EP4351916A1

EP4351916A1 - Method for operating a system having a plurality of charging stations, and system

Info

Publication number: EP4351916A1
Application number: EP22733648.4A
Authority: EP
Inventors: David Auzinger; Harald Fischer
Original assignee: Keba Energy Automation GmbH
Current assignee: Keba Energy Automation GmbH
Priority date: 2021-06-25
Filing date: 2022-06-20
Publication date: 2024-04-17
Also published as: WO2022268677A1; DE102021116469A1

Abstract

A method for operating a system (1) that has a plurality of charging stations (10), a number of apparatuses (20), the respective apparatus (20) being associated with one or more of the charging stations (10), and a switching matrix for providing a plurality of switching states, comprising: charging electric vehicles (2, 3) by means of charging stations (10) in a specific period in which a number of the charging stations (10) are vacant, determining a requirement of a further electric vehicle (2, 3) to couple to a charging station (10), ascertaining a freely available charging power of the system for charging the further electric vehicle (2, 3), negotiating a charging plan with the further electric vehicle (2, 3), starting the charging of the further electric vehicle (2, 3) by means of the negotiated charging plan, negotiating new charging plans with a number of the electric vehicles (2, 3) comprising the further electric vehicle (2, 3) that comprise at least one changeover by means of one of the switching matrices, and charging the electric vehicles (2, 3) by means of the negotiated new charging plans.

Description

METHOD OF OPERATING A SYSTEM WITH MULTIPLE CHARGING STATIONS AND SYSTEM

TECHNICAL AREA

The invention relates to a method for operating a system with a plurality of charging stations for charging an electric vehicle with electrical energy from a multi-phase subscriber network. Furthermore, the invention relates to a system with a plurality of charging stations for charging an electric vehicle with electrical energy from a multi-phase subscriber network.

STATE OF THE ART

The present technical field relates to the charging of energy storage devices of electric vehicles. For example, the applicant's European patent EP 2 882 607 B1 describes a charging station for electric vehicles, with at least one input interface for feeding electrical energy from a stationary power supply network into the charging station, with a connection socket for connecting a charging plug of an electric vehicle for controlled delivery of electrical energy to the electric vehicle, with a plurality of electrotechnical components comprising an electronic control device for switching, measuring or monitoring the electrical energy consumed and/or emitted, and with a housing enclosing the electrotechnical components.

Different charging methods are known for electric vehicles, for example there are fast charging methods in which the charging station provides the electric vehicle with direct voltage/current (DC), or alternatively alternating current charging - methods in which the electric vehicle has single-phase or multi-phase, in particular two-phase or three-phase, alternating current (AC) is made available, which the charging vehicle converts to using a built-in AC/DC converter Converts direct current for the energy storage device to be loaded. With the AC charging process, a charging logic in the vehicle or in the energy store controls the charging process.

Furthermore, patent application EP 2 688 177 A1 describes a method which includes identifying the arrival of electric vehicles at charging terminals and identifying the energy requirements of the electric vehicles. After identifying the energy needs and before transferring the energy to the electric vehicles, phases of the electric current carried by three phase conductors are assigned to the charging terminals. This European patent application EP 2 688 177 A1 describes that a charging plan is first negotiated for all electric vehicles and then the phases are positioned correctly, followed by the start of the charging session for the electric vehicles.

In general, however, in the charging plan negotiations between the charging station and the electric vehicle standardized according to ISO 15118, the electric vehicle has the ultimate decision-making authority as to whether it accepts a charging plan or not. A charging plan negotiation can therefore take some time, especially if, as in EP 2 688 177 A1, a single solution has to be found with many electric vehicles.

In the case of an electric vehicle newly arriving at a system with several charging stations, it should be noted that with the conventional methods, a solution must first be negotiated with all electric vehicles that are already charging before the newly arrived electric vehicle can start charging.

For this reason, it can often happen that a driver of such a newly arrived electric vehicle has to wait several minutes to ensure that his electric vehicle is actually charging. Such a war Te time is uncomfortable for many electric vehicle drivers and not satisfactory for some.

Other conventional solutions are from the documents EP 3 664244 A1,

EP 3 729 593 A1, DE 11 2013 007 137 T5, EP 2 465 176 B1,

DE 10 2016 212 135 A1, DE 10 2017 100 138 A1, WO 2020/167132 A1 and DE 10 2009 060 364 A1 are known.

DISCLOSURE OF THE INVENTION

It is an object of the present invention to improve the charging, in particular the simultaneous charging, of the energy stores of a plurality of electric vehicles.

The stated object is achieved by a method having the features of claim 1 and by a system having the features of claim 15 .

According to a first aspect, a method for operating a system with a plurality N 1 of charging stations for charging an electric vehicle with electrical energy from a multi-phase subscriber network by means of a charging current provided at a number of output conductors, a number N2 of devices, the respective Device is assigned to one or more of the charging stations and has a switching matrix for providing a plurality of switching states, wherein a respective switching state comprises an assignment of a specific phase of the multiphase subscriber network to a specific output conductor of the number with N2 <NI proposed. The method includes: a) charging N3 electric vehicles, with N3 < NI, using N3 charging stations in a certain period of time, in which a number N4 of the NI charging stations is free, with N4 = NI - N3, b) determining a coupling request of another electric vehicle with a specific one of the N4 charging stations at a specific time, c) determining a freely available charging power of the system for charging the additional electric vehicle, d) negotiating a charging plan with the additional electric vehicle which at least allows charging the additional electric vehicle with a charging power which is less than or equal to the freely available charging power of the system determined in step c). includes, e) starting the charging of the additional electric vehicle using the negotiated charging plan,

£) Negotiating new charging plans with a number N5 of the N3+1 electric vehicles including the additional electric vehicle, which include at least switching by means of one of the switching matrices, with N5 < N3+1, and g) charging the N5 electric vehicles using the negotiated new charging plans .

In the present method, the additional electric vehicle, i. H. the electric vehicle that has just arrived at the system, start charging immediately and the driver or user of this electric vehicle recognizes much faster than with conventional solutions whether his electric vehicle is actually being charged by the charging station. This reduces both the charging time for charging the electric vehicle and the time the driver needs to stay at the vehicle to ensure that his vehicle is actually being charged. In detail, according to step e), the charging of the additional electric vehicle is started using a charging plan negotiated only with the additional electric vehicle, even before new charging plans are negotiated with electric vehicles already charging according to step £).

The charging station has, for example, a housing, in particular a waterproof housing, with an interior space in which a plurality of electrical and/or electronic components and a connection socket connected to at least one of the components for connecting a charging plug for the energy store of the electric vehicle are arranged . The charging station can also be referred to as a charging connection device. The charging station is designed in particular as a wall box. The charging station is suitable for charging or regenerating the energy store of an electric vehicle by electrically connecting the charging station to the energy store or the charging electronics of the electric vehicle via its connection socket and the charging plug of the electric vehicle. The charging station acts as a source of electrical energy for the electric vehicle, and the electrical energy can be transferred to an energy store in the electric vehicle by means of a connection socket and charging plug. The charging station can also be referred to as an intelligent charging station for electric vehicles. The charging station is in particular a 3-phase AC or a DC transformer-less charging station.

Examples of the electrical and/or electronic components of the charging station include a contactor, all-current sensitive circuit breaker, direct current, excess current and residual current monitoring device, relay, connection terminal, electronic circuits and a control device, for example comprising a printed circuit board on which a plurality of electronic components for controlling and/or measuring and/or monitoring the energy states at the charging station or in the connected electric vehicle are arranged and, in the case of a DC charging station, an AC/DC converter as well

The AC/DC converter can also be referred to as a converter. The AC/DC converter is set up in particular for converting an AC voltage into a DC voltage and/or for converting a DC voltage into an AC voltage. The DC charging station comprises in particular an intermediate circuit downstream of the converter with a number of intermediate circuit capacitors which are connected to an intermediate circuit center point.

The multiphase network is, for example, a multiphase subscriber network. The multi-phase network can also be a multi-phase power supply network. In particular, the polyphase network has a number of phases, for example LI, L2 and L3, and a neutral conductor (also denoted by N).

In particular, the respective charging station is set up not only for charging, but for charging and/or discharging an energy store.

It should be noted that the “charging and/or discharging of an energy store” includes both supplying electrical energy and drawing electrical energy. This means that the energy store can act as a consumer or as a producer in the subscriber network.

According to a preferred embodiment, the determination of a coupling request of a further electric vehicle with a specific one of the N4 charging stations is formed by: i) determining a coupling of the further electric vehicle with the specific one of the N4 charging stations, in particular including determining a connection of a charging cable to the charging station the additional electric vehicle, ii) determining the coupling request using an image acquisition device of the system, which in particular includes video surveillance of the system, and/or in) determining the coupling request from a request transmitted via a communication interface from the additional electric vehicle or a user terminal to the System.

The communication interface preferably includes an RFID data transmission, a Bluetooth data transmission, a data transmission of the navigation device or infotainment system of the additional electric vehicle and/or an Internet-based data transmission, in particular between the additional electric vehicle or the user terminal and the control device of the system. The user terminal is for example a smartphone, a tablet, a computer or a token, for example an RFID token. The request is triggered by the user, for example, or is triggered automatically by the additional electric vehicle, for example when the additional electric vehicle arrives in a predetermined area of the system.

According to a further embodiment, in step f) the new charging plans are negotiated in such a way that at least one of the new charging plans includes a power reduction to zero for a specific period of time after a certain period of time, so that switching using one of the switching matrices is possible is, and then continue to terzuladen with a charging capacity which is greater than zero.

According to a further embodiment, step £) is formed by

Negotiating new charging plans with a subset N5 of the N3+1 electric vehicles comprising the further electric vehicle, which include at least one switch by means of one of the switching matrices, with N5<N3+1.

In particular, the subset of this embodiment is a proper subset of N3+1. Consequently, in this embodiment, the new charging schedules are negotiated with a smaller number of electric vehicles, which advantageously saves time and effort for the system's controller.

According to a further embodiment, the new charging plans are negotiated with the N5 electric vehicles in such a way as to achieve a certain power distribution between the N5 electric vehicles.

According to a further embodiment, the specific power distribution is a predetermined power distribution, in particular an ideal power distribution. The ideal power distribution is, for example, equal distribution of the electrical energy between the charging electric vehicles.

According to a further embodiment, steps d) and f) are negotiated in accordance with ISO 15118.

According to another embodiment, N2=NI. Each of the N2 devices is assigned to exactly one of the N1 charging stations, with the assigned device being connected between the respective charging station and the multi-phase subscriber network.

According to a further embodiment, step c) is formed by: cl) determining a freely available charging power of the system for charging the additional electric vehicle at the specific point in time, and c2) if the determined freely available charging power is less than one for a charging start, then further Electric vehicle necessary charging power, Re reduce the charging power of one or more of the N3 electric vehicles in such a way to increase the freely available charging power of the system and to allow the other electric vehicle to start charging.

In this embodiment, some charging power is taken from at least one or more of the N3 already charging electric vehicles, but this has the technical advantage that it is ensured that the other electric vehicle can start charging immediately, although the freely available charging power of the system is not sufficient for a charging start of the additional electric vehicle would be sufficient. i.e. even in the event that the freely available charging capacity of the system would not be sufficient to charge the additional electric vehicle, a technical solution has been created here to charge the additional electric vehicle immediately and thus minimize the time the user spends in the vehicle. By minimizing the amount of time the user has to stay in the vehicle in this way, the user's confidence in the functionality of the system is increased. According to a further embodiment, step d) comprises ^:

Negotiating a charging plan with the additional electric vehicle, which comprises at least charging the additional electric vehicle with a charging power which is less than or equal to the freely available charging power of the system increased according to step c2). In this embodiment, the further electric vehicle can then be charged immediately with a charging power up to the increased, freely available charging power of the system.

According to a further embodiment, step d) includes ^: dl) determining a specific power distribution for the N3+1 electric vehicles to be charged based on specific default information, and d2) negotiating a charging plan with the additional electric vehicle (3), which includes ^

Charging the further electric vehicle with a first charging power for a first period of time, the first charging power being less than or equal to the freely available charging power of the system determined in step c), and then

Charging the further electric vehicle with a second charging power for a second period of time, the second charging power being greater than the first charging power and corresponding to the determined specific power distribution.

Consequently, charging of the additional electric vehicle starts using the negotiated charging plan. The charging plan that has been negotiated and is therefore also known to the other electric vehicle provides that the other electric vehicle can start charging immediately and can charge in the second period with a greater charging capacity, ie the second charging capacity. The second charging power is not only greater than the first charging power, but preferably also corresponds to the determined specific power distribution, which can correspond, for example, to an equal distribution of the electrical power to the N3+1 electric vehicles to be charged. Such a uniform distribution can be determined, for example, by the specification information. The default information is determined for example by the controller of the system. However, the specification information can also contain deviations from an equal distribution, in particular in the case of different types of electric vehicles to be charged and/or in the case of different charging contracts for the electric vehicles.

In addition, this embodiment is optimized so that the other electric vehicle can calculate a realistic charging time right from the start of charging, since the second charging power corresponds to the determined specific power distribution and also comes closer to the charging power that will be negotiated with a new charging plan as the first load power.

According to a further embodiment, the specific power distribution determined in step dl) is a predetermined power distribution, in particular an ideal power distribution.

According to a further embodiment, in step d1) the specific power distribution for the N3+1 electric vehicles to be charged is determined based on the specific default information and based on information provided by the N3 charging electric vehicles.

The specification information can be made available in particular by means of the control device and can indicate how much of the available electrical energy the respective electric vehicle may draw. For example, an equal distribution can be used for this. Furthermore, the connected electric vehicles that are already charging can communicate information about their specific charging and/or their specific status to the control device via their communication interfaces.

According to a further embodiment, the respective switching matrix has a number of changeover relays, each changeover relay connecting a first node to a second node in a first switching position and in a second switching position connects the first node to a third node, by means of which a respective output conductor of the number is assigned to only one phase of the polyphase subscriber network at any time. According to a further embodiment, the number of changeover relays in the switching matrix includes at least one bistable relay, in particular a double-coil relay.

Details on this are described in the applicant's patent application DE 10 2021 104 573.8, which is hereby fully incorporated by reference.

According to a further embodiment, the charging station comprises a connection socket with a number of coupling points for connecting a charging cable. In particular, the charging cable connects the electric vehicle or the energy store of the electric vehicle to the connection socket and is set up to transmit the charging current.

The connection socket can have further coupling points, for example to connect a protective conductor and/or one or more signal or data transmission conductors. The connection socket can be designed in such a way that it is compatible with different specifications, in particular the connection socket can be backward compatible, which means that it can be coupled to a charging cable for single-phase, two-phase or three-phase charging, for example. In embodiments, the charging station can have a number of connection sockets for differently configured charging cables.

According to a further embodiment, the charging station has three connection terminals for the three phases of the multi-phase subscriber network and another connection terminal for the neutral conductor. In particular, an EMC filter device is connected downstream of the connection terminals. Furthermore, the charging station preferably includes an LCL filter device connected downstream of the EMC filter device, and in the case of a DC charging station additionally one AC/DC converter, an intermediate circuit, a DC/DO converter and an output intermediate circuit to which a negative output potential tap and a positive output potential tap are connected. In particular, in the case of a DO charging station, an EMC filter device can be connected between the negative output potential tap and the positive output potential tap.

According to a further embodiment, the charging station includes a communication module. The communication module is preferably set up to negotiate the charging plan with charging electronics of the energy store coupled to the charging station.

Negotiation takes place, for example, as described in ISO 15118. For example, the charging electronics of the energy store requests a certain charging power via the communication module at the charging station and the charging station, for example the control device of the charging station, determines whether the requested charging power can be provided. In particular, a current status of the subscriber network and/or the power supply network is taken into account. If the requested charging power cannot be provided, the charging station can make a "counterproposal" via the communication module, which can be accepted by the charging electronics of the energy store, or the charging electronics can make its own request again. In this way, the charging station and the charging electronics communicate until the charging plan is negotiated. In particular, negotiating the charging plan is part of the coupling process when an energy storage device is reconnected to the charging station.

According to a further embodiment, the charging station comprises a power switching device for safely disconnecting the number of output conductors from the multi-phase subscriber network. The power switching device can be designed as an electro-mechanical element, such as a contactor or a four-phase relay. The power switching device can be customized for a respective phase of the multi-phase subscriber network and/or for a respective output conductor of the switching matrix can be designed and controlled so that, for example, individual assignments can be interrupted by means of the power switching device.

According to a second aspect, a system with a plurality N 1 of charging stations for charging an electric vehicle with electrical energy from a multiphase subscriber network by means of a charging current provided at a number of output conductors, a number N2 of devices, the respective device having one or is assigned to several of the charging stations and has a switching matrix for providing a plurality of switching states, a respective switching state comprising an assignment of a specific phase of the multi-phase subscriber network to a specific output conductor of the number, with N2<NI, proposed. The system also includes a control device which is set up to

- to control charging of N3 electric vehicles, with N3 < NI, by means of N3 charging stations in a certain period of time, in which a number N4 of the NI charging stations is free, with N4 = NI - N3,

- to determine a connection request for another electric vehicle with a specific one of the N4 charging stations at a specific point in time,

- to determine a freely available charging capacity of the system for charging the additional electric vehicle,

- negotiate a charging plan with the additional electric vehicle, which includes at least charging the additional electric vehicle with a charging power that is less than or equal to the determined freely available charging power of the system,

- to start charging the additional electric vehicle using the negotiated charging plan,

- Negotiate new charging plans with a number N5 of the N3+1 electric vehicles comprising the further electric vehicle, which include at least switching by means of one of the switching matrices, with N5 < N3+1, and to control charging of the N5 electric vehicles of the negotiated new charging plans.

The control device can be implemented in terms of hardware and/or software. In the case of a hardware implementation, the control device can be designed as a device or as part of a device, for example as a computer or as a microprocessor or as a control computer. In the case of a software implementation, the control device can comprise a computer program product, a function, a routine, a part of a program code or an executable object.

This system has the same advantages as explained for the method according to the first aspect. The embodiments described for the proposed method apply accordingly to the proposed system. Furthermore, the definitions and explanations for the method also apply accordingly to the proposed system.

As used herein, "a" is not necessarily to be construed as being limited to exactly one element. Rather, a plurality of elements, such as two, three or more, can also be provided. Any other count word used here should also not be understood to mean that there is a restriction to precisely the stated number of elements. Rather, numerical deviations upwards and downwards are possible, unless otherwise stated.

Further possible implementations of the invention also include combinations of features or embodiments described above or below with regard to the exemplary embodiments that are not explicitly mentioned. The person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the invention.

Further advantageous refinements and aspects of the invention are the subject of the subclaims and the embodiment described below. examples of the invention. The invention is explained in more detail below on the basis of preferred embodiments with reference to the enclosed figures.

1 schematically shows a first embodiment of a system with a plurality of charging stations for charging a plurality of electric vehicles;

FIG. 2 shows a schematic flow chart of a first embodiment of a method for operating the system according to FIG

Fig. 3 shows a schematic circuit diagram of an embodiment of a charging station for charging an energy store of an electric vehicle sat;

FIG. 4 shows a schematic flow chart of a second embodiment of a method for operating the system according to FIG. Y,

FIG. 5 shows a schematic flowchart of a third embodiment of a method for operating the system according to FIG. Y,

FIG. 6 shows a schematic flowchart of a fourth embodiment of a method for operating the system according to FIG. Y and

FIG. 7 schematically shows a second embodiment of a system with a plurality of charging stations for charging a plurality of electric vehicles.

In the figures, elements that are the same or have the same function have been provided with the same reference symbols, unless otherwise stated. With regard to the different numbers N1-N5 used in the following description of the figures, the following applies:

N 1 Number of charging stations, with N 1 > 2 N2 Number of devices with switching matrix, with N2 < NI N3 Number of electric vehicles that are already being charged before step S20

N4 Number of charging stations that are still free before step S20, with N4=N 1-N3 N5 Number of electric vehicles with which a new charging plan is being negotiated

1 schematically shows a first embodiment of a system 1 with a plurality N 1 of charging stations 10 for charging a plurality of electric vehicles 2, 3 from a multi-phase subscriber network 4 by means of a charging current provided at a number of output conductors Llout, L2out, L3out. In addition, FIG. 2 shows a schematic flowchart of a first embodiment of a method for operating the system 1 according to FIG. 1. The two FIGS. 1 and 2 are explained together below:

In the example in FIG. 1, the multi-phase subscriber network 4 is connected to a multi-phase power supply network 6 by means of a network connection point 5 . The multi-phase subscriber network 4 has in particular a number of phases, for example LI, L2 and L3, and a neutral conductor (not shown). In this example, without loss of generality, it is a matter of three-phase power grids. The respective electric vehicle 2, 3 is connected to the charging station 10 by means of a charging cable 7, which is connected to a socket (not shown) of the respective charging station 10.

The charging station 10 can have a number of electrical and/or electronic components (not shown in Fig. l) and is for charging and/or discharging the energy store 2a, 3a of the electric vehicle 2, 3 with electrical energy by means of the charging station 10 coupled multi-phase subscriber network 4 set up. In addition, the charging station 1 preferably comprises a communication module (not shown). The communication module is set up to exchange data with egg ner charging electronics coupled to the charging station 10 energy storage 2a, 3a.

As shown in Figure 1, the system 1 of Figure 1 has three charging stations 10, with NI = 3. In general, NI > 2.

Furthermore, the system 1 of figure 1 has a number N2 of devices 20, with N2 < NI. The respective device 20 is assigned to one or more of the charging stations 10 and includes a switching matrix 30 (see, for example, FIG. 3) for providing a plurality of switching states. In this case, a respective switching state includes an assignment of a specific phase LI, L2, L3 of the multiphase subscriber network 4 to a specific one of the output conductors Llout, L2out, L3out. In the example of Figure 1, N2 = NI. This means that each device 20 is assigned to exactly one of the charging stations 10 . An alternative to this is shown in FIG. 3 explained below.

In addition, the system 1 of FIG. 1 includes a control device 40 which is set up to carry out the method according to FIG. The method according to FIG. 2 comprises the steps S10 - S70:

In step S10, N3 electric vehicles 2, with N3<NI, are charged by means of N3 charging stations 10 in a specific period of time, with a number N4 of the N1 charging stations being free in this specific period, with N4=N1-N3.

In the example of Fig. 1, the two electric vehicles with the reference sign 2 are charged in said specific period, with N3 = 2. Consequently, in said specific period, one charging station 10 is still free, the lowest charging station 10 in Fig. 1 (N4 = l). In step S20, a coupling request of another electric vehicle, the electric vehicle with the reference number 3 in FIG. 1, with a specific one of the N4 charging stations 10, the bottom charging station 10 in FIG. 1, is determined at a specific time.

The determination of a coupling request of a further electric vehicle 3 with the specific one of the N4 charging stations 10 is preferably formed by: i) determining a coupling of the further electric vehicle 3 with the specific one of the N4 charging stations 10, in particular comprising determining a connection of the charging cable 7 the charging station 10 with the further electric vehicle 3, ii) determining the coupling request by means of an image acquisition device (not shown) of the system 1, which in particular includes video surveillance of the system 1, and/or iii) determining the coupling request from a communication interface-transmitted query of the other electric vehicle 3 or a user terminal (not shown) to the system 1.

The communication interface preferably includes an RFID data transfer, a Bluetooth data transfer, a data transfer of the navigation device or infotainment system of the additional electric vehicle 3 and/or an Internet-based data transfer, in particular between the additional electric vehicle 3 or the user terminal and the control device 40 of the system 1.

The user terminal is for example a smartphone, a tablet, a computer or a token, for example an RFID token. The request is triggered by the user, for example, or triggered automatically by the additional electric vehicle, for example when the additional electric vehicle arrives in a predetermined area of the system 1 . In other words, the two upper electric vehicles 2 in FIG. 1 are already being charged when the further electric vehicle 3 arrives and is coupled to the lower charging station 10 of FIG. This coupling or this coupling request is determined in step S20.

In step S30, the freely available charging power of the system 1 for charging the additional electric vehicle 3 is determined.

In step S40 a charging plan is negotiated with the additional electric vehicle 3 . The charging plan includes at least charging the additional electric vehicle 3 with a charging power that is less than or equal to the freely available charging power of the system 1 determined in step S30.

In step S50, the charging of the additional electric vehicle 3 is started using the charging plan that has been negotiated.

In step S60, new charging plans are negotiated with a number N5 of the N3+1 electric vehicles 2, 3, including the further electric vehicle 3, the new charging plans comprising at least switching by means of one of the switching matrices 30, with N5<N3+Nl. In the example 1, N3=2, so N5<3 for this example. In particular, new charging plans with two or three electric vehicles 2, 3, at least including the additional electric vehicle 3, are negotiated for the example in FIG.

In particular, in step S60 the new charging plans are negotiated in such a way that at least one of the new charging plans includes a power reduction to zero for a specific period of time after a certain period of time, so that switching by means of one of the switching matrices 30 is possible and then with a charging power greater reload zero. This is implemented in particular with each new charging plan which involves switching the corresponding switching matrix 30 . It is possible that the new charging plans will include such new charging schedules without a switching of any of the switching matrices and such loading schedules with a switching of any of the switching matrices.

Preferably, the new charging plans are not negotiated with all of the N3+1 electric vehicles 2, 3 that are currently being charged, but only with a subset N5, with N5<N3+1. This saves time and thus advantageously costs.

In particular, the new charging plans are negotiated with the N5 electric vehicles 2, 3 in step S60 in order to achieve a specific power distribution between these N5 electric vehicles 2, 3. The specific power distribution is preferably a predetermined power distribution, for example a power distribution specified by the system 1, particularly preferably an ideal power distribution.

The negotiation of the loading plans in steps S40 and S60 preferably takes place in accordance with the above-mentioned ISO 15118.

In step S70, the N5 electric vehicles 2, 3 are charged by the charging stations 10 according to FIG. 1 using the negotiated new charging plans.

Furthermore, Fig. 3 shows a schematic circuit diagram of an embodiment of a charging station 10 for charging an energy store 2a, 3a of an electric vehicle 2, 3.

In FIG. 1 explained above, the respective charging station 10 is assigned a respective external device 20 with a switching matrix. An alternative to this is shown in FIG. 3, in which the charging station 10 integrates the device 20 with the switching matrix 30 . The charging station 10 of FIG. 3 can be used by replacing the charging station 10 and the device 20 in the system 1 of FIG. In the detail of FIG. 3^ The charging station 10 is connected between phases LI, L2, L3 and the output conductors L1out, L2out and L3out. The charging station 10 integrates the device 20 which in turn has the switching matrix 30 . The switching matrix 30 has a number of changeover relays 31, 32, 33. Each changeover relay 31, 32, 33 connects a first node to a second node in a first switching position and the first node to a third node in a second switching position, so that a respective output conductor Llout, L2out, L3out is assigned to exactly one phase LI, L2, L3 of the multi-phase subscriber network 4 at any time.

4 shows a schematic flow chart of a second embodiment of a method for operating the system 1 according to FIG. 1. The second embodiment of the method according to FIG. 4 differs from the first embodiment according to FIG S40. The method steps S10, S20 and S50-S70 are identical to those of the first embodiment according to FIG. 2 and are therefore not discussed again here.

Method step S30 of FIG. 4 includes steps S31 and S32:

In step S31, the freely available charging power of the system 1 for charging the additional electric vehicle 3 at the specific point in time is determined.

Then, in step S32, if the determined freely available charging power is less than the charging power required to start charging the additional electric vehicle 3, the charging power of one or more of the N3 electric vehicles 2 is reduced in such a way that the freely available charging power of the system 1 is increased increase and allow the further electric vehicle 3 to start charging.

Then, in step S40, a charging plan is negotiated with the other electric vehicle 3, which at least charges the other electric vehicle. tot 3 includes a charging power which is less than or equal to the freely available charging power of the system which has been increased in accordance with step S32.

FIG. 5 shows a schematic flow chart of a third embodiment of a method for operating the system 1 according to FIG. 1 .

The third embodiment of the method according to FIG. 4 differs from the first embodiment according to FIG. 2 in the design of the method steps S30 and S40. The method steps S10, S20 and S50-S70 are identical to those of the first embodiment according to FIG. 2. For this reason, the method steps S10, S20 and S50-S70 are not described again here.

The method step S30 of FIG. 5 comprises the steps S31 and S32:

Step S40 of FIG. 5 includes steps S41 and S42:

In step S41, a specific power distribution for the N3+1 electric vehicles 2, 3 to be charged is determined based on specific default information. The default information may be determined by the system 1 or by an operator of the system 1. The specific power distribution ascertained in step S41 is in particular a predefined power distribution, preferably an ideal power distribution. In step S41, the specific power distribution for the electric vehicles 2, 3 to be charged is preferably determined based on the predetermined default information and based on information provided by the electric vehicles 2 charging N3. The charging electric vehicles 2 can transmit this information to the control device 40 in particular via their communication modules.

In step S42, a charging plan is negotiated with the additional electric vehicle 3, this charging plan comprising:

Charging the further electric vehicle 3 with a first charging power for a first period of time, the first charging power being less than or equal to the freely available charging power of the system 1 determined in step S30, and then

Charging the further electric vehicle 3 with a second charging power for a second period of time, the second charging power being greater than the first charging and the determined specific power distribution corresponds to that.

FIG. 6 shows a schematic flow chart of a fourth embodiment of a method for operating the system 1 according to FIG. 1. The fourth embodiment according to FIG. 6 is based on the first embodiment of the method according to FIG.

The fourth embodiment of the method according to FIG. 6 differs from the first embodiment according to FIG. 2 in the configuration of the method step S40. The method steps S10-S30 and S50-S70 are identical to those of the first embodiment according to FIG. 2. For this reason, the method steps S10-S30 and S50-S70 are not described again here.

Step S40 of FIG. 6 includes steps S41 and S42: In step S41, a specific power distribution for the N3+1 electric vehicles 2, 3 to be charged is determined based on specific default information. The default information may be determined by the system 1 or by an operator of the system 1.

The specific power distribution ascertained in step S41 is in particular a predefined power distribution, preferably an ideal power distribution. In step S41, the specific power distribution for the electric vehicles 2, 3 to be charged is preferably determined based on the predetermined specification information and based on information provided by the electric vehicles 2 charging N3. The charging electric vehicles 2 can transmit this information to the control device 40 in particular via their communication modules.

Furthermore, Fig. 7 shows a second embodiment of a system 1 with a plurality of charging stations 10 for charging a plurality of electric vehicles 2, 3. The second embodiment of the system 1 according to Fig. 7 is with regard to the assignment of the devices 20 to the charging stations 10 a possible alternative to the first embodiment according to Fig. 1. Without loss of generality, the system 1 of FIG. 7 has twelve charging stations 10 but only three switch matrix devices 20, with NI=12 and N2=3. Thus, the second embodiment of the system 1 of FIG Case N2 < NI. In detail, four charging stations 10 are assigned to each of the devices 20 in FIG. 7 .

Although the present invention has been described on the basis of embodiments, it can be modified in many ways.

REFERENCE LIST

1 system

2 electric vehicle

2a energy storage

3 more electric vehicle

3a energy storage

4 multi-phase subscriber network

5 connection point

6 polyphase power supply network 7 charging cable 10 charging station 20 device

30 switching matrix

31 changeover relay

32 changeover relays

33 changeover relay 40 control device

S10 - S70 process steps

S31, S32 Partial steps of method step S30

S41, S42 Partial steps of method step S40

LI, L2, L3 phase

Llout, L2out, L3out output conductor

Claims

CLAIMS l. Method for operating a system (l) with a plurality N 1 of charging stations (lO) for charging an electric vehicle (2, 3) with electrical energy from a multi-phase subscriber network (4) by means of one of a number of output conductors (Llout, L2out, L3out) provided charging current, a number N2 of devices (20), wherein the respective device (20) is assigned to one or more of the charging stations (10) and has a switching matrix (30) for providing a plurality of switching states, wherein a respective Switching state includes an assignment of a specific phase (LI, L2, L3) of the multi-phase subscriber network (4) to a specific output conductor (Llout, L2out, L3out) of the number, with N2 <NI, with: a) Loading (S10) of N3 electric vehicles (2), with N3 < NI, by means of N3 charging stations (10) in a specific period in which a number N4 of the N 1 charging stations (10) is free, with N4 = NI - N3, b) determining (S20 ) of a coupling request it another electric vehicle (3) with a specific one of the N4 charging stations (10) at a specific time, c) determining (S30) a freely available charging power of the system (l) for charging the other electric vehicle (3), step c ) (S30) is formed by cl) determining (S3l) a freely available charging power of the system (l) for charging the additional electric vehicle (3) at the specific point in time, and c2) if the determined freely available charging power is less than one for one Charging start of the additional electric vehicle (3) is necessary charging power, reducing (S32) the charging power of one or more of the N3 electric vehicles (2) in such a way as to increase the freely available charging power of the system (l) and to start charging the additional electric vehicle (3). enable, d) negotiation (S40) of a charging plan with the further electric vehicle (3), which at least charging the further electric vehicle (3) with a charging capacity which is less than or equal to the i n step c) certain freely available charging power of the system (l), includes, e) starting (S50) charging of the additional electric vehicle (3) using the negotiated charging plan,

0 negotiation (S60) of new charging plans with a number N5 of the N3+1 electric vehicles (2, 3) including the further electric vehicle (3), which include at least switching by means of one of the switching matrices (30), with N5<N3+1, and g) charging (S70) the N5 electric vehicles (2, 3) using the negotiated new charging plans.

2. The method according to claim 1, characterized in that in step f) the new charging plans are negotiated in such a way that at least one of the new charging plans includes a power reduction to zero for a specific period of time after a certain period of time, so that the switchover by means of a of the switching matrices (30) is possible, in order to then continue charging with a charging power which is greater than zero.

3. The method according to claim 1 or 2, characterized in that step f) is formed by

Negotiating (S60) new charging plans with a subset N5 of the N3+1 electric vehicles (2, 3) including the further electric vehicle (3), which include at least switching by means of one of the switching matrices (30), with N5<N3+1.

4. The method according to claim 3, characterized in that the new charging plans are negotiated with the N5 electric vehicles (2, 3) in order to achieve a specific power distribution between the N5 electric vehicles (2, 3).

5. The method according to claim 4, characterized in that the specific power distribution is a predetermined power distribution, in particular an ideal power distribution.

6. The method as claimed in one of claims 1 to 5, characterized in that steps d) and f) are negotiated in accordance with ISO 15118.

7. The method according to any one of claims 1 to 6, characterized in that N2 = NI, each of the N2 devices (20) is assigned to exactly one of the N 1 charging stations (10), the assigned device (20) between the respective charging station (10) and the multi-phase subscriber network (4) is switched scarf.

8. The method according to any one of claims 1 to 7, characterized in that step d) (S40) comprises:

Negotiating a charging plan with the additional electric vehicle (3), which comprises at least charging the additional electric vehicle (3) with a charging power which is less than or equal to the freely available charging power of the system (1) increased according to step c2).

9. The method according to any one of claims 1 to 7, characterized in that step d) (S40) comprises: dl) determining (S4l) a specific power distribution for the N3+1 electric vehicles (2, 3) to be charged based on a specific Specification information, and d2) negotiation (S42) of a charging plan with the further electric vehicle (3), which includes: Charging the further electric vehicle (3) with a first charging power for a first period of time, the first charging power being less than or equal to the freely available charging power of the system (l) determined in step c), and subsequently ßend

- Charging the further electric vehicle (3) with a second charging power for a second period of time, the second charging power being greater than the first charging deleistung and corresponding to the determined specific power distribution.

10. The method as claimed in claim 9, characterized in that the specific power distribution determined in step d1) (S41) is a predetermined power distribution, in particular an ideal power distribution.

11. The method according to claim 9 or 10, characterized in that in step dl) (S4l) the specific power distribution for the N3 + 1 to be loaded electric vehicles (2, 3) based on the specific default information and based on the N3 charging electric vehicles (2) be provided information is determined.

12. The method according to any one of claims 1 to 11, characterized in that the respective switching matrix (30) has a number of changeover relays (31 - 33), each changeover relay (31 - 33) in a first switching position having a first node with a connects the second node and, in a second switching position, connects the first node to a third node, by means of which a respective output conductor (Llout, L2out, L3out) of the number at any given time is connected to exactly one phase (LI - L3) of the multi-phase subscriber network (4) is assigned.

13. The method according to claim 12, characterized in that that the number of changeover relays (31 - 33) of the switching matrix (30) comprises at least one bistable relay, in particular a double-coil relay.

14. A computer program product which causes the method according to one of claims 1 to 13 to be carried out on a program-controlled device.

15. System (l) with a plurality N 1 of charging stations (10) for charging an electric vehicle (2, 3) with electrical energy from a multi-phase subscriber network (4) by means of one of a number of output conductors (Llout, L2out, L3out ) provided charging current, a number N2 of devices (20), the respective device (20) being assigned to one or more of the charging stations (10) and having a switching matrix (30) for providing a plurality of switching states, with a respective Switching state includes an assignment of a specific phase (LI, L2, L3) of the multi-phase subscriber network (4) to a specific output conductor (Llout, L2out, L3out) of the number with N2 <NI, and a control device (40) which is set up for this purpose is,

- A charging of N3 electric vehicles (2), with N3 < NI, by means of N3 charging stations (10) in a certain period in which a number N4 of the NI charging stations (10) is free, with N4 = NI - N3 to control ,

- to determine a coupling request of another electric vehicle (3) with a specific one of the N4 charging stations (10) at a specific point in time,

- to determine a freely available charging power of the system (l) for charging the additional electric vehicle (3), the control device (40) being set up in addition to a freely available charging power of the system (l) for charging the further electric vehicle (3), and if the ascertained freely available charging power is less than a charging power required to start charging the further electric vehicle (3), the control device (40) is also set up to determine the charging power of one or more of the N3 electric vehicles ( 2) to be reduced in such a way that the freely available to increase the available charging capacity of the system (l) and to enable the further electric vehicle (3) to start charging, to negotiate a charging plan with the further electric vehicle (3) which at least allows the further electric vehicle (3) to be charged with a charging capacity which is less than or equal to the determined freely available charging power of the system (l),

- to start charging the additional electric vehicle (3) using the negotiated charging plan,

- Negotiate new charging plans with a number N5 of the N3+1 electric vehicles (2, 3) comprehensively the further electric vehicle (3), which at least one

switching by means of one of the switching matrices (30), with N5 < N3+1, and

- To control charging of the N5 electric vehicles (2, 3) using the negotiated new charging plans.