WO2018193097A1 - Ladestation zum laden mehrerer elektrofahrzeuge, insbesondere elektroautomobile - Google Patents
Ladestation zum laden mehrerer elektrofahrzeuge, insbesondere elektroautomobile Download PDFInfo
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- WO2018193097A1 WO2018193097A1 PCT/EP2018/060202 EP2018060202W WO2018193097A1 WO 2018193097 A1 WO2018193097 A1 WO 2018193097A1 EP 2018060202 W EP2018060202 W EP 2018060202W WO 2018193097 A1 WO2018193097 A1 WO 2018193097A1
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- charging station
- charging
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/60—Monitoring or controlling charging stations
- B60L53/63—Monitoring or controlling charging stations in response to network capacity
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/30—Constructional details of charging stations
- B60L53/305—Communication interfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/50—Charging stations characterised by energy-storage or power-generation means
- B60L53/52—Wind-driven generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/60—Monitoring or controlling charging stations
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/60—Monitoring or controlling charging stations
- B60L53/67—Controlling two or more charging stations
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/12—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/12—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load
- H02J3/14—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load by switching loads on to, or off from, network, e.g. progressively balanced loading
- H02J3/144—Demand-response operation of the power transmission or distribution network
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/18—Arrangements for adjusting, eliminating or compensating reactive power in networks
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/18—Arrangements for adjusting, eliminating or compensating reactive power in networks
- H02J3/1807—Arrangements for adjusting, eliminating or compensating reactive power in networks using series compensators
- H02J3/1814—Arrangements for adjusting, eliminating or compensating reactive power in networks using series compensators wherein al least one reactive element is actively controlled by a bridge converter, e.g. unified power flow controllers [UPFC]
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/28—Arrangements for balancing of the load in a network by storage of energy
- H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
- H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
- H02J7/04—Regulation of charging current or voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J2207/20—Charging or discharging characterised by the power electronics converter
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/10—The network having a local or delimited stationary reach
- H02J2310/20—The network being internal to a load
- H02J2310/22—The load being a portable electronic device
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
- H02J2310/56—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads characterised by the condition upon which the selective controlling is based
- H02J2310/58—The condition being electrical
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/28—Arrangements for balancing of the load in a network by storage of energy
- H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
- Y02B70/00—Technologies for an efficient end-user side electric power management and consumption
- Y02B70/30—Systems integrating technologies related to power network operation and communication or information technologies for improving the carbon footprint of the management of residential or tertiary loads, i.e. smart grids as climate change mitigation technology in the buildings sector, including also the last stages of power distribution and the control, monitoring or operating management systems at local level
- Y02B70/3225—Demand response systems, e.g. load shedding, peak shaving
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
- Y02E40/30—Reactive power compensation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
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- Y04S20/00—Management or operation of end-user stationary applications or the last stages of power distribution; Controlling, monitoring or operating thereof
- Y04S20/20—End-user application control systems
- Y04S20/222—Demand response systems, e.g. load shedding, peak shaving
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
- Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
- Y04S30/12—Remote or cooperative charging
Definitions
- Charging station for charging a plurality of electric vehicles, in particular electric automobiles
- the present invention relates to a method for operating a charging station for charging a plurality of electric vehicles, in particular electric cars.
- the present invention also relates to a charging station for charging a plurality of electric vehicles.
- the present invention also relates to a subnet of a charging station. In the wake of growing e-mobility, there is a growing trend towards more and more electric vehicles and electric vehicles being licensed not only for private use, but also for commercial use in road transport.
- the charging systems usually derive the power for charging the vehicles from the electrical supply network.
- German Patent and Trademark Office has in the priority application for the present application the following prior art research: DE 10 2010 002 237 A1, DE 10 201 1 008 675 A1, DE 10 2012 101 799 A1, US 8,981, 708 B2, US 201 1 / 0106321 A1, US 2016/0224045 A1, EP 2 592 709 A1, WO 2016/120240 A1, ISLAM, FR; POTA, H.R .; ALI, M.S .: V2G technology to design a Virtual UPFC. In: 1 1th International Conference on Environment and Electrical Engineering, Venice, 2012, pp. 568-573.
- a solution is to be proposed which enables at least a control of a power flow in a network section.
- a method according to claim 1 is thus proposed. This is intended for operating a charging station for charging a plurality of electric vehicles, in particular automobiles.
- a charging station which may comprise several charging stations, connected to a network connection point with the electrical supply network.
- the charging station can thus obtain electrical energy or electrical power from the electrical supply network.
- the charging station is prepared to also feed a power into the supply network.
- the charging station is to be regarded not only as a consumer but also as a producer. If necessary, the charging station feeds active and / or reactive power into the grid. The charging station can thus actively influence or change the supply network and does not only act like a passive consumer.
- charging station is arranged at a network connection point on a first network section of the electrical supply network and can receive or feed in a single-phase or multi-phase alternating current.
- the grid connection point is commonly referred to as PCC (English: Point of Commom Coupling).
- connection does not necessarily have to be direct, so that further network sections or transformers can be arranged between the network sections.
- the at least one further consumer and / or the at least one second network section can be influenced via the charging station.
- the charging station imposes a current or a reactive power at the grid connection point into the electrical supply network, this has an influence on the electrical load and / or the second network section.
- the further consumer can also be a second charging station.
- the charging station is thus configured to control the receipt of the electrical power from the electrical supply network and / or a feeding of electrical power to the grid connection point in the electrical supply network.
- the charging station is controlled so that not only the PCC of the charging station has a modified te mains voltage or a changed power flow sets, but also another network section where the charging station is not directly connected to the charging station can be influenced.
- control of the power flow and / or the network voltage in another network section is preferably carried out by a targeted limitation of power extraction or via a targeted power supply of the charging station at the respective grid connection point.
- the mains voltage can be controlled via a reactive power feed or -entnähme.
- the inventive method thus makes it possible that the charging station controls the power flows and network bottlenecks can be reduced.
- the inventive method allows a voltage control so that under or overvoltages can be prevented in the network sections.
- control of the mains voltage and / or the control of the load flow can be performed independently of the feeding or removal of electrical active power.
- At least one further charging station is provided in a further network section point.
- the at least two charging stations should be controlled coordinated or communicate with each other.
- each charging station is seen to be connected to a grid connection point to the electrical supply network and is each, each on its own, prepared to receive or feed a power from the electrical supply network.
- the charging stations are coupled so that they can exchange energy with each other.
- a coupling with at least one wind farm can be made. A preferred coupling is carried out so that the units to be coupled, ie the at least one wind farm and the charging stations each have a DC voltage intermediate circuit and these DC voltage intermediate circuits are directly coupled.
- the charging stations communicate via a suitable communication network, so that a coordinated control of the at least two charging stations is possible. For example, votes on a power take-off can be made so that a high power draw of a charging station can be compensated by a correspondingly lower power draw by the other charging station, so that the net is not overloaded as a result.
- the common or coordinated control can be carried out, for example, by a control unit which is arranged directly in the charging station. Likewise, a higher-level control unit can carry out the coordinated control of the charging stations.
- the power flows can be influenced at several different network connection points, namely at the network sections to which a charging station is connected.
- the first charging station can inform the further charging station of the higher power requirement.
- the second charging station which may not be fully utilized under certain circumstances, can then feed in a reactive power or even directly an active power from an energy store.
- the targeted reactive power sets up a changed power flow, so that an additional power flow to the first charging station is created which is higher than in an uncontrolled network section.
- one or at least one further charging station is connected to the first network section and this network section has a power limit. This power limit describes the maximum transferable total power that can be transmitted to the connected charging station.
- the power limit depends not only on the structural design of the network section, but also on the network status or the network properties.
- the power limit of the grid section depends on the design of the grid connection lines, such as the conductor cross-section, the number of phases present or the applied voltage.
- the length of the considered power supply lines can also play a role.
- each charging station each has its own station power limit, which is changeable.
- each charging station has its own power limit, which is adapted to the maximum possible power flow that can occur in a network section. For example, if the voltage at the grid connection point of a charging station drops too much, indicating too low power in the grid section, the power draw of the charging station from the grid is reduced by reducing the power limit.
- the station power limits be adjusted in dependence on each other so that the sum of the station power limits of the network section to which the charging stations are connected does not exceed the maximum total power limit of the network section.
- the method of operating the charging station allows an adapted limitation of the power drawn from the electrical supply network, adapted to the maximum provided power of the network section. Performance bottlenecks are thus reduced. It allows a charging station to exceed its power limit as long as the sum of all station power limits does not exceed the total power limit of the grid section. Preferably, it is also proposed that each charging station has a controllable variable station power limit.
- the station power limits are controlled as needed, so that a charging station their respective station power limit reduced if necessary, if another charging station of the same network section to which the two charging stations are connected, increases their charging station boundary.
- the demand-dependent control of the station power limits enables the current state of the network to be taken into account.
- the power sharing between the charging stations can be flexibly and dynamically controlled and thereby quickly adapt to changing situations.
- the charging stations will correct their power limit downwards so as not to remove too much electrical power from the grid. If, on the other hand, large amounts of power are available, for example because a large consumer is currently inactive, the performance limits can also be increased if necessary.
- the method according to the invention makes it possible to supply certain charging stations preferably with power from the network and to change power flows through the changed power consumption of the charging stations.
- the first network section has a first power flow and the second network section has a second power flow.
- the charging station or at least one of the charging stations influences the network section to which the charging station is connected by drawing or feeding in electric power such that the power distribution of the first and second power flow between the first and the second network sections can be partially controlled.
- the two power flows in the two network sections are controlled in such a way that the power limitations are maximally utilized.
- the two power flows can be controlled depending on power requirements in the respective network section. If e.g. In one of the two network sections, a higher power requirement is required than the power limitation of the network section allows additional power can be provided via a different path to a consumer in the busy network section via the control of the load flows of the charging station.
- the power flows in different network sections are controlled via the charging station, in particular so that overloaded network sections are relieved and weakly used network sections are operated with more power.
- the control of the power distribution is carried out such that a voltage in one of the network sections is changed.
- the voltage in the network section is changed by supplying a reactive power or a reactive power component of a network feed in the network section.
- a reactive power feed can be done capacitively or inductively quite generally.
- the phase position of the current changes with respect to the voltage in the area of the grid connection point.
- the targeted reactive power feed or - entnähme at the grid connection point of the charging station thus changes the load flow in at least one network section.
- each charging station has a station power limit which is variable and can thus be increased or reduced.
- An increased station power limit means that the charging station may receive more power from the electrical supply network.
- a lower station power limit means that less power may be taken from the grid. The station power limits can thus be controlled so that the charging station behaves like a controllable consumer.
- a charging station is to take a lot of power from a currently busy motorway side
- this charging station can be allowed to draw more power from the grid than to a charging station on the opposite side of the motorway, which is weak at the moment.
- the utilization of the exemplary motorway sides changes, eg between morning and evening rush hour traffic or between round trip traffic or because of an unforeseen diversion situation, the power distribution can be changed. This can be done by changing the station power limits.
- the inventive method allows the charging station to operate as a controllable load by the extracted power is limited from the electrical supply network.
- the referencing of the electrical power and / or the feeding of electrical power be controlled as a function of a network state and / or a network property and / or a charging station state.
- a state of the electrical supply network from the following list is referred to as a network state:
- a mains frequency especially its deviation from a nominal frequency such as 50Hz or 60Hz; a network frequency change, ie the change of the network frequency per time; a mains voltage; a mains voltage change, ie a change in the mains voltage per time; a network internal resistance or network impedance, measured between an outer conductor and neutral conductor and / or a loop impedance measured between the outer conductor and the protective conductor; a harmonic of the mains voltage; an active current or an active power flow in the first network section; and a reactive current in the first network section.
- the net characteristic of the electrical supply network is the network sensitivity and the short-circuit current ratio.
- the network sensitivity describes a voltage response of the electrical supply network at a grid connection point to a changed power extraction or feeding the charging station at the grid connection point.
- a short-circuit current ratio is understood as meaning a ratio of a maximum short-circuit current that can be provided at the network connection point by the electrical supply network in relation to a nominal power that can be removed by the charging station.
- the method according to the invention proposes to control the referencing of the electrical power and the feeding of electrical power as a function of a charging station state.
- the charging station state describes a current state of the charging station, such as a currently purchased power from the electrical supply network, or a charging power currently used for charging the connected electric vehicles.
- the active and / or reactive power can be determined from a detected mains voltage and the associated, detected current, if, in addition, the phase position of the detected current to the detected mains voltage is known.
- an energy store is required, for example, when an active power feed is carried out in the electrical supply network through the charging station.
- the charging station or several charging stations not only communicate with each other but with further network units. It is particularly provided that the charging station and the other network units can be controlled together.
- a network unit can be, for example, a controllable switching transformer in a network section, which can adapt a voltage level in the respective network section in which the switching transformer is arranged.
- other network units may also be controllable consumers and controllable feed-in units.
- controllable consumers can be controlled or switched on or off in a coordinated manner with the charging stations as needed.
- the charging station is prepared to operate as a unified power flow regulator, in particular to thereby change or adjust a phase angle of a current in the electrical supply network.
- a unified power flow controller which can be synonymously also referred to as unified power flow controller, it is possible to change the phase angle of a current in the electrical supply network, namely in the network section to which the unified power flow controller is connected.
- the charging station can thus also efficiently for such a network support or network support or network control.
- a charging station for charging a plurality of electric vehicles, in particular electric cars, which is prepared to carry out a method according to the preceding embodiments is proposed.
- the charging station is connected to an electrical supply network at a network connection point in order to be supplied with electrical energy from the electrical supply network, the network connection point being arranged on a first network section of the electrical supply network and at least one further electrical consumer being arranged on at least one second Main section of the electrical supply network is connected and the first and second network section are electrically connected, and the at least one further consumer, which may also be a charging station and / or the at least one second network section can be influenced via the charging station.
- Relevant in this respect are only those other consumers or network sections that are arranged and / or installed so close to the charging station that a mutual influence is technically possible at all.
- the charging station controls the receipt of the electrical power from the electrical supply network and / or the feeding of electrical power at the network connection point into the electrical supply network.
- the charging station controls the sourcing and the feeding in such a way that a mains voltage and / or a power flow in at least one of the two network sections is controlled or influenced.
- the charging station can, for example, change a mains voltage and / or a power flow at at least one network section by purposefully feeding in a reactive or active power or by limiting the station power limits.
- the charging station can work as well as phase shifters, at least partially.
- the charging station consumes electrical power and not only shifts the phase voltage phase. Accordingly, the charging station is rather a combination of a controllable load with station power limits and allows through it the mains supply a phase shifter operation.
- the charging station can also feed electrical power into the electrical supply network and control such a process.
- the controlled rectifier can be used to actively change or influence the network via the feed at the grid connection point.
- the bidirectional inverter which can also be composed of an active rectifier and an inverter, also enables active power feed-in.
- the invention proposes a subnetwork of an electrical supply network with a charging station for charging a plurality of electric vehicles, in particular electric cars, wherein the subnetwork has at least one first network section in which a first power flow occurs, at least one second network section of the electrical supply network has second power flow occurs, wherein the first and the second network section are electrically connected.
- the charging station device has at least one charging station, wherein the charging station is connected to at least one of the two network sections via a network connection point.
- further electrical consumers are proposed in the charging station device, wherein at least one further consumer and / or the at least one second network section can be influenced via the charging station, and at least one control unit, wherein the control unit is adapted to refer to the electrical power of the charging station from the control electrical supply network and / or the feeding of the electrical power at the grid connection point in the supply network, wherein a mains voltage in at least one of the network sections is controlled and / or a power flow in the at least one second network section is controlled.
- One such subnet can be controlled particularly well and thus operated efficiently.
- such good controllability is achieved by at least one Charging station achieved, which not only takes the power required for itself but also takes on tasks of grid support and / or influencing a power flow.
- the subnetwork includes at least one charging station according to claim 10 or 11, wherein each charging station has a decentralized control unit which is adapted to communicate with at least one further control unit of another charging station in order to obtain the electrical power from the electrical supply network and / or controlling the feeding of electric power coordinated.
- a decentralized control topology in which the charging stations communicate directly with one another in order to be able to control the grid voltage or the power flow in a coordinated manner.
- the subnet also comprises a central control unit, wherein the central control unit is also configured to communicate with another control unit.
- the central control unit transmits, for example, a desired value to at least one charging station in order to predetermine the receipt and / or the feeding of the electrical power.
- the central control unit can also be provided to specify other control signals to the charging station, such as the charging station boundaries described above and / or other setpoints that are to adjust the charging station.
- the subnet in addition to the decentralized control units of the charging station also includes a higher-level control unit, ie a mixed topology.
- the charging station consists only of actuators and is prepared to be able to receive control commands from the central control unit.
- the control unit and / or the charging station preferably has an external signal input in order to be able to receive and process external signals.
- both the decentralized control unit and the decentralized control units can have an external signal input.
- a subnet is proposed, which can also be controlled by higher-level controllers or network operators via the external interface. This allows network operators to use control commands to coordinate the load flows in a part of the electrical supply network in which a charging station is connected.
- the subnet also includes measuring means for detecting a network status and / or a network property and / or a charging station state in the subnetwork, at which point the dependencies and designations of the network status, the network property and / or the network charging status described above is referenced.
- measuring means for detecting a network status and / or a network property and / or a charging station state in the subnetwork, at which point the dependencies and designations of the network status, the network property and / or the network charging status described above is referenced.
- a frequency pickup, a current measuring means and / or a voltage sensor are provided. With these sensors, other variables, such as the frequency change and / or voltage change can be determined.
- FIG. 1 shows an embodiment of an electrical supply network as a mesh network.
- FIG. 2 shows a further embodiment of the electrical supply network as a string network.
- FIG. 3 shows a further embodiment of a charging station which operates as a unified power flow regulator.
- FIG. 4 shows a detailed representation of a charging station.
- FIG. 5 shows a load flow control in a network segment.
- FIG. 1A shows an electrical supply network 100 which is connected to a network segment 104 via a transformer 102.
- the network segment 104 is a part or a subarea of the electrical supply network 100.
- the network segment 104 can have any desired form, ie the network connection lines 106 can be connected or connected as desired or further network connection lines can be further networked. span segments.
- the mesh segment 104 according to the embodiment in FIG. 1A is shown greatly simplified as a mesh.
- the network connection line 106 is electrically connected at the nodes 108 and 110 to a network busbar 1 12, so that a network mesh is spanned by the network connection line. Any electrical network components such as generators or consumers can be connected to this network mesh.
- other transformers in the network segment 104 or between other network segments may be arranged, as well as safety switch and disconnecting device for network protection purposes. Since these components play a minor role in the principle of the invention, these are not shown for the purpose of illustration.
- FIG. 1A To the power supply line 106 which is shown as a mesh, two charging stations CS1 and CS2 and two loads L1 and L2 are connected according to the figure 1A. Both the charging stations and the consumers are connected to the power supply line 106 via a network connection point PCC (English: Point of Common Coupling). For the sake of clarity, the PCC has been shown only for the charging station CS1 in FIG. 1A.
- PCC International: Point of Common Coupling
- the network connection line 106 or the mesh can be subdivided into different network sections, with two network sections NS1 and NS2 being illustrated according to FIG. 1A.
- the first network section NS1 comprises a maximum power limit Pi, ma x, the charging station CS1 and a load L1.
- the second network section NS2 comprises a maximum power limit P2, max, another charging station CS2.
- the maximum power limits Pi, ma x and P2, max describe the maximum power with which the power supply cable may be loaded (current carrying capacity). This limit is typically dependent on the line cross-section of the grid connection line, the number of lines (phases) that make up the grid line, as well as the voltage and current present.
- FIG. 1A illustrates the uncontrolled case in which no charging station carries out a load flow control according to an embodiment.
- the charging station CS2 is in a situation where it needs a lot of power.
- the power requirement of the charging station CS2 is high here and is assumed to be 100% in the case illustrated here.
- the charging station CS2 can only refer to a part of it due to the limited capacity of the second network section. This is illustrated by the power limit P2, max, which allows only a maximum of 50% of the desired power to be drawn through the network section NS2.
- the result is a performance bottleneck at node 1 10 which is illustrated with a warning symbol.
- the charging station would like to obtain more power from the grid than it can currently receive from the grid situation.
- the charging station CS1 in the network section NS1 is not heavily utilized in this example, so that the power limit Pi, ma x in the network section NS1 has not yet been reached.
- FIG. 1B now shows the case in which the charging station changes the power flow according to a previously described embodiment.
- the charging stations CS1 and CS2 feed a reactive power Q1 and Q2 into the network segment via their respective PCC.
- a reactive power feed now other load flows than in the uncontrolled case of FIG. 1A.
- the reactive power feed of the charging station CS1 is performed such that a larger power flow P1 flows through the network section NS1 than in the uncontrolled case (FIG. 1A). Since the charging station CS2 can be provided with power from two sides to the PCC due to the mesh shape of the network segment, it is thus possible to provide the charging station with an increased power P3.
- FIG. 1B the charging stations CS1 and CS2 feed a reactive power Q1 and Q2 into the network segment via their respective PCC.
- control unit 105 (CU) is shown in FIG. 1B, which is prepared to predefine the charging stations with a desired value (Qsoii) for the reactive power feed in order to be able to control the load flows.
- the control unit may be a higher-level, central control unit or be arranged decentrally in the charging station. Likewise, hybrid forms of centralized and decentralized control units are conceivable.
- the charging stations shown in FIGS. 1A and 1B can also carry out an active power supply if a suitable energy store is present within the charging station. Since energy storage can be provided as a buffer memory in order to prevent voltage fluctuations in the electrical supply network, it is conceivable, as in the embodiments described above, that the energy stores of a less frequented charging station (CS1) can also briefly provide active power for another charging station or another consumer. This case is not shown in FIGS. 1A and 1B.
- CS1 less frequented charging station
- the network segment 204 of the electrical supply network is designed as a star network and is connected to the electrical supply network 200 via the transformer 202.
- the network segment 204 is connected via the transformer 203 to the network segment 104 of FIGS. 1a and 1b.
- the network segment 204 accordingly comprises three branch lines k1, k2 and k3 to which the charging stations CS1-CS3, the loads L1-L6 and a generator G1 are connected.
- the charging station CS1 can limit its drawn power from the grid, so that a preferred charging station CS2, for example, more power over the spur line can be provided.
- the charging station CS1 which has an energy store, can additionally provide an active power Pcsi at the charging station CS2.
- the supply of a reactive power also enables a voltage regulation within the network segment 204.
- a major consumer L6 indicated in the lowest of the three stub lines k1, k2 and k3, namely in the stub line k3, according to FIG a major consumer L6 indicated. Consuming this high power, especially reactive power, may result in undervoltage at the grid connection point of the load L6. In order to prefer this undervoltage which is indicated by the warning symbol in FIG. 2, the charging station CS3 can feed in a reactive power and provide a voltage support of the mains voltage.
- measuring points are provided with measuring means in the network segments.
- reactive and active power as well as a mains voltage and a mains frequency are detected by measuring means at the measuring points MP1 and MP2.
- the measuring point MP1 is located at the transformer 202 of the supply network 200 with the network segment
- the measuring point MP2 is located at the junction of the upper stub with the busbar 206.
- central control unit 205 (CCU) is shown in FIG.
- the acquired measured values at the measuring points MP1 and MP2 become the central control unit
- the central control unit 205 thus coordinates the load flows in the network segment 204 based on the measurements from the network segment, such as a network state and / or a network property.
- the charging stations can transmit their current charging state to at least one control unit, which is illustrated with the returned dashed arrows from the charging station CS1 and CS2.
- the control unit 205 (CCU) has an external signal input 209. The external signal input 209 shown with the EXT symbol thereby enables the control unit 205 to receive external signals, for example from a network operator or another superordinate control unit, and to process these.
- the described exemplary embodiment thus shows a subnetwork which enables charging station and active power management in the network section 204, To reduce network losses and exploit the existing network capacity as effectively as possible.
- FIG. 3 shows a charging station 300 which is connected to a network section 301.
- the charging station comprises a unified power flow regulator 31 1, which is also commonly referred to by a person skilled in the art as a unified power flow controller or UPFC.
- the charging station 300 is indicated only by dashed lines.
- the charging station also includes other components which are not shown in FIG. 3 for the sake of simplicity.
- UPFC unified power flow controller
- control cabinets With such a weak utilization of the charging station, this itself requires little power and therefore not the full capacity of the control cabinets.
- the control cabinets then have the capacity to take on the tasks of the unified power flow controller.
- the unified power flow controller has a parallel transformer 304 and a series transformer 306.
- the parallel transformer 304 is connected to a secondary line 303
- the series transformer 306 is connected to a main line 302.
- the secondary line 303 and the main line 302 are connected to each other via the terminal node 305.
- the parallel transformer 304 is connected to the charging station side with an active rectifier 308.
- the rectifier 308 can control the phase position of the current drawn and thereby control a reactive power component in the secondary line and thus in the supply network.
- a reactive power component in network section 301 can also be changed.
- the series transformer 306 receives a charging station side of an inverter 310, a controlled alternating current. This controlled alternating current is transformed in the series transformer 306 and can thereby influence a current on the line side, namely a current in the main line 302.
- the unified power flow regulator 31 1 comprises the parallel transformer 304, the active rectifier 308, the DC intermediate circuit 312 with the intermediate circuit capacitor 314, the inverter 310 and the series transformer 306.
- the two transformers 304 and 306 can thus also be considered part of the charging station 300.
- a further inverter can also be provided.
- an asymmetry in the network can also be achieved by a corresponding asymmetrical operation of the active rectifier 308 or the inverter. Ters 310 be compensated.
- the power equalization between the phases takes place here via a common DC voltage intermediate circuit.
- FIG. 4 schematically shows a charging station 400, which is connected to an electrical supply network 404 via a network connection point 402.
- This electrical supply network 404 is shown here only symbolically and can also be simply referred to as a network simplifying.
- the grid connection point 402 has a network transformer 406.
- the charging station 400 draws electrical energy from the network 404. This is done essentially by a controlled power extraction.
- the bidirectional inverter 408 is provided. In normal operation, this bidirectional inverter 408 converts electrical three-phase alternating current from the supply network 404 into a direct current. This DC current can be provided in a DC voltage intermediate circuit 410, which is indicated here as the output of the bidirectional inverter 408.
- the removal of the electrical power can also be controlled so that a required extraction stream lv can be adjusted in its phase angle ⁇ with respect to the mains voltage UN.
- the mains voltage UN is shown here for the sake of simplicity at a measuring point between the power transformer 406 and the bidirectional inverter 408.
- a corresponding mains voltage of the electrical supply network 404 on the other side of the power transformer 406 results in accordance with the transmission ratio of the power transformer 406th
- the bidirectional inverter 408 provided herein may also feed power into the electrical utility grid 404.
- the bidirectional inverter 408, which can also simply be referred to here as an inverter, can thus generate a supply current that is opposite to the withdrawal current lv. Of course, only the withdrawal current Iv or the supply current flows.
- the essential task of the bi-directional inverter 408 is to draw electrical power from the grid 404 by removing electrical power from the grid 404.
- This power is provided in the DC link 410, essentially the manifold block 412.
- the manifold block 412 is referred to as FIG DC-DC converter shown to illustrate that it is used as input receives a direct current and passes on to individual charging stations 414 as needed.
- three charging posts 414 are shown, which are representative of many charging posts 414.
- an electric vehicle 416 is currently being charged. In principle, of course, is also considered that not always at each charging station 414 and an electric vehicle 416 is connected to the store.
- each charging station 414 controls its charge control and also an energy contingent available to it, and such a charging station 414 could also do so be connected directly to the DC voltage intermediate circuit 410.
- a distributor block 412 is proposed, which also performs a voltage reduction to the voltage level of an electric vehicle 416.
- a battery bank 418 is also shown, which can likewise be connected to the DC voltage intermediate circuit 410.
- This battery block 418 is thus an electrical memory. It may serve to buffer energy to balance charging peaks by charging the electric vehicles 416 so that such charging peaks, namely power spikes, are not passed, at least not in full, to the electrical utility 404.
- the battery bank 418 which is representative of an electrical storage here, can also be used to feed electrical power into the electrical supply network 404, namely through the feed-in current. By such a battery bank 418 is thus also an operation in the first and fourth quadrant according to the diagram of Figure 3 possible.
- a chopper system 420 is connected to the DC voltage intermediate circuit 410.
- This chopper system 420 has, for simplicity, a semiconductor switch 422 and a resistor 424.
- the semiconductor switch 422 can be driven in a pulse-like manner in order to control current pulses from the DC voltage intermediate circuit 410 through the resistor 424.
- the resistor 424 becomes hot and thereby can consume the power supplied.
- the activation of this chopper system 420 is particularly intended for short-term power extraction for grid support.
- the bidirectional inverter 408 can be suitably controlled to output the power to be consumed the electrical supply network 404 takes and the chopper 420 consumes this or a proportion thereof as described.
- a central control device 426 For controlling the charging station 400, a central control device 426 is provided in particular.
- This central control unit 426 fundamentally coordinates the corresponding elements of the charging station 400.
- internal data transmission lines 428 are provided, which for the sake of simplicity are each denoted by the same reference symbol, in order to make it clear that this relates to internal data transmission lines within the charging station 400 data transfer, in particular in both directions, ie both from the central control device 426 and the central control device 426.
- the central control device 426 is thus connected via an internal data transmission line 428 respectively connected to the bidirectional inverter 408, the battery bank 418, the chopper 420, each charging station 414 and the manifold block 412.
- the central controller 426 may particularly control the charging operation of the charging station 400, such as, optionally, charging power allocation for each charging station 414 and the corresponding removal of electrical power from the utility grid 404.
- the battery bank 418 may be controlled for buffering and power allocation also be done via a control of the manifold block 412. Especially such controls can be combined.
- further data transmission lines can also be provided, such as, for example, between the charging stations 414 and the distributor block 412. Such data transmission can also take place centrally via the central control device 426. In principle, however, other data network topologies for communication within the charging station 400 come into consideration.
- the central control device 426 controls the bidirectional inverter 408 in order to control a network support if necessary.
- a corresponding control or adaptation of the control within the charging station 400 may be required.
- a control of the chopper system 420 may possibly be required.
- An adapted control of the charging 416 electric vehicles connected to the charging stations are eligible.
- an external data transmission line 430 is additionally provided.
- Such an external data transmission line 430 is shown here to a network control unit 432.
- This network controller 432 may also be representative of a network operator operating the electrical utility 404.
- Such a network operator or the network control unit 432 may, for example, request an active power feed.
- the central controller 426 may also provide the charging station 400 with information via the external data transmission line 430 to the network control unit 432, which reports how much power capacity the charging station 400, and therefore in particular the battery bank 418, has at all.
- the network control unit 432 may also specify limit values, for example. Such limit values may mean, for example, a maximum active power extraction for the charging station 400, or a gradient limitation for the maximum change in active power consumption, to name but two examples.
- FIG. 4 also illustrates a power plant 434 which is connected to the electrical supply network 404 via a power plant transformer 436.
- a power plant transformer 436 As a precaution, it should be noted that other transformers 438 may be provided, which are not important here. Such a further transformer 438 is shown only for the purpose of illustration in order to make it clear that different voltage levels can also exist in the electrical supply network 404.
- the power plant 434 may be provided as a conventional power plant, such as a coal-fired power plant or a nuclear power plant.
- a wind farm 440 is illustrated by way of illustration, which is connected to the electrical supply network 404 via a transformer 442. Both the conventional power plant 434 and the wind farm 440 can also communicate with the network control unit 432 via external data transmission lines 430. For the wind farm 440, it is also provided that it can communicate directly with the central control device 426 and thus the charging station 400 or exchange data.
- FIG. 4 is intended to illustrate that the wind farm 440 and the charging station 400 in the electrical supply network 404 are essentially located close to each other. are orders. They are also arranged on a network section of the same voltage level. By corresponding points between the further transformer 438 and the power plant transformer 436, a correspondingly large distance to the power plant 434 should also be illustrated.
- the wind farm 440 is thus arranged comparatively close to the charging station 400, in any case with respect to the connection between the charging station and the wind farm over a portion of the electrical supply network 404.
- This section is here indicated as a connecting portion 444 and denotes the area between the transformer 442 and The power transformer 406 of the charging station 400.
- a connection section need not be provided as a direct and direct connection line, but may also include other branches to other consumers or decentralized feeders.
- the charging station 400 and the wind farm 440 are so close to each other that the wind farm 440 can influence the voltage at the grid connection point 402 of the charging station 400.
- the charging station 400 may affect a voltage at the park transformer 442.
- a communication between the wind farm 440 and the charging station 400 is provided, which is illustrated here by an external data transmission line 430 to the central control device 426.
- Such coordination may also relate to the implementation of a network operator request by network controller 432. If, for example, the grid operator thereby specifies a demand for an active power reduction in the electrical supply network 404, this active power reduction can be coordinated in that the wind farm 440 feeds part of it, for example half, less and the charging station 400 additionally takes part of it Example the remaining half.
- both the wind farm 440 and the charging station 400 take over part of a required reactive power feed-in.
- This can have the advantage that neither of them, that is neither the wind farm 440 nor the charging station 400, a It must be able to control very large phase angles, which can be inefficient, but can divide them so that both feed in part of the reactive power and thus do not have to control too large a phase angle.
- a standardized power flow regulator 41 1 is shown in FIG. 4, which includes the mains transformer 406, which can also be referred to as a parallel transformer, and a series transformer 407. Furthermore, the unified power flow regulator has a DC intermediate circuit 410 and a rectifier 409 and an inverter 408 ,
- FIG. 5 shows a load flow control in a network segment 504.
- the network segment 504 has a transformer 502, a busbar 512, four network impedances Z1 to Z4 and two charging stations CS1 and CS2.
- the network segment 504 is connected to an electrical supply network 500 via the transformer 502.
- the mains connection line 506 is mesh-connected to the busbar 512, so that the network impedances Z1 to Z4 and the charging stations CS1 and CS2 are arranged in a ring-shaped series connection.
- the voltages UZ1 to UZ4 drop across the four network impedances Z1 to Z4, these being divided into a real part and an imaginary part for better description.
- the network segment 504 has four nodes Uss, ULPI, UM and ULP2 as voltage reference points. The reference potential 0 is shown with a symbol for the electrical grounding.
- FIGS. 5B and 5C show the falling voltages Uzi to Uz4 at the network impedances Zi to Z4 in a vector representation.
- the absolute voltages at the nodes Uss, ULPI, UM and ULP2 with respect to the reference potential 0 are shown in vector form.
- FIG. 5B shows the voltages Uzi-Uz4 in the event that the load flow is not controlled by at least one of the two charging stations.
- the voltage vectors Uzi to Uz3 have both a real part and an imaginary part, to which reference can be made for simplification as transverse and longitudinal components. Comparing the voltage vectors Uzi-Uz3 with the pointer Uz4, it can be seen that the length of the transverse and longitudinal components 11 and 12 of Uz4 in Fig. 5B are substantially longer than in Uzi-Uz3.
- the greatest voltage drops across the resistor Z4. Consequently, even there flows the largest power flow.
- FIG. 5C shows the voltage vectors when the charging station CS1 feeds in a reactive power in such a way that the imaginary parts of the voltages UZ1 and UZ2 are compensated.
- a reactive power feed can be effected by a unified power flow regulator (UPFC) of a charging station. Due to the reduction or compensation of the imaginary parts of the voltages UZ1 and UZ2, correspondingly changed voltages UZ3 and UZ4 are established according to Kirchhoff's mesh rules.
- UPFC unified power flow regulator
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Abstract
Description
Claims
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
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JP2019556839A JP6995138B2 (ja) | 2017-04-21 | 2018-04-20 | 複数の電気車両、特に電気自動車を充電するための充電ステーション |
EP18720205.6A EP3613118A1 (de) | 2017-04-21 | 2018-04-20 | Ladestation zum laden mehrerer elektrofahrzeuge, insbesondere elektroautomobile |
CA3060322A CA3060322C (en) | 2017-04-21 | 2018-04-20 | Charging station for charging multiple electric vehicles, in particular electric cars |
CN201880026438.3A CN110546843A (zh) | 2017-04-21 | 2018-04-20 | 用于给多个电动车辆、尤其电动汽车充电的充电站 |
KR1020197034480A KR20190135538A (ko) | 2017-04-21 | 2018-04-20 | 복수의 전기 차량, 특히 전기 자동차를 충전하기 위한 충전 스테이션 |
US16/606,663 US11192465B2 (en) | 2017-04-21 | 2018-04-20 | Charging station for charging multiple electric vehicles, in particular electric cars |
BR112019021973A BR112019021973A2 (pt) | 2017-04-21 | 2018-04-20 | método para operar uma estação de carregamento, estação de carregamento, e, sub-rede de uma rede de distribuição de energia elétrica. |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102017108562.9 | 2017-04-21 | ||
DE102017108562.9A DE102017108562A1 (de) | 2017-04-21 | 2017-04-21 | Ladestation zum Laden mehrerer Elektrofahrzeuge, insbesondere Elektroautomobile |
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WO2018193097A1 true WO2018193097A1 (de) | 2018-10-25 |
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PCT/EP2018/060202 WO2018193097A1 (de) | 2017-04-21 | 2018-04-20 | Ladestation zum laden mehrerer elektrofahrzeuge, insbesondere elektroautomobile |
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US (1) | US11192465B2 (de) |
EP (1) | EP3613118A1 (de) |
JP (1) | JP6995138B2 (de) |
KR (1) | KR20190135538A (de) |
CN (1) | CN110546843A (de) |
BR (1) | BR112019021973A2 (de) |
CA (1) | CA3060322C (de) |
DE (1) | DE102017108562A1 (de) |
WO (1) | WO2018193097A1 (de) |
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Cited By (1)
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EP4007109A1 (de) | 2020-11-27 | 2022-06-01 | Free2move Esolutions S.p.A. | Zentralisiertes ladesystem für batterien von elektrofahrzeugen in parkzonen |
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Publication number | Publication date |
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US11192465B2 (en) | 2021-12-07 |
EP3613118A1 (de) | 2020-02-26 |
KR20190135538A (ko) | 2019-12-06 |
JP6995138B2 (ja) | 2022-01-14 |
CA3060322C (en) | 2022-09-27 |
DE102017108562A1 (de) | 2018-10-25 |
US20210039516A1 (en) | 2021-02-11 |
CA3060322A1 (en) | 2018-10-25 |
JP2020518215A (ja) | 2020-06-18 |
BR112019021973A2 (pt) | 2020-05-05 |
CN110546843A (zh) | 2019-12-06 |
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