for example as a central unit which is connected to the charging stations 1, 11 via communication interfaces.

Data relating to the current electricity price 7, relating to the weather 8, and data on customer preferences can be made available to the control system 6. For example, data about customer preferences and wishes can be entered via a customer unit, for example via a web application and/or mobile application.

A user of the system uses an interface, for example a web app that can be used on the go, to set whether, if required, he also wants to make his vehicle 4 available as an energy supplier for a limited period of time in exchange for payment. In addition, a target state of charge can be entered independently of this, which must be reached by a certain time. This data is in turn communicated to the charging stations 1, 11, which then establish the connection to connected vehicles 4, 5 and can also distribute charges between the vehicles 4, 5 according to the setup.

The control system 6, which can be operated directly at a charging station 1, 11 but preferably remotely, establishes the logical connection between users and their vehicles 4, 5 and the charging stations 1, 11 to which the respective vehicle 4, 5 is plugged . The information is used in order to be able to react to high energy prices and, according to the forecast for electricity prices, to compensate for short-term peak consumption or very high energy prices by using other participants. Energy is taken from these for the period in which they are not picked up by the owner, in order to later bring them back to the desired charge level with cheaply sourced electricity.

• Ein Besitzer eines Kraftfahrzeuges 4, 5 (Elektrofahrzeug) hat sich am System registriert und seine Präferenzen eingestellt. Ein Kraftfahrzeug 4, 5 ist in der Lage, auch Ladung abzugeben.

The following requirements may exist for the components:

• An owner of a motor vehicle 4, 5 (electric vehicle) has registered with the system and set his preferences. A motor vehicle 4, 5 is able to deliver charge.

1. 1. Kraftfahrzeug-(BEV)-Besitzer parkt auf einem mit einer entsprechenden ersten Ladestation 1 ausgestattetem Parkplatz das erste Kraftfahrzeug 4 und auf einem mit einer entsprechenden zweiten Ladestation 11 ausgestattetem Parkplatz das zweite Kraftfahrzeug 5.
2. 2. Das Fahrzeug 4, 5 wird bei der entsprechenden Ladestation 1, 11 angesteckt.
3. 3. Ladung wird bei Bedarf dem Fahrzeug 4, 5 zugeführt oder auch vorübergehend entnommen (sofern entsprechend eingestellt).
4. 4. Eine finanzielle Abrechnung kann über ein zentrales System, insbesondere Cloud-System, erfolgen, insbesondere automatisch.
5. 5. Das Fahrzeug 4, 5 wird von der Ladeinfrastruktur bzw. der entsprechenden Ladestation 1 oder 11 entfernt.

A procedure for transferring a load to another motor vehicle can include the steps:

1. 1. Motor vehicle (BEV) owner parks the first motor vehicle 4 in a parking space equipped with a corresponding first charging station 1 and the second motor vehicle 5 in a parking space equipped with a corresponding second charging station 11.
2. 2. The vehicle 4, 5 is plugged into the corresponding charging station 1, 11.
3. 3. Charge is supplied to the vehicle 4, 5 as required or temporarily removed (if set accordingly).
4. 4. A financial statement can be made via a central system, in particular a cloud system, in particular automatically.
5. 5. The vehicle 4, 5 is removed from the charging infrastructure or the corresponding charging station 1 or 11.

The charging stations preferably have a cloud interface that can be used to control the charging process. The electricity drawn or supplied can also be communicated to the cloud interface for billing. If no power is drawn from sources other than the connected vehicle, no billing may be required for the power supplied. Only the network usage fee charged by the network operator may be due.

For example, only as much energy can be drawn off as is currently being fed in. The charging stations can be located at different locations. The power grid is used to distribute the electricity.

This can lead to a CO2 reduction by transferring green electricity to a second vehicle (e.g. from PV electricity generated in-house). Fleet operators can transfer power from vehicles with a high charge level to those with a low battery level. For example, there is no need to reload cargo if the battery level in one vehicle is no longer sufficient for the route to be driven and a second, fully charged vehicle is available whose energy can be transferred to the first vehicle. There is no need for the vehicles to be in close proximity to each other to exchange loads

Reference List

1

first charging station

11

second charging station

2

first energy storage

3

second energy storage

4

first motor vehicle

5

second motor vehicle

6

control system

7

Data regarding the current electricity price

8th

Data related to the weather

9

power grid

Claims (15)

Charging station device, comprising a first charging station (1) for electrically charging energy stores (2, 3) of motor vehicles (4, 5) comprising a first control unit for controlling the charging station (1), comprising a second charging station (11) for electrically charging energy stores (2, 3) of motor vehicles (4, 5), which includes a second control unit for controlling the second charging station (11), characterized in that the first control unit is set up to a first energy store (2) of a first motor vehicle (4 ) electric charge is removed from the first charging station (1) after the first energy storage device (2) has been electrically connected to the first charging station (1), the second control unit being set up so that a second energy storage device (3) of a second motor vehicle ( 5) electrical charge is supplied from the second charging station (11) after the second energy store (3) has been electrically connected to the charging station (1). charging station device claim 1 , characterized in that the first charging station (1) and the second charging station (11) are connected to one another via a power supply system (9). charging station device claim 1 or 2 , characterized in that the first charging station (1), in particular the first control unit, and the second charging station (11), in particular the second control unit, have means for charging individual motor vehicles whose electrical energy stores (2, 3) to the corresponding first charging station ( 1) and/or the second charging station (11) are electrically connected, and/or means to identify individual electrical energy stores (2, 3) of motor vehicles that are connected to the first charging station (1) and/or to the second charging station ( 11) to be electrically connected to identify. Charging station device according to one of Claims 1 until 3 , characterized in that the charging station device, in particular the first control unit and/or the second control unit, is set up to call up data from a memory and/or from a communication interface, the data defining or being able to be defined with the aid of the data whether an electric Energy store (2, 3) of an identified motor vehicle (4, 5) or an identified electrical energy store (2, 3) of a motor vehicle (4, 5) which is electrically connected to the respective first and/or second charging station (1). or should be discharged. Charging station device according to one of Claims 1 until 4 , characterized in that the charging station device is set up to draw electrical charge from the first energy storage device (2) of the first motor vehicle (4) via the first charging station (1) and from the second energy storage device (3) of the second motor vehicle (5) via the second charging station (11), the electrical charge being transferred from the first charging station (1) to the second charging station (11) via a power grid (9), and/or with electricity being transmitted to an electricity provider and/or with electricity from is obtained from an electricity supplier, and/or the electricity is temporarily stored in the process, and/or the electricity price and/or grid fees are offset. Control system (6), characterized in that the control system (6) can write and/or read data into a memory in order to identify individual motor vehicles (4, 5) and/or to identify individual electrical energy stores (2, 3) of motor vehicles ( 4, 5), as well as data about the state of charge and/or the charging requirement and/or the discharging requirement of the motor vehicle (4, 5) and/or the electrical energy store (2, 3), the control system (6) being set up for this to determine from the data whether an energy store (2, 3) of a motor vehicle (4, 5), which is electrically connected to a charging station (1, 11), should be charged or discharged and/or is set up to do so, the data via a communication interface to a system that determines from the data whether an energy store (2, 3) of a motor vehicle (4, 5), which is electrically connected to a charging station (1, 11), is charged or discharged should. Control system (6) after claim 6 , characterized in that the control system (6) can access data and/or write and/or read data into a memory relating to the current electricity price (7) and/or the electricity price development, in general and/or from specific electricity suppliers and/or Network operators and/or at certain charging stations (1, 11) and/or of certain motor vehicles (4, 5) or electrical energy storage devices (2, 3) of motor vehicles (4, 5) and/or on data concerning the current or future weather (8). Control system (6) after claim 6 or 7 , characterized in that the control system (6) comprises at least one, preferably many, customer units which have a data connection with a central unit of the control system (6), the customer unit being set up to send the central unit information as to whether a specific motor vehicle (4, 5) or a specific energy store (2, 3) of a motor vehicle (4, 5) is or will be connected to a charging station (1) and/or what state of charge a specific motor vehicle (4, 5) or a specific energy storage device (2, 3) of a motor vehicle (4, 5) has or will have at the charging station (1), and/or what charging requirements and/or discharging requirements a specific motor vehicle (4, 5) or a specific energy storage device (2, 3) of a motor vehicle (4, 5) has or will have, and/or which customer preferences exist for a specific motor vehicle (4, 5) or a specific energy store (2, 3) of a motor vehicle (4, 5) with regard to charging and/or discharging and/or whether the specific motor vehicle (4, 5) and/or the specific energy store (2, 3) is also made available as an energy supplier, for example for a fee, for example for a specific period of time, and/or with regard to a destination - State of charge for a specific motor vehicle (4, 5) or a specific energy store (2, 3) of a motor vehicle (4, 5), which is to be reached, for example, at a specific point in time. Control system (6) according to one of Claims 6 until 8th , and at least two charging stations (1, 11) after claim 4 , characterized in that the control system (6), in particular the central unit of the control system (6) via the communication interface with the first charging station (1), preferably with the first control unit for controlling the first charging station (1), and with the second charging station ( 11), preferably communicates with the second control unit for controlling the second charging station (11). Method for charging and/or discharging a first electrical energy store (2) of a first motor vehicle (4) and a second electrical energy store (3) of a second motor vehicle (5), characterized in that the first energy store (2) of the first motor vehicle (4 ) is electrically connected to a first charging station (1), so that the first charging station (1) then draws an electrical charge from the first energy storage device (2), that the second energy storage device (3) of the second motor vehicle (5) is then connected to a second charging station (11 ) is electrically connected, that then the second charging station (11) the second energy storage device (3) supplies electrical charge. procedure after claim 10 , characterized in that the first energy store (2) at the point in time at which the first charging station (1) removes electrical charge from the first energy store (2) has a different voltage level than the second energy store (3) at the point in time at which the second charging station (11) supplies the second energy store (3) with an electrical charge. procedure after claim 10 or 11 , characterized in that the first motor vehicle (4) and the second motor vehicle (5) have the same owner and/or are part of the same vehicle fleet. Procedure according to one of Claims 10 until 12 , characterized in that the electrical charge, which is taken from the first motor vehicle (4), was obtained by alternative power generation, in particular by photovoltaics or by wind energy. Procedure according to one of Claims 10 until 13 , characterized in that the first charging station (1) only removes electrical charge from the first energy store (2) if an electricity price of at least one electricity provider at the time at which the first charging station (1) discharges the electrical charge from the first energy store (2). withdraws, is higher than the electricity price of the electricity provider at the time when the first energy store (2) was supplied with the electrical charge and/or is higher than the electricity price at which the owner of the first energy store (2) already owns the to give off an electric charge. Charging station device according to one of Claims 1 until 5 and / or control system (6) according to one of Claims 6 until 9 , characterized in that the charging station device and / or the control system (6) is adapted to a method according to any one of Claims 10 until 14 carry out and/or support.

Images