EP3782256A1 - Station de charge destinée à charger des véhicules électriques comprenant un équipement de commande pour la détermination d'une capacité équivalente d'accumulateur d'un accumulateur virtuel de précharge et procédé associé - Google Patents

Station de charge destinée à charger des véhicules électriques comprenant un équipement de commande pour la détermination d'une capacité équivalente d'accumulateur d'un accumulateur virtuel de précharge et procédé associé

Info

Publication number
EP3782256A1
EP3782256A1 EP19717875.9A EP19717875A EP3782256A1 EP 3782256 A1 EP3782256 A1 EP 3782256A1 EP 19717875 A EP19717875 A EP 19717875A EP 3782256 A1 EP3782256 A1 EP 3782256A1
Authority
EP
European Patent Office
Prior art keywords
charging
power
storage capacity
equivalent storage
charging station
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP19717875.9A
Other languages
German (de)
English (en)
Inventor
Johannes BROMBACH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wobben Properties GmbH
Original Assignee
Wobben Properties GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wobben Properties GmbH filed Critical Wobben Properties GmbH
Publication of EP3782256A1 publication Critical patent/EP3782256A1/fr
Pending legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with provisions for charging different types of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/67—Controlling two or more charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Definitions

  • the present invention relates to a charging station for charging electric vehicles. Moreover, the present invention relates to a method for controlling a charging station.
  • Charging stations for charging electric vehicles are well known. They are specially designed so that they draw electrical power from an electrical supply network in order to charge individual electric vehicles at charging stations. With increasing numbers of electric vehicles and especially the desire for a fast-charging capability, the demands on the electrical supply network to provide the power required by the charging stations. This may particularly concern distribution networks connected to transmission networks.
  • Vorlade stands are usually designed as batteries and can be correspondingly expensive.
  • the increase of the possible load peaks and in general the increase of the removable power also depends on the size of the pre-charge memory. Accordingly, too large preload memory are avoided for reasons of cost.
  • An active power limitation at the network connection point of the charging station can still be achieved relatively frequently.
  • German Patent and Trademark Office has in the priority application for the present application the following state of the art research: US 2013/0229149 A1, US 2014/0139188 A1, WO 2016/120240 A1, the article "A Virtual Power Plant Management Model Based on Electric Vehicle Charging Infrastructure Distribution "by M. Musio et al.,” Demand Side Management: Demand Response, Intelligent Energy Systems, and Smart Loads “by P. Palensky et al. and the article “Hierarchical Microgrid Energy Management in Office Building” by Xiaolong Jin et al.
  • a cost-effective solution should be proposed to reduce capacity bottlenecks at a charging station or completely avoided, taking into account a limited capacity at the grid connection point to which the charging station is connected.
  • a charging station according to claim 1 is proposed.
  • Such a charging station is thus provided for charging electric vehicles. This concerns in particular electric cars, but can also affect other electric vehicles.
  • the charging station is connected to an electrical supply network via a network connection point, which is considered here as part of the charging station.
  • a network connection point may be a physical connection point for connecting the charging station, but it may also be a measuring point in the electrical supply network, especially one which is further away from a physical connection point in the electrical supply network.
  • connection power value is taken from the electrical supply network via this grid connection point.
  • the grid connection point has a connection power value up to which the charging station can draw maximum power from the electrical supply network.
  • a connection power value is regularly a technical limitation of the network connection point, but can also be predetermined by the network operator operating the electrical supply network in the area.
  • such a connection power value is determined when such a connection point is created for the first time.
  • Such a determination is usually based on an actual physical capacity limit, which may also relate to a relevant part of the electrical supply network, in particular may also relate to a connection line from the network connection point to a remaining part or section of the electrical supply network.
  • the charging station also comprises at least one charging terminal, which is provided in each case for charging an electric vehicle.
  • a charging terminal can be regularly designed as a so-called charging station, but it can also be summarized several charging terminals in a charging station. In any case, an electric vehicle is charged via a charging terminal.
  • the charging station comprises at least one additional controllable consumer.
  • This controllable consumer is namely to the at least one loading terminal an additional controllable consumer, because a loading terminal is also a controllable consumer.
  • This at least one additional controllable consumer is thus not a loading terminal. So if not only a loading terminal is provided, but many loading terminals, is added to these many loading terminals at least one additional controllable load, which is not a loading terminal.
  • a controllable consumer for example, be a device of the charging station, which is not directly related to the electrical charging of vehicles.
  • the charging station can be designed as a gas station and such a gas station usually has another, usually extensive, infrastructure, such as a restaurant.
  • Such a restaurant may include, for example, a cold store.
  • This cold store can also be controlled at least temporarily detached from the current cooling demand or not, because it has a high thermal capacity regularly and therefore can temporarily dispense with power to control the cooling function, without the temperature rises too high in the cold store.
  • the loading terminal comprises a control device for controlling the charging station.
  • This control device can be provided in particular to coordinate the control of the charging terminals and the at least one additional controllable consumer.
  • the controller is prepared to determine an equivalent storage capacity of a virtual pre-charge memory and to control the charging of the electric vehicles depending on the connected power value and the equivalent storage capacity.
  • the equivalent storage capacity describes a value corresponding to a storage capacity of a pre-charge virtual electric memory that can provide, for a predetermined charging period, an extra charging power determined by the storage capacity to increase a charging power limited by the terminal power value.
  • the virtual Vorlade unor behaves much like an actual Vorlade unor by it can provide appropriate power for a short time.
  • the virtual electric pre-charge memory can accomplish this in particular by reducing the power of one or more other consumers, especially the at least one additional controllable consumer, thereby releasing additional power that can be used as charging power. This can also be called activating extra power. If appropriate, this may even increase the power via the connection power value, if the at least one additional controllable consumer receives its power via another network connection point than the one via which the charging station otherwise obtains its power for charging the electric vehicles.
  • an equivalent storage capacity can be determined accordingly.
  • This equivalent storage capacity or a considered part thereof, can be calculated from an integration of the activatable additional service over a period of time, in particular the charging period. But it may also be an actual Vorlade Eat part of the virtual Vorladeiquess and the equivalent storage capacity can then be composed accordingly from the storage capacity of the actual Vorlade Boulevards and the activatable by the at least one controllable load power.
  • the control device is prepared to determine the equivalent storage capacity at least as a function of an operating point of the at least one further controllable consumer and the predetermined charging period.
  • the operating point of the at least one further controllable consumer may in particular indicate a current power value which specifies the power consumed by the controllable consumer at the moment. If this power value can be lowered to zero or another lower value, in particular for the duration of the predetermined charging period, this results in an activatable amount of energy, which would not be consumed by the latter in the event of such a power reduction of the controllable load. This activatable energy can then form the equivalent storage capacity, if nothing else is added, or it is supplemented to the equivalent storage capacity. This can be composed, for example, of further such savings in energy quantities of other controllable consumers.
  • the charging station can also have an electric pre-charge storage, that is an actual charge.
  • control device is prepared to additionally determine the equivalent storage capacity as a function of an actual storage capacity of the electric pre-charge memory.
  • the actual storage capacity of the electric pre-charge memory particularly designates an amount of energy available and available in the pre-charge storage.
  • the equivalent storage capacity can then be composed, for example, of the actual storage capacity and at least one amount of energy that can be activated by reducing a consumer. It is also possible to add further such activatable amounts of energy.
  • a charging situation of the at least one charging terminal is taken into account if at least two electric vehicles are charged and at least one electric vehicle can be reduced in its charging power, thereby increasing a charging power of a further electric vehicle.
  • this reducible charging power can be integrated into an activatable amount of energy over a predetermined period of time or taken into account as an activatable amount of energy.
  • Such an amount of energy that can be activated by reducing the charging power can then be calculated or supplemented to the equivalent storage capacity, as has already been explained for a further controllable consumer.
  • This is based in particular on the consideration that at least one electric vehicle should be charged as quickly as possible via a fast charge, whereas the at least one further electric vehicle does not have to be charged via a fast charging process.
  • a longer period of time over which it is to be charged can be specified for this further electric vehicle.
  • the charging station is part of a service area and while a driver wants to continue as fast as possible, the other wants to use the loading of his vehicle for a rest.
  • a charging period can be specified, which is available for charging this electric vehicle, this charging period is so long that it allows a reduction of the charging power of the electric vehicle.
  • the charging station is characterized in that the control device is prepared to generate electric power from the pre-charge storage device for supporting the electrical system.
  • provide supply network in particular taking into account the equivalent storage capacity.
  • the charging station if it has a pre-charge memory, can also be used to feed electrical power into the electrical supply network.
  • the charging station for the electrical supply network is a consumer, but in exceptional cases, for example, for a short-term greatly increased power demand in the electrical supply network, this power requirement can be served by feeding electrical power from the pre-charge memory.
  • the support of the electrical supply network using electrical power from the pre-charge memory is carried out in particular taking into account the equivalent storage capacity.
  • a control may be provided in particular such that the charging operation of the charging station is maintained.
  • the equivalent storage capacity can be taken into account, for example, such that one part is used for charging connected electric vehicles, while another part is used for feeding into the electric supply network. It should be noted that here the equivalent storage capacity is composed of an actual storage capacity of the pre-charge storage and of controllable consumers of activatable energy quantity.
  • control device is set up to determine a power reduction of the at least one additional load which is possible for the predefined charging period and to determine the equivalent storage capacity depending thereon.
  • the consideration of the operating point of the corresponding controllable consumer can be made by examining how far it can be reduced in its power consumption to the current operating point.
  • the control device is preferably set up to determine, in particular to predict, a temporary charging power bottleneck and / or a temporary reduction of the connection power value, and to determine the charging period and / or the equivalent storage capacity depending thereon. This is based in particular on the idea that less power can be taken from the electrical supply network at the grid connection point for technical reasons and / or due to a specification of the grid operator of the electrical supply grid. This allows a temporary loading ice bottleneck. A temporary reduction of the power which can be taken from the grid connection point can be termed a temporary reduction of the connection power value. Such a bottleneck or such a reduction can preferably be predicted by, for example, knowing a network behavior over a daily routine.
  • a loading period can be determined. It should be noted that a charging station, especially if this is designed as a public charging station, always always charging electric vehicles, or at least mostly. A charging period is then a defined period of time, for example in the range of 10 minutes or 1 hour or a range of 10 minutes to 1 hour, for which the charging of one or more electric vehicles is planned. If a temporary charging power bottleneck or a temporary reduction of the connection power value is detected or predicted for a certain period of time, then this time period, which can also be referred to here as the problem period, can be determined as the charging period.
  • the loading period does not have to be identical to the problem period, but can, for example, also begin somewhat earlier and end a little later, which may be useful, especially in the case of a prediction of the problem period, in order to compensate for uncertainties of the prediction.
  • the equivalent storage capacity can be determined.
  • the respectively available power over the charging period can be integrated here into the storage capacity.
  • the equivalent storage capacity has been determined and depending on which charging of the electric vehicles can be controlled for the charging period determined thereby.
  • this charging control is essentially decoupled from the specific control mechanisms for providing the charging power, that is to say, for example, the activation of an additional controllable consumer. It only needs to take this equivalent storage capacity into account.
  • a corresponding control is performed for example, to enable power of a controllable consumer by reducing it in its consumption.
  • controlling the precharge store if any, may be needed to provide the necessary power for charging.
  • These power delivery controllers may still be decoupled from controlling the charging of each vehicle. In other words, the controller controlling the charging of the electric vehicles need not know if a precharge store with a good state of charge exists, if just a lot of power can be taken from the grid at the grid connection point, or if a controllable consumer is still activating further power allows.
  • the charging period is determined as a function of at least one electric vehicle to be charged, in particular as a function of a charging characteristic of the respective electric vehicle to be charged, and then the equivalent storage capacity is determined as a function thereof.
  • This embodiment thus does not start from the said problem period for the charging period, but from an actual period for charging an electric vehicle, or a part thereof. Considerations that have been explained in connection with the problem period can nevertheless be carried out additionally.
  • An equivalent storage capacity is an amount of energy for a predetermined period, which can be composed of several components.
  • a component may be an actual amount of energy stored in a precharge store.
  • Another component is an amount of energy that can be activated by reducing at least one other consumer in the predetermined period of time.
  • several of these controllable consumers can also take into account several amounts of energy.
  • the at least one additional controllable consumer comprises an absolutely variably controllable consumer which can be operated completely or partially reduced as required and in particular is designed as a producing consumer whose production quantity can be reduced by activation by the control device ,
  • a consumer is therefore controllable, namely especially by the control device.
  • An example is a producing consumer that generates, for example, a gas, such as hydrogen or methane. This gas can be fed into a pipeline network or collected in a tank. If there is a lot of power because little charging power is needed, this consumer can work and produce the corresponding gas with or out of the required power. However, if a lot of charging power is required to charge electric vehicles, this consumer can be reduced in its power consumption, possibly even reduced to zero. This creates an activatable amount of energy.
  • the at least one additional controllable consumer comprises a temporally displaceable working consumer, the work to be performed optionally completely or temporally displaceable performed, so that a work performance in a period can be reduced if it is provided in another period.
  • a charging power is divided into a fixed part and a variable part, wherein the variable part is controllable and the equivalent storage capacity is determined depending on this variable part.
  • variable part of the charging power can thus be taken into account in the equivalent storage capacity. For example, when a vehicle starts to charge which has a high fixed charging requirement and many vehicles are in the store having a high variable component, the one vehicle can access a large equivalent memory which is made up of the variable portions of the charging currents of the other vehicles results.
  • control device is preferably prepared, in particular as a function of the equivalent storage capacity, to control the charging of the at least one electric vehicle, to predefine at least one charging target value or an available charging power to the relevant charging terminals.
  • the equivalent storage capacity in a targeted manner for controlling the charging of the electric vehicles.
  • a variant which has been found to be particularly suitable is to specify a charging setpoint or an available charging power at the terminals concerned.
  • This superordinate control system which takes into account the equivalent storage capacity, therefore does not need to individually perform the actual control of the charging of each individual electric vehicle, but merely generates corresponding orientation values as a function of the equivalent storage capacity.
  • orientation values which include the mentioned charging target values and the named available charging powers, then each charging terminal, or another sub-control, can carry out the control of the respective electric vehicle in detail.
  • the controller is prepared to control, in particular as a function of the equivalent storage capacity, a storage or storage of electrical power of the electric pre-charge memory.
  • the equivalent storage capacity is high and the state of charge of the electric pre-charge store is low, it is also possible to store energy in the pre-charge store. However, if the equivalent storage capacity is low, the charging of the actual pre-charge memory with a low charge state can still be postponed first.
  • the time horizons of the equivalent storage capacity are particularly relevant. For example, when not in use, the charge can be moved from the equivalent storage capacity to the real storage because it can hold the amount of energy in real storage for longer. After charging the real memory, although a recharge of the equivalent storage capacity is necessary, namely by delayed power, which has thus been temporarily reduced and thereby contributed to this equivalent storage capacity, is made up, but this can with further free network capacity of the electrical supply network from the Mains connection or, if necessary, from the real memory. In the best case, then both real and equivalent storage capacity are fully available.
  • the exchange of electrical power via the network connection point namely also by the control device and, in particular, as a function of the equivalent storage capacity. So also this functionality is proposed for the control device, which can thus exert a central control also in this point.
  • the replacement of electrical power via the grid connection point means in particular to control the amount of power to be taken from the electrical supply network. It is also possible here, at least in exceptional cases, to feed electrical power into the electrical supply network. This, too, should be able to carry out the control device according to one embodiment. At least, however, a virtual feed can be made by the control unit by reducing a consumption that is made up in a predetermined period of time.
  • control device controls the at least one additional consumer, in particular also as a function of the equivalent storage capacity.
  • This control task can also advantageously be carried out centrally by the control device, which not only calculates the equivalent storage capacity, but also retrieves a corresponding power or Energy controls and thus can provide appropriate energy for charging the electric vehicles.
  • the invention also proposes a method for controlling a charging station for charging electric vehicles.
  • the charging station comprises a network connection point, via which the charging station is connected to an electrical supply network, for removing electrical power from the electrical supply network, the network connection point having a connection power value up to which the charging station can draw maximum power from the electrical supply network, at least one charging terminal, each for charging an electric vehicle,
  • At least one controllable consumer additional to the at least one charging terminal
  • the method comprises the steps of - determining an equivalent storage capacity of a virtual pre-charge memory
  • the equivalent storage capacity describes a value which corresponds to a storage capacity of a virtual electric pre-charge memory which can provide a charge capacity determined by the storage capacity for a predetermined charge period in order to increase a charging power limited by the connection power value.
  • a method is proposed here which carries out the steps for which the control device of a charging station is designed in accordance with at least one embodiment described above. is prepared.
  • an equivalent storage capacity is therefore determined and the charging of the electric vehicles is controlled as a function of the connected power value and the thus determined equivalent storage capacity.
  • the method steps are carried out or controlled by means of the control device.
  • FIG. 1 shows a charging station in a schematic representation.
  • FIG. 1 thus shows a charging station 200 with a first and a second charging terminal 201, 202.
  • the first and the second charging terminal 201, 202 are fundamentally also representative of further charging terminals.
  • the first charging terminal 201 forms one which is also suitable for high charging powers, in particular for fast-charging services
  • the second charging terminal 202 is a normal charging terminal.
  • the second loading terminal 202 is designed like the first loading terminal 201 and in particular also has a quick-loading capability.
  • Each charging terminal can alternatively also be called a charging point. This therefore applies to both the first and the second loading terminal 201, 202.
  • an actual electrical pre-charge storage 204 is provided in the charging station 200.
  • This optional pre-charge memory 204 may provide extra power to charge electric vehicles, especially when needed. If required, the pre-charge memory 204 can supply an additional charging power to at least one charging terminal, that is to say the exemplary first charging terminal 201 and / or the second charging terminal 202. This can best be provided if there is a short-term high demand for charging power at one or more loading terminals 201, 202 in particular. It should be repeated here that the two loading terminals 201, 202 can be representative of many loading terminals. Thus, for example, if 20 loading terminals are provided, a high power requirement can arise, especially if many or all of these 20 charging terminals are used by way of example. Also When using a fast charge or many fast charges, a high power requirement for charging may arise.
  • the charging station 200 also has a service area possibly with a conventional gas station, so a gas station for refueling fossil fuels.
  • This service area is characterized here as a rest stop 206 and forms a further consumer who is at least partially controllable.
  • the partial controllability refers to the fact that some elements are controllable, such as a heater for heating the building, others are not controllable, such as an elevator or kitchen appliances in the service area.
  • a thermal storage 208 is further illustrated. This thermal storage 208 can heat up or a storage medium with a corresponding input of power and release this heat as needed, for example as heating air or as hot water.
  • such a thermal store can heat up the storage medium, for example water, and hot water can then be withdrawn, if required, especially in the upper area of a hot water store of the thermal store 208. Then it is usually reheated.
  • this initially has no or no appreciable effect, because initially such a hot water storage tank is regularly filled with cold water only at the bottom, which is then heated. The upper area does not reach the filled cold water at the moment, so that the hot water extraction is not or hardly affected, even if the refilled cold water is not heated immediately.
  • thermal storage 208 To supply the charging station 200, particularly the charging terminals 201 and 202, the optional pre-charge memory 204, the rest area 206 and the representative for other or additional loads thermal storage 208 is the charging station via a network connection point 210 and, for example, a transformer 214 to an electrical supply network 216 connected.
  • a network connection point 210 illustratively a disconnect switch is indicated, which is of course closed in normal operation.
  • a separate consumer network connection point 21 1 can be provided, if also for the loading terminals 201 and 202 and optionally the optional Vorlade arrived 204 a Ladenetzan gleichtician 212 is provided. Also, the consumer grid connection point 21 1 and the charging grid connection point 212 are illustrative provided a circuit breaker and these disconnectors are also closed in normal use and shown open here only for the sake of illustration.
  • the grid connection point 210 may be split into the consumer grid connection point 21 1 and the shop-power connection point 212, or the consumer grid connection point 21 1 and the shop-off connection point 212 are each actually stand-alone network connection points, so that the grid connection point 210 would be dispensable. However, it is also contemplated that only the grid connection point 210 is present and above, without the consumer grid connection point 21 1 and the charging grid connection point 212, the entire charging station is connected to the electrical supply network 216.
  • the use of only one network connection point, namely the network connection point 210 comes into consideration when the charging station including the rest area and other consumers such as the thermal storage 208 are completely redesigned and built.
  • a rest area may already be present with further consumers, it is possible to consider that it is connected to the electrical supply network 216 via a network connection point such as the consumer network connection point 21 1.
  • an infrastructure for charging electric vehicles is then supplemented, that is to say in particular loading terminals such as the first and second loading terminals 201, 202 are supplemented, and possibly also the pre-charging memory 204, then an additional network connection point such as the charging point 212 can be provided for this purpose.
  • the charging station 200 derives from the electrical supply network 216 a network power 220 which is distributed to all consumers of the charging station 200, namely to the first charging terminal 201, the second charging terminal 202, the rest area 206 and the thermal storage 208. Is also the optional Vorlade immediately 204 present, this can also receive power from the network power 220, and this may also be a negative proportion, so if the Vorladetechnisch not power stores, but aus acknowledgedt. Accordingly, power flows are indicated by arrows in FIG.
  • a storage capacity 224 is indicated, which emits the Vorlade Grande 204.
  • the first charging power 221 would have to be increased accordingly ,
  • the network power 220 would have to be increased by the same amount. If, however, the network power 220 is already at its maximum limit at the moment when this increased charging request is made, it can no longer be increased. The additionally required power of the first charging power 221 could therefore not be supplied.
  • the second charging power 222 could be reduced, the first power consumption 226 reduced, the second power consumption 228 reduced and / or the
  • Memory power 224 can be increased. For example, each of these four performances can make a small contribution, possibly sufficient to provide the increased power requirement of the first charging power 221. It should be noted that this is often required only a few minutes, especially with a high fast charging performance. This is mostly due to the charging characteristics of the corresponding battery that is to be charged. This increased need therefore exists regularly for only a few minutes.
  • This equivalent storage capacity indicates a storage capacity of a virtual Vorlade Boulevards.
  • the second loading terminal 202, the pre-charge storage 204, the service area 206 and the thermal storage 208 are combined to form a virtual pre-charge storage 230.
  • the virtual preload memory 230 is characterized in particular by the fact that it can not actually, or by the actual Vorlade Grande 204 only partially, store energy and can absorb or deliver power accordingly, but that he can change a power flow, in particular temporally move ,
  • the transfer of the performance of an act- In the case of the virtual memory the power consumption decreases in the case of the virtual pre-charge memory.
  • the exemplarily mentioned increased power requirement of the first charging power 221 can be realized in that the virtual pre-charging memory 230 receives the corresponding power less according to the increased power requirement of the first charging power 221, ie consumes less.
  • the virtual precharge memory actually delivering positive power, namely, when the delivered memory power 224 of the actual precharge memory 204 is correspondingly large.
  • the reduction of the performance of the pre-charge memory means that even after the reduction, power is still consumed and consumed by the elements of the virtual pre-charge memory 230, only less than before.
  • an equivalent storage capacity is determined. This basically only takes into account the potential by which the power consumption of the virtual pre-charge memory 230 can be reduced and relates this to the predetermined charging period, for example the period for which said increased power requirement of the first charging power 221 exists. This may take into account the time period, or the period for which certain loads can be reduced.
  • this equivalent storage capacity can then be determined from how much power the second charging power 222 can be reduced by how much the storage power 224 can be increased in the predetermined charging period by how much the first consumption power 226 in the predetermined charging period can be reduced and how much the second consumption power 228 can be reduced in the predetermined charging period, and how long that is possible.
  • this equivalent storage capacity can also be considered that one or more of these mentioned services can not or can not be changed uniformly uniformly over the predetermined charging period. In the end, the result is only one value for the equivalent storage capacity. Dependent on this, it can then be judged to what extent the exemplified increased demand of the first charging power 221 can be satisfied and, accordingly, the first charging terminal 201 can be controlled.
  • controller 232 All of these equivalent storage capacity calculations may be performed by a controller 232, and this controller 232 is representative of the first and second load terminals 201, 202 and the optional precharge store 204 linked. This is intended to indicate that the control device 232 is provided especially for these elements of the charging station 200. However, it has been particularly recognized that other consumers such as the rest area 206 exemplified above and also the thermal memory 208, which is also only mentioned by way of example, can be included. Preferably, the controller 232 then performs a control of other such consumers such as the rest area 206 and the thermal storage 208 through.
  • the control device 232 may also be provided for feeding electrical power into the electrical supply network 216 and, in particular, for controlling or having a bidirectional inverter. Via such a bidirectional inverter electrical power can thus be taken from the electrical supply network 216 and also fed. This is suggested for any embodiments.
  • the charging station is coupled via a bidirectional inverter to the electrical supply network, in order to selectively remove electrical power from the electrical supply network and to feed electrical power into the electrical supply network.
  • a bidirectional inverter it is also possible, for example, to set a reactive power when removing electrical power as well as when supplying electrical power.
  • the first charging power 221 can correspond at most to the grid power 220, if appropriate plus the power which the pre-charging store 204 can supply, if it is present.
  • the first charging power 221 is not limited to the power which the charging network connection point 212 can deliver, if appropriate plus the storage capacity 224, but power received via the consumer grid connection 21 1 may be added, at least in part.
  • the topology of Figure 1, shown schematically, does not show such a compound, but it may be present or created.
  • this extension can be achieved via the then newly created Ladenetz connection point 212.
  • this charging grid connection point 212 would limit a power limit for the maximum charging power if no pre-charging memory 204 is present.
  • at least for some short-term high power requirements which are generally only in the range of a few minutes, at least part of the power that is consumed by the other consumers, in particular the service area 206, can be added. All this is especially planned and controlled by determining the equivalent storage capacity for each predetermined charging period.
  • controllable loads, movable loads, each of which can also be referred to as consumers, and possibly real memory are combined to form a virtual pre-charge memory.
  • pre-charging memory for e-mobility fast charging stations can be functionally achieved through the principle of virtual memory.
  • Increasing the capacity of a small pre-charge memory can be achieved by combining controllable and slidable loads into a high-availability network-wide storage system.
  • a network-supporting operation in combination with a pre-charge operation can also be realized if an integrated real memory is present.
  • Even a pre-charge operation without real memory is feasible.
  • network virtual storage acts like real storage, but can be built from controllable and movable loads. This may result in a correspondingly lower availability, but costs for a real pre-charge memory can be saved, at least a pre-charge memory can be made smaller.
  • the proposed simple approach a charging power can be greatly increased in the short term and still be prevented network expansion. This may possibly more Charging power can be achieved at the same grid connection costs. As a result, if necessary, a faster power connection can be achieved.
  • a provision of additional power is possible, namely by a virtual memory, a consumption shift and / or controllable loads or consumers. This can be achieved either directly at the charging point by already charging vehicles, if they can reduce their charging power. It can also be achieved by nearby loads, such as. A rest area, ovens and cooling, to give a few examples.
  • the charging power can be divided into a fixed and a variable part.
  • the variable part can be part of the virtual memory. It can also be a virtual memory with integrated real memory for system services and used as Vorlade Grande.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne une station de charge (200) destinée à charger des véhicules électriques, et la station de charge (200) comprend un point de connexion au réseau (210), par le biais duquel la station de charge (200) est connectée à un réseau d'alimentation électrique (216), afin de prélever de la puissance électrique du réseau d'alimentation électrique (216), le point de connexion au réseau (210) comportant une valeur de puissance de connexion jusqu'à laquelle la station de charge (200) peut prélever une puissance maximale du réseau d'alimentation électrique (216), au moins un terminal de charge, destiné respectivement à charger un véhicule électrique, au moins un consommateur commandable accessoire au terminal ou aux terminaux de charge, et un équipement de commande (232) destiné à commander la station de charge (200), l'équipement de commande (232) étant prévu pour déterminer une capacité équivalente d'accumulateur d'un accumulateur virtuel de précharge (230) et pour commander la charge des véhicules électriques en fonction de la valeur de puissance de connexion et de la capacité équivalente d'accumulateur, la capacité équivalente d'accumulateur décrivant une valeur qui correspond à une capacité d'accumulateur d'un accumulateur virtuel de précharge électrique (204) qui peut préparer une puissance de charge complémentaire déterminée par la capacité d'accumulateur durant un intervalle de temps préétabli, afin d'augmenter une puissance de charge limitée par la valeur de puissance de connexion.
EP19717875.9A 2018-04-17 2019-04-12 Station de charge destinée à charger des véhicules électriques comprenant un équipement de commande pour la détermination d'une capacité équivalente d'accumulateur d'un accumulateur virtuel de précharge et procédé associé Pending EP3782256A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018109078.1A DE102018109078A1 (de) 2018-04-17 2018-04-17 Ladestation zum Laden von Elektrofahrzeugen
PCT/EP2019/059449 WO2019201781A1 (fr) 2018-04-17 2019-04-12 Station de charge destinée à charger des véhicules électriques comprenant un équipement de commande pour la détermination d'une capacité équivalente d'accumulateur d'un accumulateur virtuel de précharge et procédé associé

Publications (1)

Publication Number Publication Date
EP3782256A1 true EP3782256A1 (fr) 2021-02-24

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EP19717875.9A Pending EP3782256A1 (fr) 2018-04-17 2019-04-12 Station de charge destinée à charger des véhicules électriques comprenant un équipement de commande pour la détermination d'une capacité équivalente d'accumulateur d'un accumulateur virtuel de précharge et procédé associé

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US (1) US11491888B2 (fr)
EP (1) EP3782256A1 (fr)
CN (1) CN112313854A (fr)
DE (1) DE102018109078A1 (fr)
WO (1) WO2019201781A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102018109077A1 (de) 2018-04-17 2019-10-17 Wobben Properties Gmbh Ladestation zum Laden von Elektrofahrzeugen
DE102021125192A1 (de) 2021-09-29 2023-03-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Ladestation zum Laden einer Traktionsbatterie sowie Verfahren zum Betreiben einer Ladestation

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JP4271682B2 (ja) * 2005-11-24 2009-06-03 本田技研工業株式会社 モータ駆動車両の制御装置
US20070282495A1 (en) 2006-05-11 2007-12-06 University Of Delaware System and method for assessing vehicle to grid (v2g) integration
EP2387776A4 (fr) * 2009-01-14 2013-03-20 Integral Analytics Inc Optimisation de l'utilisation et de la distribution de l'énergie dans des microréseaux
CN102834288B (zh) * 2010-04-19 2015-12-02 西门子公司 用于存储电能的设备和方法
US9278626B2 (en) * 2011-03-04 2016-03-08 Nec Corporation Charging control system, charging control method, and program
US9248752B2 (en) * 2011-03-04 2016-02-02 Nec Corporation Charging control system, charging control method, and recording medium
US9054532B2 (en) * 2012-03-02 2015-06-09 Alstom Technology Ltd. Dispatching vehicle-to-grid ancillary services with discrete switching
JP2014103717A (ja) * 2012-11-16 2014-06-05 Toshiba Corp 充放電指示装置、充放電システム、充放電管理方法ならびにプログラム
JPWO2015008624A1 (ja) * 2013-07-19 2017-03-02 日本電気株式会社 電力制御システム、電力制御方法及び記録媒体
CN105684261B (zh) 2014-10-31 2019-03-15 Abb瑞士股份有限公司 用于电动汽车充电站的控制系统及其方法
DE102015200569A1 (de) * 2015-01-15 2016-07-21 Siemens Aktiengesellschaft Virtuelles Kraftwerk mit übergeordnetem Ausbalancieren von elektrischen Energiespeicheranlagen
EP3251076A1 (fr) * 2015-01-29 2017-12-06 Siemens Aktiengesellschaft Procédé d'amélioration de la charge d'un réseau à basse tension
DE102015112752A1 (de) * 2015-08-04 2017-02-09 Wobben Properties Gmbh Elektrofahrzeug-Ladestation und Verfahren zum Steuern einer Elektrofahrzeug-Ladestation

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US20210114478A1 (en) 2021-04-22
WO2019201781A1 (fr) 2019-10-24
CN112313854A (zh) 2021-02-02
DE102018109078A1 (de) 2019-10-17
US11491888B2 (en) 2022-11-08

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