GB2601574A

GB2601574A - Power arrangement, method for providing electrical power and computer program product

Info

Publication number: GB2601574A
Application number: GB2102113.4A
Authority: GB
Inventors: Gokhale Manoj; Umbarkar Sachin
Original assignee: Eaton Intelligent Power Ltd
Current assignee: Eaton Intelligent Power Ltd
Priority date: 2020-12-01
Filing date: 2021-02-15
Publication date: 2022-06-08
Also published as: GB202102113D0

Abstract

A power arrangement for a building and one or more vehicles includes: an energy management arrangement 12; a demand interface circuit 14 coupled to the energy management arrangement; a power distribution arrangement 13 coupled to the energy management arrangement; and a vehicle power terminal 21 and a building power terminal 30, both coupled to the power distribution arrangement. The demand interface circuit acquires at least one demand data of a group that includes: an energy need (EN) that is required of an electric vehicle (EV) 25; a discharge energy (ED) that is available by the EV for discharging; a charging time period (TC) that is available for charging the EV; and a discharging time period (TD) that is available for discharging the EV. The energy management arrangement controls the power distribution arrangement such that: a vehicle electrical power (PVE) is provided at the vehicle power terminal as a function of the demand data; and a building electrical power (PBU) is provided at the building power terminal. The building electrical power may also be a function of the demand data.

Description

Description.

Power arrangement, method for providing electrical power and computer program product The disclosure is related to a. power arrangement, a methoc for providing electrical power and a computer program product.

A power arrangement can have different sources of elect power such as, for example, a utility arid. The power arrangement provides electrical power Lou consumer such as a charger for an electrical vehicle, or to more than one consumer such ass number. N Of chargers for electrical vehlrwGs. The power arrangement provides a method. for providing electrical power using electrical power supplied at a supply side and aiming at fulfilling demands on a consumer. side, Document WO 2019/141511 _Al describes a system and method for managing energy distribution using a distributed ledger. Energy producers or suppliers are coupled via a decentralized distributed ledger network to a plurality of consumer energy loads. Energy suppliers include traditional suppliers of electricity such as, for example, utilities that supply energy using fossil fuels and more contemporary energy producers such as distributed energy resources, for example wind, solar photovoltaic, hydroelectric and battery storage systems. Consumer loads are residential, commercial or industrial loads. A residence is connected to a transmission and distribution grid and the distributed ledger network.

-2 --It is an object to provide a power arrangement, a method for providing electrical power and a computer program =oduct which improves the supply of electrical power to a load.

The object is achieved by the subject-matter of the independent claims.. Further developments are described Hn the dependent claims.

r arrangement is provided which comprises an energy management arrangement, a demand interface circuit coupled to the energy manoemerch-arrangement, a power distribation arrangement coupled to the energy management arrangement, a vehicle power terminal coupled to tue power distribution arrangement and a building power terminal coupled to the power distribution arrangement The demand interface circuit is configured for acquiring aL least one demand data of a group comprising: an energy need that is required. of an electric vehicle, a discharge energy that is available by the electric vehicle for discharging, a charging time period that is available for charging the electric vehicle and a discharging time period that is available for discharging the electric vehicle, flr, The energy management arrangement is configured to control the power distribution arrangement such that a vehicle electrical power is provided at the vehicle cower terminal as a functior. of the demand data and a building electrical power is provided at the building power terminal.

Advantageously, the vehicle electrical power provided at the veticie power terminal depends on the demand data and thus the demand of a. load connected to the vehicle power teriLLinal can be fulfilled.

In a developmeid, of the power arrangement, the electric. 5 vehicle is an electric vehicle arrived at a charger. The electric vehicle is e.g. connected to the charger, The charger is coupled to the vehicle power terminal. Thus, the electric vehicle can be named arrived electric vehicle. The energy need is the energy that is needed for charging the electric vehicle (for fully charging or partially charging the battery of the electric vehicle) according to the input of the driver or owner of the electric limile. The charging time period is the maximum period which can be used for charging the energy need into the electric vehicle. The discharge energy is the energy which the driver or owner the car is willing to provide to the power distribution arrangement in order to minimize peaks of power demands. The discharging time period is the maximum period which can be used for discharging the discharge energy from the electric vehicle to the power distribution arrangement.

In a developmen,it of the power arrangement, the building electrical power is also a function of the demand data.

flr, In a development of the power arrangement, the demand interface circuit additionally acquires an arrival time of the electric vehicle. The arrival time is. the point of time at which the electric vehicle arrives at the charger or is connected to the charger.

In a development of the power arrangement, the demand interface circuit addiThnally acquires a limit charger capacity of the electric, vehicle_ The limit charger capacity -4 -may be named as an electric vehicle charging capacity. The limit charger capacity is the maximum power that can be received by an electric vehicle. Since the electric vehicles are different, the limit charger capacity may also be different.

In a development of the power arrangement, the demand data include the energy need and the charging time period. in case the power distribution arrangement and/or the charger is not configured to receive electrical power from an electric vehicle, the demand data does not include discharge parameters such as e.g. the discharge energy and the discharging time period.

In an. alternative development of the power arrangement, the demand data includes the energy need, the charging time period, the discharge energy and the discharging time period.

In a development of the power arrahgement, the energy management arrangement calculates an available time period which is available for the electric vehicle depending on the arrival time of the electric vehicle, the discharging time period, the charging time period and a value of a current point of time. Thus, the available time period is not constant; it decreases with time. In case the power distribution arrangement and/or the charger is not configured to receive electrical power from an electric vehicle, the discharging time period is zero.

In a development of the power arrangement, the energy management arrangement calculates the available time period additionally depending on a priority level of the electric vehicle,

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In a development of the power arrangement, the energy management arrangement calculates the available time period at the current point of time according to the following 5 equation: TAV ta -i-ID + TC/PL -t, wherein. TAV is the time period available, ta is the arrval 10 time of the electric vehicle, ID is the discharging time period, TO is the charging time ppricol, PL Is the priority level and t is the value of the current point of time. The priority. c.,T. cam be set to one, in case each of the electric vehicles has the same priority level. In case thu electric vehicles have different prior±ty levels: PI. 1, In a development of the power arrangement, the energy management arrangement stops charging the electric vehicle in case at least one of following two condlt-inns is -1-.1filled: TAV EN 0, wherein TAV is a value of the available time period, At is a value of a time slot and EN is a value of the energy need at the current point of time. A time slot can also be named time step. The available time period decreases. with time (or the number of time slots). The energy need decreases by providing a charging power to the electric vehicle and increases in case of a discharge power being gained from the electric vehicle.

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In a devel.opm AID of the power arrangement, the energy management arrangement calculates for the electric vehicle at least one value of a group comprising: - an inntiah charging power as a function of the energy need 5 and of the charging time period, - an initial discharge power as a function of the diei-arge energy and the discharging time period, - an instantaneous power need as a function of the energy need, and -an instantaneous discharge power as a func. ion of the discharge energy.

development of the now arrangement, the energy management arrangement calculates for the electric vehicle the initial charging power and the instantaneous power need. In case the power distribution arrangement and/or the charger is configured to receive electrical power from an electric vehicle, the in discharge power and the instantaneous discharge power are addHflonailv calculated.

Ina development, an arrangement comprises the power arrangement. The arrangement comprises a number N of chargers that are coupled to the vehicle power terminal. A number M of electric vehicles is arrived at the number N of chargers. The flr, number N of chargers is equal or larger than the number M of electric vehicles.

In a development of the power arrangement, the energy management arrangement calculates a total initial charaing power for the number M of electric vehicles. The total initial charging power is the sum of the initial charging power of the number M of electric vehicles. -7 -

In a development, the bower arrangement comprises a supply. interface circuit coupled to the energy management arrangement. The supply interface circuit provides supply data to the energy. management arrangement. Tihe energy management arrangement controls the power distribution arrangement such that the vehicle electrical power and/or the building electrical power are provided at the vehicle power terminal and at the building power terminal respectively, additi as a function of the supply data received at the supply interface circuit_ In a development of the power arrangement, the supply interface circuit acquires at least one supply data of a group coirprising a present grid utility capacity, a present photovoltaic capacity, a present battery capacity and a present diesel generator capacity. The pxesent grid utility capacity and/or the present diesel generator capacity may be constant. The present photovoltaic capacity depend on the light conditions at the current point of time. The present.

battery capacity depend on the charging state of the battery at the current point of time.

In a development of the bower arrangement, the energy management arrahgement calculates a. total power supply using the supply data. For example, the total power supply is the sum of the capacities of each of the sources for electric power which are coupled to the power distribution arrangement. Depending on circumstance, there may be one source such as e.g. a grid utility., two sources such as e.a.

a photovoltaic device and a battery or more than two sources. The photovoltaic device may be named solar photovoltaic device or cell.

In a development of the power arrangement, the energy management arrangement calculates a value of a supply power of the elect-Hc vehicle charger infrastructure as a function of the total power supply, a building load and a capacity of the electric vehicle charger infrastructure. The energy management arrangement calrillates the value of the supply. power SPO of the electric vehicle charger infrastructure e.g. by the equation: SPO = mj,.nimum. I(IPS -BILL, CAP), wherein IPS is a value of the total power supply, Pb is a value of the building load. and CAP is a value of the capaci of the electric vehicle charger infrastructure.

In a development of the power arrangement, the energy management arrangement calculates at least one of: - a total charger capacity as a sum of a charger capacity of the number M of the elecLlic vehicles (that means of the 20 electric vehicles which receive electric power via the vehicle power terminal), and - a total discharge capacity as a sum of a discharge capacity. of the number M of the electric vehicles (that means of the electric vehicles which provide electric power via the vehicle power terminal to the power distribution arrangement).

In a development of the power arrangement, the charger capacity of an electric vehicle of the number M of electric vehicles is a function of a limit charger capacity of the electric vehicle and the instantaneous power need of the electric vehicle. The charger capacity of the electric vehicle is a IlajfliMUTh. of the limit ger capacity and the instantaneous power need.

In a development of the power arrangement, the discharge capacity of an electric vehicle of the number M of electric vehicles is a function of A Iiml t disetarge catacity of the electric vehicle and the instantaneous discharge power of the electric vehicle. The discharge capacity of the electric vehicle is a minimum. of the limit discharge car-acity and the 10 instantaneous discharge power.

In a development of the power arrangement, the energy management arrangement calculates an excess. charging capacity depending on the total charger capacity and the supply power. of the electric vehicle charger infri,..sructure. The energy management arrangement calculates a value of the excess charging capacity FCC e.g. using the equation: FCC -Maximum SPCO, wherein ICC is a value of the total charger capacity and SPO is a value of the supply power of the electric vehicle charger infrastructure.

In a development of the power arrangement, the energy management arrangement increases a scaled discharge power for an electric vehicle of the number of electric vehicles depending on the excess charging capacity. Advantageously, in case of a high excess charging capacity, the discharge power can he increased.

In a deveIopm m of the power arrahqement, the energy management arrangement calculates a discharge power depending on scaled discharge power and the discharge capacity.

In a development of the power arrangement, the energy management arrangement calcniates a total discharge over as a sum of the discharge power of the number M of electric vehicles.

In a devPjopment of. the power arrangement, the energy management arrangement caldniatos a total managed power depending on the total discharge power and the supply pover of the electric-vehicle charger-infrastructure.

In a development on the power arrangement, the energy management arrangement calculates a possible charging power depending on an initial charging power and the total managed power.

In a development of the power arrangement, the energy management arrangement calculates a charging power depending on the possible charging power and the charger capacity.

In a development of the power arrangement, the energy management arrangement calculates an excess capacity of the electric vehicle as difference between a charge capacity of the electric vehicle and a charging power of the electric vehicle at the current point of time. In an example, the excess capacity is only calculated for an electric vehicle that is charged at the current point of time or has to be charged in the next time slot. The charge capacity is e.g. the minimum of the limit charger capacity and the instantaneous power need. The limit charger capacity is the milimum of the upper value of. electrical power which can be provided by a charger connected to the electric vehicle and of the upper value of electrical power which can be received by the electric vehicle. The charging power the electlical power that is applied to the electric vehicle during the time nt at the riirrert pojrt of time. M..he. charging power that is applied to the electric vehicle during the time slot can also be named final charging power.

In a development or. the power arrangement, the energy management arrangement calculates eradditional charging power of the electric vehicle depending on the excess capacity of the electric vehicle and depending on a sum of the excess capacities of the number M of electric vehicles. The additional charging power of the electric vehicle is calculated by dividing the excess capacity of the electric vehicle through the sum of the excess capacities of the number M of electric vehicles, In an example, the energy management arrangement calculate the adAitional charging.

power of the electric vehicle depending on the excess capacity of the electric vehicle, a sum of the excess capacities of the number M of electric vehicles and an available additional charging power. In an example, the result of this division is multiplied by the available additional charging power to calculate the additional charging power. Typically, the available additional charging power has the unit W or kW. To calculate the additional charging power, the excess capacity is scaled-up using the available additional charging. power.

In a dsi.velopment of the power arrarlgerrLenc, the energy management arrangement calculates the available additional charging power which depends e.g. on the total managed power, -12 -the total charger capacity and the sum of charging power for the number M of EVs connected.

In a development of the power arrang-ment, the energy.

management arrangement increases a final charging power of the elaPtric vbhicic by the additional charaing power n In an alternative example, the energy management arrangement calculates the final charging power of the electric vehicle for the next time slot by adding the charging. power at the current point of time and the additional. charging power. The addltionai charging power is positive or negative.

in. a development, of the Dower arrangement, explained in other words, the energy management arrangement calculates a next. charging power of the ci ect.ric vehicle for the next time s by adding the charging power at the current point of time and the additional charging power. Correspondingly, the charging power of the present time slot has been calculated by adding the charging power of the previous time slot and the additional charging power calculated during the previous time slot. The charging power is constant during a time slot. The charging power is changed at the transition from a time slot to the next time slot in case the value of the additional charging power is not zero. flr,

In a development of the -.Dower arrangement, the energy management arrangement calculates the energy need at the end of a time slot. The energy need at the end of a time slot is equal tb the energy need at the end of the previous time slot minus the product of the charging power during the present time slot and the duration of the present time slot. The durations of the time slots are e.g. ecyLial.

In a development of the power arrangement, the power arrangement comprises a power meter interface circuit that is coupled to the energy management arrangement. The power meter interface circuit receives data about the vehicle electrical power provided via the vehicle power terminal and data about. the buildtn.ci. electrical flower -provided via the building power terminal. The energy management arrangement controls the power distribution ariallgement e.g. additionally as a function of measured. data received at the power meter interface. ckrcuit.

In a development of the power arrangement, the power arrangement comprises a vehicle power meter that is arranged between the power distribution arrangement and the vehicle power termlna] and. is coupled. to the power meter interface circuit. Moreover, the power arrangement comprises a building power meter that is arranged between the power distribution. arrangement and the building power terminal and is coupled to the power meter interface circuit, In a development of the -bower arrangement, the energy management acangement comprises a memory storing at least one of 3 building load profile and a power supply profile.

flr, In a development of the power arrangement, the memory stores at least one of a number of chargers and a power rating of each charger.

In a development, a building arrangement comprises the power arrangement and appliances of at least one of a group comprising household appliances, office appliances, fabrication appliances and retail. appliances. The electrical power is provided to the appliances inside the building arrangement by the power arrangement. The number of buildings of the building arrangement is one or larger than one.

There is provided a method for providing electrical bower which comprises providing demand data vie a demand interface circuit to an energy management arranTernt. The demand data include at least one data of a group comprising: an energy need that is required of an electric vehicle, a discharge energy that is available by the electric vehicle for dischargin.g, a charging time period that is available for charging the electrlc vehicle and a. discharging time period. that is available for discharging the electric vehicle. Moreover, the method comprises controlling a power distr ibutio n arrangement by the eneriy management arrangement, providing vehicle electrical power to a vehicle power terminal by the power distribution arrangement, and providing. building electrical power to a building power terminal by the pbwer distribution an The energy management arraugement controls the power distribution arrangement such that the vehicle electrical power is provided at the vehicle power terminal as a function of the demand data.

Advantageously, the method optimizes the electrical power 25 available and the time periods available to charge at least one electric vehicle and to provide electrical power to a building arrangement.

The method for providing electrical power is performed on-20 line. The method operates in real-time.

In a development of the method, the demand data fur clude an arrival time of the electric vehicle_ There is provided a computer program product comprising instructions to cause the power arrangement described above to execute the steps of the method described above.

The power arrangement and the computer program product described above are particularly suitable for the method for providing electrical power. Features described in connection with the power arraugement and the computer program product can therefore be used for the method and vice versa.

In a development, the arrangement implements a system and a methodology for EV fleet charging using a power distribution algorithm for an electric vehicle charging infrastructure, abbreviated EVCI. EV is the abbreviation for electric vehicle.

In a development, an EV fleet charging arrangement should meet daily EV charging-needs in desired time. A power distribution algorithm in the energy management system (abbreviated EMS) distributes power across the plugged-in EVs to meet their daily charging need within the desired time duration while minimizing the installed power supply and EV charging capacity. The algorithm also leverages the vehicle-to-grid zx (abbreviated V2G) capability of certain vehicles to minimize the overall fleet charging duration and peak-demand expense.

In a development, a fleet of EVs which need to charge themselves uses a fleet charging system. This system may be sized for the worst-case scenario, i.e. when all EVs are plugged-in and are drawing maximum power as per the 'EV charger rating. This requires bilge power capacity for the charging infrastructure, leading to huge installation, operational and maintenance costs. The power arrangement described here aims at avoiding these drawbacks.

In a development, the power arrangement utilize inputs on a 5 number of chargers and power rating of each charger, number of EVse energy need of each EV, FA/. arrival and departure time scheduled, total power supply profile including solar photovoltaic, diesel generator set and battery energy storage as well as a building load profile. The power arrangement 10 determines the Optimum power distribution. among EVE. The power arrangement maximizes Ev charging capacity utifijzaton and minimizes charging infrastructure size and cost. The power arrangement minimizes the total time required for iq the fleet. In an example, the power arrangement also uses histori c and currert data on the number of charcers and. EVs, predict power distribution and uses distributed energy storage.

The following description of figures f embodiments shall.

further illustrate and explain aspects of the power arrangement and the method for providing electrical power. Parts, components and signals with the same structure and the same effect, respectively, appear with equivalent reference symbols. Insofar: as parts, components and signals correspond to one another in terms of their function in different figures, the description thereof is not repeated for each of the following figures.

Figure 1 shows an exemplary embodiment of an arranuement with 30 a power arrangement; and Figures 2A to 2C show an exemplary embodiment of a. method performed by a power arrangement.

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Figure 1 shows an exemplary embodiment of an arrangement 10 comprisino, a power ariangeJfent 11. The power arrangement 11 includes an energy management arrangement 12 and a power distribution arraizgement 13. The power distribution arrangement 13 is coupled to the energy management arrangement 12 Additionally, the power arrangement 11 comprises a demand interface circuit 14 that is coupled to the energy management arrafigement 12. A supply interface circuit 15 of the power arrangement 11 is additionally coupled to the eneray management ar-anaement 12. Furthermore, the power arrangement 11 comprises a power meter interface circuit 16 coupled to the energy management arrangement 12_ The power arrangement 11 comprises a memory 17 coupled to the Ii energy marnagement arrangement 12, The energy management arrangement 12 is realized e.g. by a computer, microprocessor, microcontroller or a programmable logic or a combination of these devices. The power distribution arrangement. 13 is fabricated e.g. as an electrical enclosure or a switchboard. The power distribution arrangement 13 Includes at least one of a circuit breaker 19, a fuse and a switch.

zd The power distribution arrangement 13 is coupled on its output side to a vehicle power terminal 21 and a building power terminal 30. The vehicle power terminal 21 is realized e.g. as an output terminal or as an output/input terminal. Thus, the vehicle power terminal 21 is configured for a unidirectional flow of electrical power from the power distribution arrangement 13 via the vehicle oower terminal 21 to another part or is configured for a. bidirectional flow of electrical power to and from the power distribution arrangement 13. The building power terminal 30 is realized e.g. as an output terminal or as an output/input terminal. Thus, the building power terminal 30 is configured for a unidirectional flow of electrical power from the power distribution arrangement 13 via the building power terminal 30 to a further part or is configured for a bidirectional. flow of electrical power to and from the power distribution arrangement 13.

The power distribution arrangement 13 is coupled on its. input side to at least one power source. The power sources shown in Figure 1 are only shown as examples. The power distribution arrangement 13 is coupled to at least one source out of a group of sources which comprise, for example, a utility grid Ii 40, a diesel generator sot 42, a. battery 43 and a photovoltaic device 44. MP arrangement le includes a transformer 41 that couples the utility grid 40 to the power distribution arrangement 13. The at least one source is also connected to the supply interface circuit 15. Each of the sources available in the arrangement 10 is connected to the supply interface circuit 15.

The power distribution arrangement 13 provides a vehicle electrical power PVE at the vehicle power terminal 21 and a 25 building electrical power PELT at the building bower terminal 30.

Additionally, the arrangement 10 comprises a vehicle power meter 24 that is coupled to the vehicle power terminal 21.

The arrangement 10 comprises a charger 22 for an electric vehicle. The charger 22 includes e.g. a wall-box. The charger 22 is configured for charging an electrical vehicle 25. For example, the arramgpment 10 Includes a number N of chargers 22. The number N of chargers 22 fbrm an electric charging. station 23. The vehicle power meter 24 is coupled between the vehicle power terminal 21 and the number N of chargers 22. A fleet 26 of electric vehicles 25 can be charged by the number N of chargers 22. The vehicle power meter 24 measures the vehicle electrical power PVE provided via the vehicle power terminal 21 to the number N of chargers 22. For example, the vehicle power meter 24 provides a sum of the electrical power applied to the number M of chargers 22 or provides the values of electrical power for each of the number N of chargers 22 separately. Measured data SM of the vehicle electrical power PVE are transferred from the vehicle power meter 24 via the power meter interface circuit 16 to the energy management arrangement 12.

Correspondingly, the arrangement 10 compxises a building power. meter 32 that is coupled to the building power terminal 30, The arrangement 10 includes a. building arrangement 31., The huildEng arrangement 31 e.g. includes exactly one building or includes several buildings. The building arrangement 31 is coupled via the building power meter 32 to the building power terminal 30. The building power meter 32 measures the building electrical power PELT provided to the building arrangement 31 as a sum or measures values of electrical power provided to different consumers inside the building arrangement 31 separately. The building power. meter 32 generates the measured data SM e.g.. for each of the several buildings, for each flat or for each shop inside the building arrangement 31 separately.. The building power meter 32 transfers the measured data SM via the power meter interface circuit 16 to the energy management arrangement 12.

-20 -The connection lines, drawn in Figure 1 as bold lines-, are electrical connection lines for providing electrical power. The connection lines, drawn as bold lines, are realized as single electrical connection lines. Alternatively, the connection lines are realized as several connection lines running parallpl. Thus, one connection ---I tie may include a bundle of connections lines. For example, the connection line running from the oower distribution arrangement 13 via the power terminal 21 and the vehicle power meter 24 to the number N of chargers 22 includes a =caber N of. connection. lines. Thus, each of the number N of chargers 22 is supplied with electrical power by a separate connection line. Also, the connection of the power distribution arrangement 13 via the building power terminal 30 and the building power meter 32 to the building arrangement 31 may include a further number L of connection lines, for example for connecting the power distribution alycingement 13 to several separate buildings of the building arrangement 31 or to several flats or stores inside the buHldurIg arrangement 21 The connections, shown as dashed lines in Figure 1, are cormections for providing data Additionally, these connections which are drawn as dashed lines can also provide e.g. electrical power, for example to operate the demand interface circuit 14, the supply interface circuit 15, the power meter interface circuit 16, the building power meter. 32 and the vehicle power meter 24. The connections drawn as dashed. lines are realized using wires or are realized in wireless form. These connections can be implemented as bus lines.

Addfflonaliv, the sicfwer arrangement 11 comprises a. building interface circuit 33 that is connected to the energy management. arrangement 17 and to the bullding arrangement 31. The building interface circuit 33 receives data from the building arrangement 31 and/or sends data to the building arrangement 31. The building interface circuit 33 can be used to provide demand data from A user or an appliance in the huild4n.q. arrangement 31 to the energy management arrangement 12 or to provide data such as control data from the energy management arrangement 12 to the building arrangement 31 such as, for example, to an appliance inside the building arrangement For example, the energy management arrangement 12 is coupled via the building Irterrace circuit 33 to a washing machine in the building arrangement 31 to start the washing machine. The energy management arrangement 12 controls the power distribution arrangement 13 e.g. additHonally as a function of data received at the building interface circuit 33.

the arrangement 10 comprises a central unit 50 that is connected to the energy management. arrangement 12.

The central unit 50 includes a computer. The central unit 50 is configured e.g. for billing consumers. Thus, the central unit SO generates e.g. at least a bill 51, for example to Lhe owner of the one of the electric vehicles 25 receiving energy at the charger. flA

The energy management arrangement 12 receives suoply data SU via the supply interface circuit 15. The supply data SIT contain information about an electric power that is supplied or can be supplied from one of the power sources such as the 30 utility grid 40, the diesel generator set 42, the battery. 43 and the photovoltaic device 45.

-22 -The energ.y management arrangement 12 receives data that are demand data SD via the demand interface circuit 14. The demand data SD include an arrival time t24. of the electric vehicle 25 at one of the chargers 22. The demand data SD comprise, for example, an energy. need. EN that is required of the electric vehicle 25 and a charging time period. TC that is available for charging the electric vehicle 25. In an example, the demand data additionally include, for example, a discharge energy ED that is available by the electric vehicle 10 25 tor discharginc and a ddscharging time period TD that is available for discharging the electric vehicle 25.

The demand. data SD can be supplied by for example a driver or owner of the electric vehicle the charger 22, For example, the charger 22 includes a not-shown displatouchscreen or another input device to receive, the above-mentioned data from the driver or owner of the electric vehicle 25 that has to be charged at the charger 22. Alternatively, the demand data SD or a. part of the above-mentioned demand data SD are provided from the electric vehicle 25 with a connection such as, for example, a wireless connection of the electric vehicle 25 to the charger 22 or directly to the demand interface circuit. 14. Alternatively, the driver or owner of the electric vehicle 25 provides the above-mentioned data via a portable device such as a smartphone, tablet or computer., to the charger 22 or directly to the demand interface circuit 11.

The demand interface circuit 14 is realized e.g. as a bus interface that is connected to the number N of chargers 22, as a device with an antenna to receive data from the number N of chargers 22 or from a portable device of a Person such as a driver or owner of the electric vehicle 25 using. wireless transmission, or as an input/output device which can be used by such a person.

The energy management arrangement 12 uses the demand data SD 5 and the supply data SU with information about the energy sources to generate control signals SC that are provided to the power distribution arrangement 13. The power distribution arrangement 13 provides the vehicle electrical power PVC at the vehicle power. terminal 21. and the building electrical.

power PBU at the building power terminal. $0 depending on the control signals SC generated by the energy management arrangement 12.

J\dditio nal.lv,the energy management arrangement 12 uses the measured data SM provided by the vehicle power meter 24 and/or the building power meter 32. The memory 17 stores a power supply profile, for example a power supply profile of the photovoltaic device 44, Moreove-r, the memory. 17 stores e.g. a building load profile of the building arrangement 31, The building load profile is generated by using daily, weekly or monthly load profiles of the building arrangement 31 in the past. In. an. example, the energy management arrangement 12 generates the control signals Sc to the power distribution arrangement 13 also as a function of the building load ii profile and/or the power supply profile. Thus, not only the actual data of the electrical power provided at the vehicle power. terminal 21 and at the building power terminal 30 are used for generating the control signals SC, but also the typical time characteristics on the supply side and on the consumer side.

In a developmen..t, the arrangement 10 and the method or methodology for CV fleet charging described maximizes CV charging capacity utilization and minimizes charging infrastructure size. The arrangement 10 of power distribution from energy sources to EV and back is shown in Figure 1. The power distribution arrangement 13 and the energy management arrangement 12 are at the core of the arrangement 10 for EV charging and building-energy-management. This core, namely the power arrangement 11, exchanges power, information / sensing and control with i) utility grid supoly, ii) distributed energy resources (abbreviated DERs) namely solar.

photovoltaic, battery energy storage system (abbreviated BESS) and dies--a21 generator set, iii) building loads and h EV chargers 22. The power meters 24, 32 measure the power mow to/ from EV chargers 22 and building loads respectively. The energy management arrangement 12 controls. the power distribution based. on 1) inputs sensed by these power meters 24, 32 and ii) parameters measured by the power distribution arrangement 13.

In an alternative not-shown embodiment, the power arrangement 11 includes the vehicle power meter 24. Thus, the vehicle power meter 24 is arranged between the power distribution arrangement 13 and the vehicle power terminal 21. Similarly, the building. Dower meter 32 is implemented e.g. inside of the power arrangement 11. Thus, the build-ling power meter 32 couples the power distribution arrangement 13 to the building power terminal 30. Alternatively, the building power meter. 32 and the vehicle power meter 24 are included inside the power distribution arrangement 13.

In an alternative not-shown embodiment, the power arrangement 11 is reaized inside one of the buildings of the building arrangement 31.

Figures 2A to 2C show an exemplary embodiment of a. method performed by the embodiment of the power arrangement 11 as shown in Figure 1. Figures 2A to 2C. illustrate the power distribution. method or algorithm-The method is illustrated in a flow chart with steps or nodes 70 to 97. Some of the steps are explained in detail in the foltowlng.

Step tO: The energy management arrangement 22 operates using time slots. A. time slot can be implemented as Lime step, A time slot last for a time period At. A. value of At is e.g. 1/4 h, 1/6h or 1/70 h Tr case thd time slot At is given in fractions of an hour, an energy (measured in kWh) flowing.

during a ne slot can easily be calculated (energy = electrical power * At). In case the time slot At is measured in minutes, a conversion or units is performed at some calculations. In an example, At -15 min or 5 min. Steps 72: For each electrical vehicle ss, abbreviated DV, demand data SD such as an arrival. time tA, an energy need EN (also named charging energy need), a discharge energy ED (which is a discharging energy available in the electrical vehicle 25) and a charging time period TC (which is the time available for charging) are determined, e.g.. from inputs of the owner or driver of the DV 25, The charging time period TC is constant (and is provided by the driver or owner of the DV 25). A further demand data SD, namely a discharging time period TD, may also be determined. The discharge energy ED has a first value ED(tA) and the energy need EN also has a first value EN (LA) at the arrival time -LA_ The discharge energy. ED and the energy need EN are a function of the point of time t and are both reduced from their first values during the time -26 -Step 73: Each EV 25 has a priority number or priority level Pt-The charging time period TO is scaled down by the priority number DI to reduce the charging time period TO as per priority value PT, Tn au example, the EVs 25 are grouped into multiple categories of priority e.g. high, medium and Jaw, which is idiertnfed by the prdxyritv number PP. Thus, low priority has e.g. while PL=2 and Pta=1.5 are for high and medium priority respectively.

G2V is the abbreviation for grid to vehicle and V2G is the abbreviation for vehicle to grid. G2V and V2G are sometimes part of the names to indicate the direction. of electrical power flow. However., the names without G2V and 520 have the same meaning as the names including 02V and V2G. Also Et/CI (electric vehicle charging infrastructure is abbreviated as EvrT) is included sometimes in the names to indicate that the signal or quantity refers to the arrangement 10 and not only to one electric. vehicle 25 and one charger 22. The EVCI is reallneb by the power arrangement. 11 and tho number N of chargers 22.

Typically, the electric vehicle 25 is first discharged and then charged, in case the discharge energy ED is set larger than zero. In case the discharge energy ED is zero (e.g. the flr, initial discharge energy ED(tA) or the present discharge energy ED (t) is zero), the electric. vehicle 25 is charged and not discharged.

Step 75: For each Ev 25, for every time slot or time step ft (also described as 't'), an initial charging power ICP is calculated as a ratio of the energy-need EN (which may be named charging energy need -Ern to the available time period Tial17-at the given point of time ti The available Lime period TAV is not constant and is reduced as a function of time. An initial discharge mower ILI' and a total initial charging power TICP are also calculated.

The instantaneous power need TEN is the power needed over one time slot At to deliver the remaining charging enerqv need. EN of that G2V EV 25. In other words, for providing the remaining energy need EV. to the electric vehicle 25, hypothetically the instantaneous power need. IPN has to be provided to the electric vehicle ao The instantaneous power need. TPN can be calculated using: PM = EN wherein FN is a value of the present energy need at the point of time t and At is a value of the time slot. For At given in minutes, the following equation can he used.: IPN -EN. 60/At The instantaneous discharge power IPTT or instan Lanooas power discharge need is the mower discharge over time slot At to take all the remaining available discharge energy ED of that 72G EV 25. In other words, for discharging the remaining discharge energy ED from the electric vehicle 25 to the power distribution arrangement 13 during one time slot At, hypothetically the instantaneous discharge power IET has to be taken from the electric vehicle 25. The instantaneous discharge power TPD can be calculated using: IP") = ED At or TPD -Er' y 60/nt in case At is given in minutes) wherein. ED is a. value of the present discharge energy at the point of time t and AL is the value of the time slot.

2 28 2 Step 77: For the arrangement. 10 (or the building arrangement 31), a total power supply IFS is the sum of i) an utility power supply and ii) sum of power from disbributed energy 5 resources (abbreviated PEP, e.g. from a battery energy storage system abbreviated BESS with the battery 43, and/or photovoltaic device or arrangement 44 and/or the diesel generator set 42). The energy management arrangement 12 uses the supply data. SU received. via the supply riterface o^rcuU: 10 15 and power supply profiles (e.g. the power supply profile of the photbvoltaic device 44) stored in the memory 17 to calculate the total power supply TPS.

An EVCI supply. power SPO is calculated as. the difference IS between i) total power supply TPS and. .11 buildIng load EL (power consumption of building arrangement "),1). However, the EVCI supply power. SPO is limited to an EVCI capacity CAP also named EVOLL installed. capacity). A value for the building load EL is determined from. 17ne building load proffle 20 stored in the memory 17 or the measured data SM or a combination of both inputs.

Step 78: For every charging. EV 25, onboard charger capacity (G2V charger capacity) is taken as a minimum of the given charger capacity and the instantaneous power need 11.111. The given charger capacity is a limit charger ca'.uacity LOC. The limit charger. capuci5y LOC is the minimum of the upper value of power which can be provided by the charger 22 and of the upper value of power which can Le received by the electric vehicle 25. Thus, a charge capacity CC is the minimum of the limit charger capacity MSC and the instantaneous power need IPN.

Similarly, for every discharging TV 25, onboard discharge capacity V2G charger capacity) is taken as a minimum of the given charger capacity and instantaneous discharge power 'PD. The given charger capacity is a limit discharge capacity UDC -The iHroft discharge capacity. LDC is the minimum of the upper value of power which can be provided by the electric vehicle 25 and of the upper value of power which can be received by the charger. 22 and the power distribution unit 13. Thus, the discharge capacity. DIG is the minimum of the limit discharge capacity. LOG and the instantaneous discharge power IPF. The limit discharge capacity LTC is e.g. egaal to the limit charger capacity LOC.

Step 79: An. excess charging capacity EGG is calculated as the difference between a total G2V charger capacity TOG and ii) the FVCI supply power SPO, if the difference is less than zero, then the excess charging capacity EGG is taken as zero.

Stec 80: For every. discharging EV 25, the V2G discharge capacity DIG is then scaled up or down such that a total V2G discharge capacity TOG matches the excess charging capacity ECG to obtain scaled discharge power. However, for each V2G charger 22 the scaled discharge power SDP is limited to V2G discharger capacity DM.: as described in step 76 above. flr,

Step 81: A total discharge power TOP from discharging TVs 25 (V2G ills) is then calculated. as a sum of a discharge power OP of the number M of vehicles 25, As described in Figure 20: Step 83: A total FXFCT managed power IMP is the sum of i) the EVOI supply power SPO and ii) the total discharge power IDE' (resulting from 72G EVs 25).

Step 84: For every charging. MV 25, a possible charging power POP is obtained by scaling up or down the initial charming power ICE', such that the total charging power for all charging EVs 25 matches the total EVCT managed power M.P. However, the charging power CT is limited to the minimum of the possible charging power PCP and the G2V charge capacity. CC as calculated. above. The charge capacity CO is calculated in step 78.

Step 85: A quantity AD is calculated as difference between.

the total EVCT managed power IMP and a total charging power which is the sum of the charging power OP for the number M of electric vehicles 25. If this difference is less than zero, then AD is taken as Zero, A. quantity PE) is calculated as difference between a plugged-in. charger capacity PCC (which can be named plugged-in G2V EVS charger capacity or total charging MV G2V charger capacity) and the total charging power which is the sum of the charging power OP for the number M of electric vehicles 25. An available additional charging power AACP is the minimum or the quantities AD and flr, BD.

For each charging MV 25, an excess capacity E.G is defined as difference between the G2V charge capacity CO and the charging power CP.

Step 86: For each charging MV 25, an additional charging power. ACP is obtained by scaling up or down this excess capacity EC, such that a total excess capacity matches D. The total excess capacity is the sum of the excess capacity EC of the number M of electric vehicles 25.

Step 87: For eact]. charging EV 25, a. final larging power FOP 5 is obtained by adding the charging power OP (as in step 64) and an additional charging power ACP. In an example, FC,P=CP+A.C.P.

Step 88: For each charging EV 25, energy tie ed alhT(t) is updated by deducting the energy charged during the time slot At (for example the last time slot At before the current point of time t). Also, the received energy ER (t) is updated by -ding the energy charged during thc time slot At For each discharging EV 25, the discharge energy ED(t) (which is an energy to be discharged.) is updated by deducting energy discharged during time slot At. Also, the sucplied energy ES (t) is updated by adding the energy discharged. during the time slot At. A. received energy EP, and a supplied energy ES are also calculated.

89: For each plugged-in EV-25, the available time period TAV(t) is updated by deducting the value of one time slot At.

For each electric vehicle 25, the charging is stopped if the flr, available time -:period r.U.A.V(t) is less than At and/or the energy need EN is less than zero (or a small positive resHdual value).

20, the following steps are shown: Step 94: 7 I utilization for the arrangement 10 is calculated as a. ratio of total charging energy to the charging energy which the EVCI capacity can supply in hours, For each EV 25, the energy bill 51 is calculated as the product of energy rate (price per kWh) and net energy received. Alternatively, the energy bill 51 is the difference between the price of energy purchased (G2V) and the price of energy sold (M;).

Step 96: All above StE;05 from bbint 3 (or step 75) onwards are repeated until each of the electric vehicles 25 is charged-IL 0 Advantaaeously, a data convergence can be achieved by the method shown. in. Fighies 2A to 20 such that each arrived electric vehicle 25 is charged and the building load EL is fulfilled.

The arrangement 10 uses various input parameters and key performance indicators (KPIs) as output of the method: The power arrangement 10 uses the foliowing inputs: 20 -Building load profile (kW Vs Time), - Energy cost or energy rate 1h), - EVCT capacity (kW), - Utility capacity (kW) which is the amount of electrical power that can be provided by the grid 40 and the transformer 41.

Inputs for each EV -' are: - Arrival time LA, (hh:mm), - Charging time period IC which is the time available for charging (hours), -Discharging time period TD which is the time available for discharging (hours), - Energy need EN(te) which i.e the energy required (kWh.) at the arrival time _ 0 -EV charging capacity (kW) which is also named limit charger capacity LCC. The limit charger capacity LOG is the minimum of the capacity of the El' to receive power from any charger 22 and of the capacity of the charger 22 to provide power.

These inputs are stored in the memory 17 and/or in the energy an arrangement 12.

Key performance indicators (abbreviated KRIs) are e.g.: -EVCC managed power (kW) -EVCT capital expenditure (abbreviated CAPEX) and amortization of the capital expenditure ($) _ EvnT utH1HzatHon (q) For each EV charger, KPis are: Charger Time: Charging and disc c (hours) Tndlv(d al Charger utilization %) Charger idle time (hours) EV energy bill 51 ($) Charger. utilization Equations for calculating EVOT utilization, individual charger utilization and average charger utilization are given in Figure 2C.

The signals or quantities AD, BD, D, additional charging power ACE, building load BL, charge capacity CC, charging power CP, discharge capacity DIG, discharge -power DP, excess capacity EC, excess charging capacity ECC, discharge energy ED, energy need EN, received energy FR, supplied energy ES, instantaneous power need _LPN', Instantaneous discharge power IPD, vehicle electric power I'VE, building electric power PET., possible charging power PCP, plugged-in charger capacity FCC, control signal SC, scaled discharge power SDP, measured. data SMI, supply power SPO, supply data SIT, available time period TV, total charger capacity TCC, total discharge capacity TDC, total initial charging power TICE., total discharge pc or TDP, total managed power IMF and total power supply TPS depend on the current point of time t. The dependency. is sometimes indicated, e.g. in the case of EN(t) or TAV(t).

Only the signals or quantities initial charging power ICE, initial discharge power TDP, limit charger capacity DEC, limit discharge capacity LTC, priority level PL, demand. data SD, arrival time LA, discharging time period ID and charging time period TC are constant and do not. depend on the point of time t; however, these signals depend on the electric vehicle 25 and/or the charger 22 and can he different for different electric vehicles 25 or chargers 22 or different arrivals of the same electric. vehicle 25 at different points of Lime t (e.g. at different days). The time slot At is constant.

Theembodiments shown in Figures 1 to 22 as stated represent.

examples of the improved power arrangement 10; therefore, they do not constitute a complete list of all embodiments according to the improved power arrangement 10. Actual power arrangements may vary from the embodiments shown in terms of parts, devices and signals, for example.

Reference Numerals arrangement ii power. err nmement 12 energy management arrangement 13 power onstrmbutiorL arrangement 14 demand interface circuit supply interface circuit 16 power meter interface circuit 11 memory 19 circuit. rgaker 21 vehicle power. terminal 22 charger.

23 electric charging station 24 yehlcle power meter electric vehicle 26 fleet.

bnroung power terminal 31 buildIng arrangement 32 building power meter 33 building interface circuit utility grid 41 transformer 42 diesel. qener mr -et 43 battery 44 photovoltaic device central unit 51 b-^11 to 95 step AACP available additional charging power AD, RD quantity.

ACP additional charging power BI building load CAP -36 -CC electric e 1.-le charger-infrastructure capacity charge capacity CP, DIG DP EC ECC ED CP(t) charging power discharge capacity discharge power excess capacity excess charging capacity discharge energy EN, ER, ES, FCP ICP EN (t ER (t) ES (t) energy need received energy supplied. energy final charging power initial charging power TDP IPD IPN PEP PVE Initial. discharge power instantaneous discharge power instantaneous power need. building electric power vehicle electric power LCC limit charger capacity limit discharge capacity plugged-in charger capacity possible charging power prjorltv level

LDC P00

PCP PT.

nr, SC SD SDP SM SPO control signal demand hata scaled discharge power measured data supply power 50 supply data current point of time TAV. tA. TAP (t) available time period arrival time TO charging time period.

TOO total charger capacity ID discharging time period TDO total discharge capacity IDP total discharge power TICP total initial charging power IMP total managed power TPS total power. supply At tim9 slat

Claims

-1,92me 1. Power arrangement (11), comprising - an energy managememW arrangement (12), -a demand interface circuit (114) coupled to the energy management arrangement (12), -a power distribution arrangement (13) coupled to the energy management arrangement (12), - a vehicle power terminal (21) coupled to the power distribution arrangement (13), and - a building power terminal (30) coupled to the power distribnflon arrangement (13), - wherein the demand interface circuit. WU is configured for acquiring at least one demand data (SD) of a group comprising: an energy need (EN) that is required of an electric vehicle (25), a discharge energy (ED) that is availahle by the electric vehHcle (25) for dischargijgg, a charging time period (IC) that is available for charging the electric vehicle (25) and a discharging time period (TD) that is available for discharging the electric vehicle (25), and - wherein the energy management arrangement-(12) is 22 configured to control the power distribution arrangement (13) such that a vehicle electrical power (PVE) is provided at the vehicle power terminal. (21) as a function of the demand data (SD) and a building electrical power (FEW is provided at the building power terminal (30).
2. Power arrangement (11) of claim 1, wherein. the energy management arrangement (12) is configured to calculate an available time period. (TAV) for the electric-vehicle (25) at a current point of time (t) .according to the following equation: - Tc/pr, -t, whexein tA is a v.slue of an arrival time of the electric vehicle (25), TI) is a value of the discharging time period, IC is a value of the charging time period, Pt is a priority level and t, is the current point of time.
3. Power arrangement (11) of claim 2, wherein the energy management arrangement (12) is configured to stop charging of the electric vehicle (25) in case at least one of two conditions is fulfilled: TAV < EN Lc 0, wherein. TAV is a value of the available time period at the 20 current point of time (t), At is a value of a time slot and EN is a value of the energy need at the current -point of time (t) 4. Power arrangement (11) of one of claims 1 to 3, wherein the energy management arrangement (12) is configured to calculate for the electric vehicle (25) at least one value of a group comprising: - an initial charging power (DPP) as a. function of the energy need (EN) and of the charging time period (IC), 30 - an initial discharge power (IDE') as a function of the discharge energy (ED) and the discharging time period (Tpl, an instantaneous power need (TPN) as a fitnetlon of the energy need (EN), and an instantaneous discharge power (IPL) as a function of the discharge energy (ED).5. Power arrangement 11) of claim 4, wherein the energy management arrangement (12) is configured to calculate for a number M of electric vehicles (25) a total LI al chargfnq power (TICP) which is the sum of the ^nitHal charging power (ICP) of the number M of electric vehicles (25) * 6. Power arrangement 11) of one of claims 1 to 5, wrerean the powerarrangement: (11) comprises a supply interface c1rcuit (15) coupled to the energy management arrangement (12), and wherein the energy management arrangement (12) is configured to control the rower distribution arrangement 13) such that the vehicle electrical. power (TAM) and/or the building electrical. power (PhD) is provided at the vehicle power terminal (21) and at the building power terminal (30) additionally as a function of supply data (SU) received. at the supply interface circuit Power arrangement (11) of claim 6, wherein the supply interface circuit (15) is cunfinured for acquiring at least one supply data (SD) of a group comprisHnq a present grid utility capacity, a present photovoltaic capacity, a present battery capacity and a present diesel generator capacity.-S. Power arrangement (11) of claim 6 or 7, wherein the energy management arrangement (12) is configured to calculate a supply power. (SPO) of an electric vehicle charger infrastructure depending on the supply data (Enn, a buHldnng load (EL) and an electric-vehicle charger-infrastructure capacity (CAP), P. Power arrangement (11) of claim wherein the energy management arrangement (12) Is configured 10 to calculate a total power supply (EPS) using the supply data (SU) alid to calculate the supply power (SPO) of the electric--vehicle charger-infrastructure by the equacion SPO = minimum [(TPS -EL) , CAPI, wherein SPO is a value of the supply power of the electric-vehicle charger-infrastructure, IFS is a value of a total power supply, EL is a value of the building load and CAP is a value of the electric-vehicle chargen-infrastructure capacity.10. Power arrangement. (11) of claim 9, wherein the energy management arrangement 12 is configured to calculate at least one of: a6 2p a total charger capacity (TCC) as a sum of charger capacity (CC) of the number M of electric vehicles (25), wherein the charvjer capacity (CC) of one electric vehicle (25) of the number. M of electric vehicles (25) is a function of a limit charger capacity (LOC) of the electric vehicle (25) and the instantaneous power need (CAN) of the electric vehicle (25), and a total discharge capacity (upo) as a. sum of a dischamge capacity (PIC) of the number M of electric vehicles (25), -42 -wherein the discharge capacity (DIG) of an electric vehicle (25) of the number M of electric vehicles (25) r a function of a limit discharge capacity (LDC) of the electric vehicle (25) and the instantaneous discharge power (IPE) of the electric vehicle (25.1.1_ Power arrangement (ll) of claim 10, wherein the energy management arrangement is Configured: - to calculate an excess charging capacity (EGO) depending on the total charger capacity (TOP.) and the supply power (GPO) of the electric-vehicle charger-infrastructure, - to increase a scaled discharge power (SDP) for an electric vehicle (25) of the number M of electric, vehicles (25) depending on the excess charging capacity (ECC), -to calculate a discraxge power (DP) depending on the scaled discharge power (SDP) and the discharge capacity (DIn), - to calculate a total discharge powc-(TDP) as a sum of the discharge power (DP) of the number M of electric vehicles (25) and to calculate a total managed power (IMP) depending on the total discharge power (TDP) and the supply power ($PCA of the electric-vehicle charger-infrastructure.12. Power arrangement (11) of claim 11, wherein the energy management arrangement (12) is configured: - to calculate a possible charging power (PCP) depending on an initial charging power (ICP) and the total managed power (IMP), -to calculate a charging power (OP) depending on the possible charging power (PCP) and the charger capacity to calculate an excess capacity (EC) of an electric vehicle (25) as difference between a charger capacity (CC) of the electric vehicle (25) and the charging power (1.21-9) of the electric vehicle (25) at the current point of time - to calculate an add-itional charging power (IC') of the electric vehicle (25) depending on the excess capacity (EC) of the electric vehicle (25), a sum, of the excess capacities (EC.) of the number M of electric vehicles (25) and an available additional charging power(AACP), and - to Increase a final charging power (FOP) of the electric vehicle (25) by the additional charging power (11:CP).13. Power arrangement (11) of one of claims 1 to 12, wherein the power arrangement comprises a power meter interface circuit (16) that is coupled to the energy management arrangement (12) and is configured to recei measured data (SM) about the vehicle electrical power (PVE) provided via the vehicle power terminal (21) and about the building electrical power (PBU) provided via the building power terminal (30), and wherein the energy management arrangement (12) is configured to control the power distribution arrangement (113) addHtIonallv as a function of the measured data (SM) received at the power meter interface circuit (16).14. Method for orbviding electrical power, comprising - providing demand data (SD) via a demand interface circuit (14) to an energy management arrangement (12), wherein the demand data (SID) includes at least one data of a group comprising: an energy need (EN) that is required an electric vehicle (25), a discharge energy (ED) that is available by the electric vehicle (25) for discharging, a charging time period (IC) that is available for charging the electric vehicle (25) and a discharging time period (TD) that is available. for discharging the electric vehicle (25) controlling a power distribution arrangement (13) by the energy management arrangement (12), - providing vehicle electrical power (PVE) to = vehi.1 0 power terminal (21) by the power distribution arrangement (13), and - providing-building electrical power (RBU) to a building power terminal (30) by the power dds rdbution arrangement (13), - wherein the energy management arrangement (12) controls the power distribution arrangement. (13) such that the vehicle electrical power (EVE.) is provided at the vehicle power terminal (21) as a function of the demand data SD).15, Computer program product comprising instructions to cause the power arrangement (11) of one of claims i to 13 to execute the stecos of the method of claim 14.