WO2019042866A1

WO2019042866A1 - Charging point, arrangement comprising multiple such charging points, and method for operating such a charging point

Info

Publication number: WO2019042866A1
Application number: PCT/EP2018/072797
Authority: WO
Inventors: Hans-Jürgen Pfisterer
Original assignee: Hochschule Osnabrück
Priority date: 2017-09-04
Filing date: 2018-08-23
Publication date: 2019-03-07
Also published as: EP3678890A1; DE102017120298A1

Abstract

The invention relates to a charging point (1) comprising a power electronics converter module (2) for converting electrical energy, a controller (3) for controlling the converter module (2), a direct voltage bus (4), a distribution module (7), one or more direct voltage connection lines (5) and one or more alternating voltage connection lines (6). The converter module (2) is electrically interconnected between the direct voltage bus (4) and the distribution module (7). The distribution module (7) is designed to connect or disconnect the individual connection lines of the one or more direct voltage connection lines (5), or of the one or more alternating voltage connection lines (6) to the converter module (2) or from the converter module (2). The converter module (2) can be controlled by the controller (3) such that the converter module (2) can work as a DC-to-DC converter, or alternatively as a rectifier or inverter.

Description

description

Charging station, arrangement with several such charging stations and method for operating such a charging station

The invention relates to a charging station, an arrangement with a plurality of such charging stations and a method for operating such a charging station. Charging stations are used to supply electrical vehicles with electrical energy and are due to the

Developments in the automotive sector will become more and more important in the near future. Electric vehicles will be significantly more involved in road traffic in the coming years. The charging of the vehicles with electrical energy will take place at different points or in different scenarios. First of all, the vehicles will, if possible, get up during working hours

Company parking lots loaded. This is usually the most efficient way to use regenerative electrical energy to charge appropriate vehicles. The other scenarios are subdivided into urban urban and rural areas, urban ones

Parking spaces to load or as part of a local

Network (so-called Smart Grid) at home. Charging columns form the interface between the vehicle and the local electricity grid. In the future, the

Changing electricity grids significantly. There will be a significantly higher proportion of decentralized energy, and this should be used as locally as possible. A local electric smart grid can make this possible. In such a network several feed-in options must be realized. This can be, for example, the grid connection point, a Photovoltaic system, the electric vehicle itself or other sources (generator or electric energy provider) to be. In general, the network will also be one or more

Have energy storage systems. This can be the vehicle battery, one or more stationary energy storage as well

be thermal or mechanical energy storage. Furthermore, individual subnets of such a smart grid

have different voltage levels and network topologies. For example, 230/400 volts AC are needed. In addition to this conventional supply are, by the progressive development in photovoltaic technology, in the electrical energy storage and in the

Electromobility one or more DC networks added.

In addition to traditional electric transport, whether public or individual, there are also a number of electrical mobility and labor resources and their applications that are not used on a daily basis. This can e.g. Vehicles and machines, such as lawn mowers, hedge trimmers, electric scooters or e-bikes. In the field of tourism, the motorhomes, houseboats or can

Be leisure boats. In the field of agricultural engineering, many large working machines are only used seasonally, e.g.

Maize forage harvesters, combine harvester or other harvest and

Processing machines. A higher efficiency of this

However, equipment and resources are only obtained if one can use the resources used much more, i. one must provide additional added value through new applications involving enhanced, e.g. daily, use

enable . Charging columns are commonly used as a rule

Unidirectional electric fuel dispensers designed and operated specifically for electric vehicles and their established charging technologies. Here, a distinction must be made between the performance and the voltage shape. Charging columns in the low power range (<11 kilowatts) are offered as AC charging points. Chargers of higher power (e.g., 22 kilowatts) are also offered as AC charging points. When charging with AC voltage must in the vehicle this

AC voltage to be converted into DC voltage. In addition, there are so-called fast charging columns, which usually use a DC charging technology. This means that the charging point (the charging station) is connected to a three-phase AC mains and this voltage in a regulated

DC voltage converts, which then directly with the

Vehicle battery can be coupled. In such

Solutions do not require conversion in the vehicle itself. Some fast charging stations also offer combined charging systems that allow both AC and DC charging. A disadvantage of all these systems is that they only work unidirectionally. This means that only one shop is possible.

In the field of DC technology are now

occasionally bidirectional charge / discharge systems

scientifically described. A bidirectional charging / discharging technology enables complete integration of the vehicle into the local network. Nevertheless, there is a disadvantage in all the solutions mentioned that charging points so far only a very small

Functionality in a local smart grid and can only be used if a vehicle to load is ready and this can also be charged (depending on the state of charge). In some situations, however, there are none

Vehicles present or the vehicles are not loaded or only with significantly reduced power. This usually happens when the vehicle storage (vehicle batteries) are almost fully charged. For improved resource efficiency beyond electric vehicles, these previous solutions are also inappropriate. Object of the present invention is therefore, a

Charging pillar that is flexible and can be used for a wide variety of tasks in a local smart grid and thereby enables the lowest possible cost of an efficient exchange of electrical energy, so that a wide variety of electric vehicles, mobility and

Work resources can be efficiently and environmentally friendly integrated into a local smart grid.

The object is achieved in a first aspect by a charging station according to claim 1. Advantageous embodiments and further developments are disclosed in the subclaims.

The charging station of the type described here has at least one power-electronic converter module for converting

electrical energy and a controller for controlling the converter module. Furthermore, the charging station has a

DC bus, at least one distribution module and one or more DC power cables and one or more AC power cables. The converter module is electrically interposed between the DC bus and the distributor module. The distributor module is set up, individual connection lines of the one or more DC connection lines or the one or more AC voltage

Connecting cables to each with the converter module or separate from the converter module. The converter module is controllable by means of the controller such that the converter module operates alternatively as a DC-DC converter, rectifier or inverter.

Such a charging station can act as a central element in a local smart grid. An advantage of this charging station is that the various subnets, sources (producers or electric energy providers) and sinks

(Consumers of electrical energy) within the Smart Grid very flexible and in different operating modes

adapted to be interconnected. In this way, the charging station can perform multiple tasks within the smart grid

take over. A charging station is particularly advantageous for this, since this is usually only temporarily in operation, that is, when no electric vehicle has to be charged. In this way, the charging station is predestined to take over further tasks in the Smart Grid. The charging station can thus be used as a central element in a smart grid

different sources and sinks (electrical

Vehicles, but also other electrical mobility and work resources of the type listed above) are used.

Due to the possibility of connecting or disconnecting individual connection lines of the one or more DC connection lines or the one or more AC connection lines respectively with or from the converter module of the charging station by means of the distributor module, the charging station allows the connection of the

Converter module to a variety of subnets or topologies or sources respectively

Lowering electrical energy inside a smart grid. The converter module can be controlled by means of the controller such that the converter module depending on

Operating mode as a DC-DC converter, rectifier or inverter between the DC bus and individual leads of one or more

DC voltage connection lines or the one or more alternating voltage connection lines

can work. In this way, the charging station, beyond the existing purposes beyond, very flexible for

versatile tasks can be used. In particular in local, decentralized energy supply networks, the charging station can assume different operating modes.

The one or more DC connection lines or the one or more AC connection lines can comprise connection lines for connecting one or more of the following components:

- One or more photovoltaic modules or systems, comprising individual photovoltaic strings or

parallel photovoltaic strings,

- one or more DC charging systems,

- single or multi-phase (for example three-phase)

AC systems,

- electric vehicles or electric mobility and work resources, each one

Low-voltage battery (eg DC voltage up to 60V), a high-voltage battery (eg DC voltage between 60V and 1500V) or AC battery (eg DC and AC voltage up to 1500V). The converter module of the charging station is bidirectional

Power electronics running. Depending on the control, the converter module can be used as a DC-DC converter (boost converter or step-down converter), rectifier or

Inverter work. In this way, the transducer module serves as a very flexible power electronic component for energy transfer between the above

various connection cables, possibly connected components and the DC bus of the charging station. The DC bus serves as a kind as a kind

DC link, can be transferred to or from the electrical energy via one or more leads of the one or more DC power lines or the one or more AC power supply lines from or to the various energy sources or sinks. The DC bus is, for example, a DC bus of high DC voltage in the range of 650 to 900 volts DC. In various embodiments, the

DC bus having a first bus line for a positive DC voltage, a second bus line as a center conductor and a third bus line for a negative DC voltage. In addition to this, the DC bus can be a fourth bus line for a second positive DC voltage and a fifth bus line for a second negative DC voltage

Have DC voltage. The second positive DC voltage may be the same as or different from the first positive DC voltage

Be DC voltage. The second negative DC voltage may be equal to or different from the first negative DC voltage.

An exchange takes place between the converter module and the individual connection lines of the various subnetwork topologies controlled by means of the distributor module, which plays a central role in the illustrated charging station. In various

Embodiments of the charging station, the distributor module has one or more switching elements for respectively connecting or disconnecting individual connection lines of the one or more DC connection lines or the one or more alternating voltage lines.

Connection cables with or from the converter module. The distributor module can be used as switching matrix or as

Crossbar distributor between the converter module and the DC or AC power supply lines to be established.

In various embodiments, the charging station may include a plurality of the illustrated converter modules. Furthermore, the

Charging station also have multiple distribution modules. The

Charging station can be set up such that in each case a distributor module, an interconnection of one or more of the converter modules with individual leads of the

DC connection cables or the

AC power supply lines takes over. Alternatively, only one distributor module can be provided, which takes over the interconnection of the plurality of converter modules of the charging station with the corresponding connecting lines.

Setting up several converter modules in the charging station has the advantage that the charging station can simultaneously perform various tasks within a smart grid. In this case, for example, one or more first converter modules as DC converter (boost converter or buck converter) work, while one or more second converter modules as a rectifier or inverter

work. Thus, by such a charging station is a very flexible and possibly parallel bidirectional distribution

electrical energy between different ones

Network topologies (DC connection cables

or AC power lines) and / or various sources and sinks of electrical resources on the one hand and the DC bus on the other hand possible.

In various embodiments of the charging station, the

at least one transducer module having a plurality of transducer units. Each converter unit has a first connection side and a second connection side, wherein the converter units with their first connection sides to different distribution connection lines of

Distributor module are connected and with their second

Connection sides are connected in parallel on one or more bus lines of the DC bus. The

Distributor module is set up by means of

Distributor connection lines to individual connection lines of the one or more DC connection lines or the one or more AC voltage connection lines to the respective first terminal side of the individual converter units of the converter module

connect or disconnect.

A configuration of a converter module of the charging column with a plurality of converter units has the advantage that even with respect to a converter module of the charging station a flexible

Division of various tasks is possible. For example, a converter unit as

DC-DC converter between one or more

DC power cables and the DC bus while one or more other converter Units act as a rectifier or inverter between one or more AC power supply lines and the DC bus. If one now considers an embodiment of the charging station with a plurality of converter modules, each converter module having a plurality of converter units of the type explained, diversity and flexibility of the charging station can be achieved to a very high degree and with very "fine-line" configuration options The most diverse tasks of the individual converter units is carried out by appropriate

Interconnection of the connection lines of the type explained by means of one or more distribution modules of the charging station.

In various embodiments, each transducer unit of the type described is such by control

controllable that the transducer unit alternatively as

Boost converter between the first connection side and the second connection side,

Step-down converter between the second connection side and the first connection side,

- Rectifier between the first connection side and the second connection side, or

- Inverter operates between the second connection side and the first connection side.

Depending on the need of an energy transfer between the

Connecting cables of one or more

DC connecting lines or the one or more alternating voltage connecting lines and the DC bus, each transducer unit thus bidirectionally a corresponding energy transfer

carry out . In one embodiment, the transducer module has three

Converter units, which are connected as a B6 bridge circuit between three distributor connection lines of the distributor module and one or more bus lines of the DC bus, wherein each one converter unit forms a bridge branch of the B6 bridge circuit. A B6 bridge circuit represents a suitable topology for the converter module in the charging station of the type described. Via the three bridge branches of the B6 bridge circuit is a multiphase AC voltage network, in particular one

Three-phase power supply easily connectable to a converter module. Also, several can do this way

Connection lines of the DC power supply lines or the AC power supply lines are connected via a very easy to implement converter topology to the charging station, while still a diversity of the various tasks and operating modes of the above

explained type is guaranteed.

In the configuration of the converter module as a B6 bridge circuit, the converter units respectively

between the first terminal side and the second one

Connection side converter means, comprising at least one inductance, which is connected upstream of the respective bridge branch at the respective first terminal sides. The

Bridge branches themselves have parallel connections

Switching elements and rectifier elements, the

allow different switching paths through the transducer module. The switching elements of each converter unit are opened or closed by means of the control

various switching paths of the respective bridge branches between the first terminal side and the second Controlled connection side. In this way, the converter units (bridge branches of the B6 bridge circuit)

bidirectional as boost converter, buck converter,

Rectifier or inverter operate.

The above object is achieved in a further aspect by an arrangement according to claim 7 having a plurality of charging stations of the type described above, wherein the charging columns are connected to each other via the DC bus. In addition to the DC bus, the charging stations can also be connected to each other via an independent communication bus or a control bus. An arrangement with several charging columns of the type explained allows a

Establish a kind of ring topology between

Connection lines of the one or more DC voltage connection lines or the one or more AC voltage connection lines, the charging columns and the DC bus or other bus via which the charging stations are connected to each other. In this way, the arrangement can be operated by a higher-level control of the charging stations such that a flexible energetic exchange between various sources and sinks, which can be connected via the respective connecting lines to the charging columns, can be achieved. An exchange of electrical energy in this case runs from a source via one or more connection lines of the DC voltage connection lines or the AC voltage connection lines via one or more converter modules of one or more charging columns in the DC bus and the DC bus via one or more converter Modules of one or more, possibly other, charging stations to a sink, over one or more others

Connection cables of the DC connection cables or the AC power supply cables is connected. By means of respective distributor modules, the charging stations can be flexibly switched between different operating modes, with the corresponding converter modules being connectable to a wide variety of connection lines. In this way, an arrangement of the type described quasi forms a local distribution network for feeding or removing electrical energy into or out of a local smart grid.

In various embodiments, the arrangement is controllable via one or more main controls for controlling the charging columns. In particular, different operating modes of the charging stations can be controlled via the one or more main controls, wherein in each operating mode at least two charging stations cooperate and the one or more

For each operating mode, the main controllers are configured for switching the transformer modules of the charging stations with one or more of the DC connecting cables as well as the AC voltage

Specify connecting cables by means of the respective distribution modules of the charging stations.

The above object is achieved in a further aspect by a method according to claim 9 for operating a charging station, wherein the charging station is designed according to the above type.

In this method, the at least one converter module is operated alternately in a first operating mode or in a second operating mode. This means that between a first operating mode and a second operating mode of the at least one converter module depending on the desired or required operating mode is changed. In the first

Operating mode, the following measures are carried out:

Disconnecting all connection lines of the one or more AC connection lines by means of the distributor module from the converter module,

- Connecting individual leads of the one or more DC power lines

by means of the distributor module with the converter module,

- Controlling the converter module as a DC-DC converter between the individual connection lines of the one or more DC connection lines and the DC bus.

In the second operating mode, the following measures

carried out :

Disconnecting all connection lines of the one or more DC connection lines by means of the distributor module from the converter module,

- Connecting individual leads of the one or more AC connection leads

by means of the distributor module with the converter module,

Controlling the converter module as a rectifier between the individual connection lines of the one or more AC connection lines and the DC bus or as an inverter between the DC bus and the individual connection lines of the one or more AC connection lines.

Such a method allows flexible operation of a converter module of the charging station alternatively in one

First operating mode or in a second operating mode. The converter module can switch between these two operating modes be flexibly switched back and forth. The procedure

thus enables the operation of the charging station as a central element in a local smart grid, with a variety of networks, sources and consumers can be flexibly interconnected, the converter module can take multiple tasks. A connection of the converter module with a variety of connection cables depending on the operating mode takes place

according to the method via the distributor module.

The method can be extended such that several charging stations are operated in parallel according to an arrangement of the type described above. In this case, one or more converter modules of one or more first charging columns in the first operating mode and one or more converter modules of one or more second charging columns in the second operating mode are operated at the same time. Alternatively, all charging stations can be operated in the first or in the second operating mode. The method thus allows a

Diversity of the arrangement of the multiple charging stations in a very high degree with respect to the most diverse

Configuration options for energy exchange between different sources and consumers within a smart grid. The above object is achieved in a further aspect by a method according to claim 11 for operating a

Charging column dissolved, the charging station one or more

Transducer modules and a respective transducer module has a plurality of transducer units according to the above type and possibly interconnection. By such a method, one or more first converter units or one or more second converter units of a respective converter module with individual connection lines of one or the a plurality of DC power supply lines and the one or more AC power supply lines

are connected while the respective converter units are separated from the respective other connection lines (the one or more AC connection lines or the one or more DC connection lines). The first and second converter units are in each case as a DC-DC converter between the connected individual connection lines of the one or more DC voltage connection lines and the

DC bus or as a rectifier between

interconnected individual leads of the one or more AC leads and the

DC bus or as an inverter between the DC bus and connected individual

Connecting cables of one or more

AC power cables controlled. The individual converter units can alternately with different

Connecting cables of one or more

DC voltage connection lines or the one or more alternating current connecting lines are connected or disconnected and thereby alternately, depending on the task, as a DC-DC converter, rectifier or inverter can be controlled. The method can be extended such that several charging stations of this type are operated in parallel as an arrangement.

Further advantageous aspects, developments and

Implementations are disclosed in the appended subclaims.

Features, aspects and measures of the described methods find corresponding application in structural features a charging station or an arrangement of several charging stations of the type described above and vice versa.

The charging station explained above, the arrangement of several charging stations explained above and the methods explained above can be used in a smart grid for resource utilization

various electric vehicles and / or other electrical mobility and work resources of the type listed above apply.

The electric vehicles and / or other electrical mobility and work resources can by means of

Battery storage or hybrid systems are powered. The corresponding battery memories of the resources may be connected to a corresponding smart grid, e.g. in the household, industrial or agricultural

Businesses are connected in such a way that the battery storage units (outside their normal destination) fully integrate into the respective local electrical supply network and as part of the stationary energy supply system

can be managed.

The electric vehicles and / or other electrical mobility and labor resources may be limited to three

Different types are bidirectionally connected to the local Smart Grid:

1) DC connection wired,

2) AC connection wired,

3) Alternating field connection inductive.

The battery system / the battery storage for the electric vehicles and / or other electric mobility and Work resources can also be built in three different ways:

1) Low voltage battery (DC voltage up to 60V),

2) High-voltage battery (DC voltage between 60V and 1500V), 3) AC battery (DC and AC voltage up to

1500V).

Thus, the following possible combinations result for these applications:

1) DC connection with cable

Low voltage battery (e.g., small vehicles, implements or other resources with a power consumption of up to 11 kW and an energy storage system of up to 20 kWh, for example lawnmower, small tractor, in-house

Transport logistics),

2) DC connection wired with high-voltage battery (electric vehicles, implements or other

Resources such as cars, motorhomes or agricultural

Vehicles with a power consumption of more than 5 kW and energy storage systems with more than 10 kWh),

3) AC connection wired or

Alternating field connection inductively in conjunction with a

AC battery (principally for all mobile

Applications and resources with a capacity of more than 5 kW and an energy content of more than 5 kWh). In particular, the mentioned combinations 1) and 2) can by means of a bidirectional charging station of the type described above or an arrangement with several such charging stations of the type described above and / or according to one of the above explained method can be realized. In the charging station (s), the one or more converter modules or converter units can be set up as a plurality of resonantly operated DC / DC converters. These can, for example, receive a signed current signal via a communication interface and adjust the desired charge / discharge current. The

mentioned combinations 1) and 2) can alternatively or additionally also via a multilevel power converter with

galvanically isolated individual modules as appropriate

Converter modules can be realized, which can be connected both in series and in parallel. The DC voltage to be provided at the input in said combinations 1) and 2) may be from a local

DC network or via a DC system can be obtained, which is generated by a power converter.

The above combination 3) can be done using a

AC battery can be realized in the electric vehicle and / or in the other electrical mobility and work resource. The AC battery can consist of several battery modules, which after a

certain switching sequence in series, in parallel or in bypass can be switched. This can both

DC voltages as well as AC voltages are generated stepwise directly by the battery. By

Pulse width modulation of a battery module, the

Voltage levels and thus the harmonics are significantly reduced. Such a battery can be connected to an AC voltage network directly or by means of one or more of the above-explained charging stations, optionally in conjunction with one of the methods explained above. Such a battery is also capable of an AC system of high frequency (greater than 30,000 Hz) generate and thus to feed an inductive energy transmitter (for a wireless power transmission). On the stationary side could be a resonantly operated

Power converter, a multilevel power converter or a

stationary AC battery, possibly in each case

Connection with one or more of the described charging stations and / or methods can be used. When using an AC battery of the type described could also on a drive converter in the electric vehicle and / or in the other electric mobility and

Work resource be waived.

Such applications of the illustrated combinations 1) to 3) have the advantage that previously unused mobile

Energy storage systems corresponding resources can be integrated into a local smart grid, which

additional storage capacities are developed and the local electrical supply systems become safer and more efficient. The electric vehicles and / or other

electric mobility and work resources

bidirectional in the respective local electrical

Energy supply (Smart Grid). This allows the advantageous change of

Combustion technologies on electric mobility also at

electric vehicles, which are rarely used on mobiles, and creates added value and a financial incentive to switch to this new technology.

In order to regulate the power exchange in such a smart grid, a simple parameter, namely the charging current, which previously had only a positive value range for charging, is expanded by a negative value range of the

bidirectional charging / discharging allows. Electric vehicles and / or other electrical

Mobility and work resources previously only

can be used occasionally, this way

be profitably integrated into the local electrical energy supply. This increases the added value of the corresponding resources and new resources and resources

Environmentally friendly concepts can be realized. For example, motorhomes can be easily and efficiently integrated into a local photovoltaic system. An electrically driven motorhome with a range of 350 km is for a travel activity

sufficient. At the same time the motorhome could be the many

idle time in the local smart grid as

Energy storage system can be integrated with 40 to 60 kWh. As another example, agricultural self-propelled vehicles equipped with hybrid technology can be equipped with a smaller diesel engine, since this only has to be designed for the average power and not for the peak power. This can save about 10-15% diesel. The battery of such a resource can be considered

Caches will be integrated into a local photovoltaic / biogas plant in the many months of non-use throughout the year. An appropriate connection of all these resources to the local Smart Grid can be done via a

bidirectional charging station of the type described above or via an arrangement having a plurality of such charging stations of the type described above and / or realized according to one of the methods explained above.

The invention will be explained in more detail below with the aid of several figures. Show it:

FIG. 1 a schematic representation of a charging station,

Figure 2 is a schematic representation of a

Power electronics within the charging station according to Figure 1, Figure 3 shows several characteristics of a total current ripple on the switching ratio within a

Power electronics according to FIG. 2,

Figure 4 shows an alternative embodiment of

Power electronics according to Figure 2, and

Figure 5 is a schematic representation of a

User interface of the charging station according to Figure 1. Figure 1 shows an embodiment of a charging station 1 with a plurality of line electronic converter modules 2. The

Charging station 1 is used, among other things, to supply a

electric vehicle or other electrical mobility and work resource with electrical energy or for the removal of electrical energy from such a resource and can be used in a so-called local smart grid (local electric grid with various

Subnetworks, topologies, sources and sinks) find application, In the embodiment according to Figure 1, the charging station 1 a total of four power electronics with converter modules 2 on. The power electronics are as LEI to LEm characterized. In alternative embodiments, the charging station 1 has more or fewer power electronics LE.

The structure and function of the individual power electronics LE will be explained in more detail below in connection with FIG. The individual converter modules 2 of

Power electronics LEI to LEm are each one

DC bus 4 and a distributor module 7 electrically interposed. Each converter module 2 has a first connection side 10 and a second connection side 11 and is connected with its first connection side 10 to different distributor connection lines 12 of the respective distribution module 7 and with its second connection side 11 parallel to bus lines of the DC bus 4

switched or interconnected with a neutral conductor N.

The DC bus 4 is a DC bus of high DC voltage, for example, a DC voltage in the range between 650 and 900 volts DC. The DC bus 4 includes various in the embodiment of FIG

Bus lines. These include a first bus line DC + for a first positive DC voltage, a second bus line MP acting as a mid-point conductor, and a third bus line DC

Bus line DC- for a first negative DC voltage. The center conductor MP thus forms a quasi "center potential" between the two DC voltage lines DC + and DC-. In addition to these bus lines, the DC bus 4 also has a fourth bus line DC + 2 for a second positive DC voltage and a fifth bus line DC-2 for a second negative DC voltage. The second

positive and negative DC voltages DC + 2, DC-2 may be equal to or different from the first positive and negative DC voltages DC +, DC-, respectively. Also with respect to the DC voltages on the fourth and fifth bus lines DC + 2 and DC-2, the center conductor MP behaves as the center potential. The DC bus 4 is arranged as a kind of intermediate circuit between the individual converter modules 2 of the charging station 1 to the various converter modules 2 of the

Charging column 1 to connect with each other. The individual converter modules 2 can via switching elements 13 via

Connecting lines are connected at their second terminal sides 11 with the different bus lines of the DC bus 4 or separated from them. The switching elements 13 may be mechanical, electronic

be controlled or electronic switch. In the

Embodiment according to Figure 1, a state is shown, in which the converter modules 2 of the power electronics LEI and LE2 respectively with the bus lines DC + and DC -

DC bus 4 are interconnected while the

Converter modules 2 of the power electronics LE3 and LEm with the bus lines DC + 2 and DC-2 of the DC bus 4 are connected. Other switching connections are in the

Configuration according to Figure 1 according to open via switching elements 13. Of course, in alternative operating modes, the converter modules 2 can also be supplied in various ways

Bus lines of the DC bus 4 to be connected. For example, all converter modules 2 can all be

Power electronics LEI to LEm be connected to all bus lines of the DC bus 4 or others

Constellations of subcircles are assumed to be those shown in FIG. In general, the individual connections between the converter modules 2 and the

Bus lines of the DC bus 4 by means of the switching elements 13 individually switched on or off. In the embodiment according to FIG. 1, per

Power electronics LEI to LEm a distributor module 7

set up. The distributor module 7 has the function of switching by means of the distributor connection lines 12 individual

Connection lines of various DC voltage connection cables 5 or more diverse

AC connection lines 6 to connect to the respective first terminal side 10 of the individual converter modules 2 of the power electronics LEI to LEm or separate from it. In the embodiment according to FIG. 1, each distributor module 7 is a switching matrix or

Crossbar distributor between the respective converter module 2 and the DC voltage connection lines 5

or the AC power supply lines 6 set. By means of various switching elements 9, the distributor module 7 individual connection lines of

DC voltage connection lines 5 and the AC voltage connection lines 6 with the

Connect or disconnect connecting lines on the first connection side 10 of the respective converter modules 2 of the power electronics LEI to LEm. In this way, the respective distributor modules 7 individual connections of the

DC voltage connection lines 5 and the AC voltage connection lines 6 to the respective

Turn on or off converter modules 2 individually. The

Switching elements 9 can mechanical, electronic

be controlled or electronic switch. Between the respective distributor modules 7 and the converter modules 2 of the power electronics LEI to LEm can further

Switching element (not shown in Figure 1) may be configured to connect individual distributor connection lines 12 with the first terminal sides 10 of the converter modules 2 or separate from it. Furthermore, these switching elements for a protective separation of the converter modules 2 of the

Power electronics LEI to LEm be designed by the connecting lines 5 and 6 respectively. Here, e.g. Overcurrent or overvoltage protection switch can be provided. Furthermore, throttles or filters (not shown in FIG. 1) can be provided between individual distributor connection lines 12 and one or more of the connection lines 5 or 6.

be set up to minimize interference between the individual leads.

In the embodiment according to FIG

DC connecting cables 5 a total of four

Connecting cables to photovoltaic systems Solar_l to

Solar_n. The individual photovoltaic systems may be individual photovoltaic strings, photovoltaic strings connected in parallel, or systems constructed from photovoltaic modules. In addition, the DC voltage connection lines 5 according to FIG. 1 comprise two DC lines DC_Chargel and DC_Charge2 as well as two connection lines to corresponding battery systems Batl and Bat2. The

DC lines, DC_Chargel and DC_Charge2 are

For example, connecting cables to DC charging systems for connecting electric vehicles to the

Charging Station 1. One or more lines for one or more reference potentials of the respective DC voltage connection lines 5 are not shown in Figure 1. These could, however, be e.g. have the same reference potential as one or more of the bus lines DC or DC 2 of the

DC bus 4. The battery systems Batl and Bat2 can be eg stationary energy storage or integrated energy storage of electric vehicles or other electrical mobility and labor resources. In the embodiment according to FIG. 1, the alternating voltage connecting lines 6 comprise the phases LI to L3 of a three-phase alternating voltage network (public

Supply network) and the corresponding neutral conductor N.

The neutral conductor N of the AC connecting lines 6 can be electrically located at the same reference potential as the center conductor MP of the DC bus 4

or as the neutral conductor N of the respective

Connection of the individual converter modules 2 at the second terminal sides 11. However, it can also for this purpose

be set up different reference potentials, depending on the application and configuration of the charging station 1. In alternative to Figure 1 embodiments, the

AC power supply lines 6, in addition to the connections to the three-phase AC mains one or more additional connection lines (not shown) to AC networks or e.g. on AC batteries of electric vehicles or other electrical

Mobility and work resources. The latter connection lines can in turn be alternative

Embodiments also be set up instead of the connection lines shown in Figure 1 to the three-phase AC mains. Here can be different

Configurations of the charging station 1 depending on the application result.

A main controller 8 performs a control of the charging station 1, that is, all modules and units of the charging station 1, through, wherein different operating modes can be taken. In the various operating modes, the individual distributor modules 7 switch the respective converter modules 2 to individual connecting lines of the DC voltage converter. Connecting lines 5 and the AC voltage connection lines 6 together or separate them. The

Power electronics LEI to LEm are with their converter modules 2 each as bidirectional power electronics between the DC power supply lines 5 and the AC power supply lines 6 on the first

Connection side 10 of the converter modules 2 and the

DC bus 4 is set up on the second connection side of the converter modules 2. The individual converter modules 2 are controlled such that energy between individual connecting lines of the connecting lines 5 and 6 and

individual bus lines of the DC bus 4

can be exchanged. By setting up the distributor modules 7 within the

Charging station 1, the charging station 1 can be flexibly adapted to a wide variety of requirements. In particular, the

Charging column 1 can be used advantageously when two or more different tasks or requirements must be handled simultaneously within the smart grid. Even in a case in which clearly more than two requirements must be perceived at the same time, the charging station 1 can be adapted very flexibly to the most diverse energetic needs. The different requirements can be in different performance ranges. There are usually only a few basic transformation requirements in a local smart grid. These include converting a DC voltage to a higher or higher voltage

lower DC voltage or the conversion of an AC voltage to a DC voltage or a

DC voltage in an AC voltage. The charging station 1 according to FIG. 1 makes it possible to carry out two or more time-parallel tasks of this kind by intelligent means Interconnection of one or more of the configured converter modules 2 with individual ones of the connecting lines 5 and 6 by means of the individual distributor modules 7. Even a single converter module 2 is set up, various converter tasks of the abovementioned type in parallel with time

perform. An explanation can be found in

Related to Figure 2 below.

Naturally, each transducer module 2 has a limited

Performance as a function of the power electronic components used and their

Circuit configuration within each converter module 2. If one needs a performance that exceeds the power limit of a converter module 2, several converter modules 2 of the charging station 1 according to FIG. 1 can be connected in parallel by means of the distributor modules 7. In this way, the charging station 1 provides a very flexible converter point within the smart grid, which can take on versatile tasks very flexibly.

The individual photovoltaic systems Solar_l to Solar_n of the connection lines 5 can be interconnected via the distributor modules 7 with individual or multiple converter modules 2 such that via one or more connecting lines on the first connection side 10 of a respective converter module 2, a corresponding input voltage (DC voltage of the photovoltaic systems) is converted into a higher output voltage on the part of the DC bus 4. The implementation of a so-called maximum power point tracking (so-called maximum power point tracking, MPP tracking) by means of the individual converter modules 2 is possible. In this way, the photovoltaic systems Solar_l can up Solar_n be connected by means of one or more converter branches of one or more of the converter modules 2 with the DC system high DC voltage of the DC bus 4.

With regard to the further DC connection lines within the connection lines 5, the individual

Converter branches of the converter modules 2 as a buck converter or boost converter the DC bus 4 according to battery systems Batl, Bat2 or with the

DC voltage systems DC_Chargel, DC_Charge2 with im

Connect ratio to the DC bus 4 lower voltage. If very high powers are required in these cases, several converter branches of a single could

Converter module 2 or more converter modules 2 are operated in parallel.

The three-phase alternating voltage network or another AC voltage system of the abovementioned type, which can be connected to the converter modules 2 via the connecting lines 6 by means of the distributor modules 7, can be connected directly to the DC bus 4 via the individual converter modules 2. so energy in both directions

can be exchanged. The AC voltage network or the other AC voltage system 6 can, for example, the

Net connection point of the charging station 1 be. As an alternative to the embodiment shown in FIG. 1, it is conceivable to have a plurality of AC voltage networks or other AC voltage systems with individual terminals of the connection lines 6

provided. Here, two converter modules 2 of the

Charging station 1 are operated such that each one

Transducer module 2 is connected to each one of the AC power grids or other AC voltage systems. On This could be realized by interconnecting the converter modules 2 via the DC bus 4, a kind of online uninterruptible power supply (so-called UPS system) by a third converter module 2, the DC bus 4 with an energy storage (for example Batl or Bat2 the connecting lines 5) or with an electric vehicle (for example, connected via

DC_Chargel or DC_Charge2 of the connection lines 5) or with another electrical mobility and work resource connects.

Furthermore, individual connection lines of the respective converter modules 2 can also be used to from a

DC voltage on the side of the DC bus 4 to generate one or more AC voltages, the

For example, in the AC mains or other AC voltage system of the connecting lines 6 are fed. These alternating voltages could be used as an alternative to

AC charging of an electric vehicle or other electrical mobility and work resource is used, which is connected to one or more phases of the AC power lines 6 or other (not shown) AC power lines.

If the required output power exceeds the partial power provided by the individual converter strings of the converter modules 2, several converter strings of one converter module 2 or a plurality of converter modules 2 can be connected in parallel. So you see, that the

Charging column 1 can be adapted very flexibly to various requirements within the Smart Grid.

FIG. 1 illustrates a concrete operating situation of the charging station 1. The converter module 2 of the Leistungselekronik LEI is in this case at its first connection side 10 by means of the distributor module 7 at a first and second

Connecting cable with a photovoltaic system Solar_l or Solar_2 and connected to a third connection line with a DC voltage line of the battery system Batl

connected. This is illustrated by the fact that corresponding switching elements 9 (shown in bold) within the distributor module 7 are shown closed with the corresponding connection lines. The other switching elements 9 are kept open, so others

Connections to other connection lines are disconnected. The converter module 2 of the power electronics LE2, in contrast, with first and second connecting lines on the first

Connection side 10 with the DC connection cable

DC_Chargel interconnected and with a third connecting cable with separate DC connecting cable DC_Charge2

connected. Both converter modules 2 of the power electronics LEI and LE2 are connected on the side of the DC bus 4 by means of the switching elements 13 to the bus lines DC + and DC-. In this way, electrical energy from the photovoltaic systems Solar_l and Solar_2 over the

Converter module 2 from LEI via the DC bus of the

DC bus 4 and the converter module 2 of LE2 in the DC voltage lines DC_Chargel and

DC_Charge2 are fed. After two

Connection cables of the converter module 2 of LE2 with the

DC voltage line DC_Chargel are connected and only one connecting cable from LE2 to the DC voltage line

DC_Charge2 may be connected to a higher power

DC_Chargel are submitted as to DC_Charge2. It is

For example, conceivable, a fast charging a

Electric vehicle or other electrical

To perform mobility and work resources on DC_Chargel, while another electric vehicle or other electrical mobility and work resource is being charged slower at DC_Charge2. The battery system Batl, which is connected via a connecting cable to the converter module 2 of LEI, can be operated in this constellation either as a source of energy or as an energy sink. This depends on the power requirement on the part of the converter module 2 of LE2. This power requirement is higher than the electrical power that is available through the photovoltaic systems Solar_l and

Solar_2 can be deployed, so that can

Battery system Batl act as an additional source of energy. However, if the power provided via the photovoltaic systems Solar_l and Solar_2 is higher than the power required on the part of the converter module 2 of LE2, then excess power of the photovoltaic systems Solar_l and Solar_2 can be fed into the battery system Batl as an energy sink become. The latter is then done without intervention of the converter module 2 of LE2, but only by appropriate interconnection of the converter branches of the converter module 2 of LEI.

In the constellation according to FIG. 1, the converter module 2 of LEI operates as a boost converter between DC voltages from Solar_1 and Solar_2 and the DC voltage bus 4 and

parallel as a boost converter or buck converter between DC voltages of the battery system Batl and the

DC bus 4, depending on whether energy is transferred from Batl in the DC bus 4 or the DC bus 4 in Batl (see above). The converter module 2 of LE2 operates in the constellation of Figure 1 as a buck converter between DC voltages of

DC bus 4 and the DC lines DC_Chargel and DC_Charge2. The converter module 2 of LE3 is connected in accordance with FIG. 1 with its three connection lines to one of the three phases LI to L3 of the AC voltage network 6. Other

Connections are separated in distributor module 7 to LE3. The converter module LEm is by means of its distributor module 7 with a first connecting line to the

DC system DC_Chargel connected, while it is connected to the other connecting cables in each case with the battery system Batl or Bat2. Both converter modules 2 of LE3 and LEm are connected via switching elements 13 to the bus lines DC + 2 and DC-2 of the DC bus 4. In this constellation of LE3 and LEm, for example, a supply of electrical energy from the three-phase AC voltage network 6 by means of LE3 in the DC bus 4 and a corresponding output of

Energy from the DC bus 4 by means of LEm to the corresponding DC voltage lines DC_Chargel

Batl and Bat2 possible. For example, an electric vehicle connected to DC_Chargel or an associated other electric mobility and electric vehicle

Work resource can be charged from the three-phase AC power 6, while excess energy in the

Battery systems Batl or Bat2 is stored. Here, the battery systems Batl and Bat2 are energy sinks. In the case of a very high performance requirement at the

Connection cable DC_Chargel, the battery systems Batl and Bat2 could, however, in addition to the three-phase

AC power 6 as energy sources of energy

provide, which is delivered by means of the interconnection of LEm via the DC bus 4 directly to the connecting line DC_Chargel. Alternatively could also be a

Feeding energy from DC Chargel, Batl and Bat2 over LEm and the Gleichspannungs-Bus 4 by means of LE3 in the three-phase AC voltage 6 done. Depending on

Operating situation works LE3 according to Figure 1 then as

Rectifier or inverter, while LEm works in parallel as buck converter or boost converter.

As an alternative to the situation according to FIG. 1, one or more converter modules 2 can also be connected so intelligently by means of their distributor modules 7 that

for example, a DC fast charging or discharging over the

Connecting cables DC_Chargel and DC_Charge2 is realized. Alternatively, an energy exchange between one or both of the connecting lines DC_Chargel and DC_Charge2 and one or more battery systems Batl and Bat2 by means of one or more appropriately connected converter modules 2 is possible. Here, for example, a DC fast charging from stationary batteries could be realized. Further alternatively, an energy exchange between an energy storage Batl or Bat2 and the DC voltage system high voltage of the DC bus 4 is possible. Due to a possibility of interconnecting the individual converter modules 2 of the power electronics LEI to LEm of the charging station 1 by means of the respective distributor modules 7 is thus a high number of different combination options of

Energy exchange between the individual subnets of the local smart grid possible. A redistribution of electrical energy (infeed and outfeed) is done each time over the

DC bus 4 performed as a DC link. By connecting the various converter modules 2 to the

DC bus 4 thus results in a bidirectional energy redistribution between the different

Connecting lines 5 and 6 as energy sources or energy sinks. The topology in Figure 1 thus represents one Ring topology that allows a flexible power distribution. A control of the charging station 1 takes place in the various operating modes by the main controller 8. This controls the individual converter modules 2 of

Power electronics LEI to LEm such that they each work alternately in the different operating modes. A connection or disconnection of the individual converter strands of the converter modules 2 is controlled by the distributor modules 7.

An application of the embodiment of the charging station 1 according to FIG. an involvement of an electrical

Provide small tractor for lawn mowing as an electrical working resource. The small tractor may e.g. be provided as energy storage (source or sink) in the form of a battery system Batl or Bat2. The small tractor is e.g. equipped with a low-voltage battery and an electric drive. This vehicle is usually used about every ten days in summer. During the remainder of the time, the vehicle may be connected via a DC link 5, e.g. Solar_l, with a photovoltaic system and be connected to the local power grid, the daytime electrical energy caching and in times with low

Photovoltaic power generation to provide the local smart grid (e.g., a home plant) with electrical energy.

Another application of the embodiment of the charging station 1 according to FIG. Provide integration of a motorhome with electric or hybrid drive. This is usually used only a few weeks a year. The motorhome can be connected to the local smart grid via a DC or DC

AC connection 5, 6 connected. In the mobile

Energy storage of the motorhome can thus excess electrical energy, such as photovoltaic energy, stored and used in times of low energy production again. Another application of the embodiment of the charging station 1 according to FIG. 1 may, for example, provide for integration of a agricultural self-propelled vehicle with a mobile energy store into the smart grid of a farm. In this case, such a self-driver can be connected outside the working season with a photovoltaic system and the energy generated be cached until the operation has a higher demand than the own power generation can deliver. In this case, using the mobile energy storage, the local smart grid can be supported and the external reference

be reduced.

FIG. 2 shows an embodiment of a converter module 2 of a corresponding power electronics LE, as used in FIG. The power electronics LE has in addition to the converter module 2, a controller 3 for controlling the

Transducer module 2 on. In the embodiment according to FIG. 2, the converter module 2 comprises a so-called B6 bridge circuit with three converter units 2 a, 2 b and 2 c, each of which comprises a bridge branch of the B6 bridge circuit. The converter units 2 a, 2 b and 2 c each have a first connection side 10 a, 10 b and 10 c, each with a distributor connection line 12 of the respective

Distributor module 7 are connected according to Figure 1. Furthermore, according to FIG. 2, lines of a second connection side 11 of the respective converter units 2 a to 2 c are known from FIG

Power electronics LE led out, which are interconnected with corresponding bus lines of the DC bus 4 according to Figure 1 or with a neutral conductor N. Concretely include the connection lines of the second connection side 11 two connection lines, which are each connectable to the bus lines DC +, DC- or DC + 2 and DC-2 of the DC bus 4 (see FIG. 1) and a

Connecting line 11, which is set up as a neutral conductor N and serves as a reference potential for the power electronics LE according to Figure 2. The neutral conductor N is across two output capacitances 14a and 14b of the other two

Connection lines of the second terminal side 11 delimited, so that different potentials to the corresponding

Connecting lines of the second connection side 11 form. The converter units 2a to 2c are at their second

Connection sides 11 connected in parallel accordingly. Each converter unit 2a to 2c comprises at its first

Terminal side 10a to 10c each have an inductance 17a, 17b and 17c, which is connected upstream of the respective bridge branch of the B6 bridge circuit. Each bridge branch comprises parallel circuits of switching elements 15a

or 15b and rectifier elements 16a

or 16b, which are designed as diodes in the embodiment according to FIG. By appropriately controlling the switching elements 15a and 15b in the corresponding

Bridge branches of the respective converter units 2a to 2c by means of the controller 3, various switching paths in the respective bridge branches between the respective first terminal sides 10a to 10c and the second terminal side 11 may be formed. The converter units 2a to 2c are bidirectionally controllable between the first terminal sides 10a to 10c and the second terminal sides 11 in this way. Thus, each converter unit 2a to 2c by constantly holding open the switching element 15a and controlled opening or closing of the switching element 15b as Step-up converter between the respective first terminal side 10a to 10c and the second terminal side 11 are operated, with switching paths between the respective

Inductance 17a to 17c via the diode 16a or via the switching element 15b towards the connection lines of the second connection side 11 result. The converter units 2a to 2c are in this way controllable boost converters between the first terminal sides 10a to 10c and the second terminal side 11, wherein the switching element 15b by means of the controller 3, for example via a pulse width modulated (PWM) switching signal, optionally in conjunction with a certain switching frequency and / or a certain switching dead time is controlled. Conversely, duch constant keeping open of the switching element 15b and a controlled

Opening and closing of the switching element 15a a

Buck converter operation of each converter unit 2a to 2c between the second terminal side 11 and the respective first terminal sides 10a to 10c feasible, wherein switching paths between the respective inductance 17a to 17c and the diode 16b and the switching element 15a to the connection lines of the second terminal side 11th result. Again, the switching element 15a by means of the controller 3 by a PWM control signal, optionally in conjunction with a specific switching frequency and / or

Schalttotzeit be controlled so that the converter units 2a to 2c can be operated as a controlled buck converter.

In addition, the converter units 2a to 2c can each be operated such that both switching elements 15a and 15b in the respective bridge branch with a specific

Switching ratio at a certain switching frequency and / or a certain switching dead time to open or Close to be controlled. In this operation, none of the switching elements 15a and 15b is permanent

open. Here, the converter units 2 a to 2 c can each be either as an inverter between the second terminal side 11 and the respective first terminal sides 10 a to 10 c or as a rectifier between the respective first terminal sides 10 a to 10 c and the second

Connection side 11 work. The different voltages at the respective first terminal sides 10a to 10c result in corresponding voltages at the respective DC voltage connection lines 5 and AC voltage connection lines 6, respectively, when connected accordingly

by means of the distributor modules 7 according to FIG

respective voltages on the second terminal side 11 give the corresponding voltages of the DC bus. 4

In this way, a power electronics LE is through

controlled switching of the converter units 2a to 2c in the respective bridge branches of the B6 bridge circuit by means of the controller 3 bidirectionally as a boost converter,

Buck converter, inverter or rectifier between the first terminal sides 10a to 10c and the second

Terminal side 11 operable. In alternative

Embodiments of Figure 2, the converter module 2 less than three or more than three converter units, depending on the application and configuration of the power electronics LE. FIG. 3 shows various characteristic curves I to III of FIG

Gesamtstromrippels AI_ges over the switching ratio D based on the power electronics LE according to Figure 2. The curves of Figure 3 each describe a Rippeistrom behavior the power electronics LE in a Gleichstromsteller- operation, that is in an operation as boost converter or buck converter. The characteristic I describes the Rippelstrom- behavior in operation of a single one of the converter units 2a to 2c, the characteristic II describes the Rippelstrom- behavior in parallel operation of two of the converter units 2a to 2c, and the characteristic III describes the ripple current behavior in parallel operation of the three

Converter units 2a to 2c. An operation of one, two or all three converter units according to FIG. 2 can result, depending on how much power and which

Switching behavior of the controller 3 is specified. As a result, the efficiency (utilization) and the ripple current of the power electronics LE according to FIG. 2 can be optimized. FIG. 3 illustrates that the total current ripple AI_ges can be reduced by an intelligent control of the respective converter units at a certain switching ratio D. Ideally, the individual converter units are each offset by 360 ° / number of converter units operated in parallel. When only one converter unit is operated, this means that it is simply controlled via a control signal that repeats periodically after 360 °. A minimum of the total current ripple AI_ges results for such operation only at one

Switching ratio D = 0 (switching elements permanently open) or D = 1 (switching elements permanently closed), see characteristic I in Figure 3. In a parallel operation of two converter units is a control of

Converter units with 50% power per converter unit and two control signals offset by 180 °. In this case, the total current ripple AI_ges in addition to the

Randminima at D = 0 and D = 1 also at one

Switching ratio D = 0.5 are minimized, see characteristic curve II in Figure 3. In a parallel operation of all three converter units is a control of the converter units, each with 33% of the total power per converter unit and with three control signals, which are offset by 120 ° to each other. This results in a

Reduction of the total current ripple AI_ges in addition to the boundary minima at D = 0 and D = 1 also at one

Switching ratio D = 0.33 or D = 0.66, see characteristic III in Figure 3.

In this way, depending on the power requirement, the individual converter units are controlled with mutually offset control signals, so that the Gesamtstromrippel AI_ges can be reduced according to Figure 3 at a suitably selected switching ratio D and thus the power electronics LE can be optimally operated in accordance with Figure 2 in a Gleichstromstellerbetrieb.

FIG. 4 shows a modification of the power electronics LE according to FIG. 2. All components correspond to those explained with reference to FIG. 2, with the exception of an additional inductance 18, which corresponds to the respective inductances 17a, 17b and 17c at the respective first connection sides 10a, 10b and 10c

(see Figure 2) is connected upstream. The configuration according to FIG. 4 can be used in a DC-controller operation of the power electronics LE. By a

corresponding embodiment of the inductors 17a to 17c and 18, a reduction of the energy losses and a size can be achieved in each case to about 50%. In such a configuration, the inductors 17a-17c could also be coupled via one or more magnetic cores. The inductor 18 may be switched on or switched off. Figure 5 shows a schematic representation of a

Intelligent user interface 19 for controlling a charging station 1 according to FIG. 1 via a main controller 8. The charging station user interface 19 according to FIG. 5 permits the consideration of various parameters for controlling the charging station 1 according to FIG. 1. Via a BUS system, all the charging stations, power generation systems, measuring devices and energy consumers communicate with each other, thereby a meaningful energy flow distribution is possible. The

User interface 19 according to FIG. 5 comprises various interfaces, including (on the left side) a bus interface to the local smart grid, input parameters of generation and consumption installations, a signal input of a local current-price signal, for example via

Internet, input parameters of a C02 signal, an electricity price (superordinate or cumulative) and weather data (for example

Consideration of photovoltaic energy) as well as a higher-ranking tax bus, for example with the

Main controller 8 may be connected according to Figure 1. On the right side, the user interface 19 has connections to bus lines for a controller 3 of each

Power electronics LE according to Figure 2, one or more bus lines for a current signal (for example, control signal) and one or more bus lines for a sign signal (also for control) on. The bus signals or the bus lines can be part of one or more

Control buses, for example, a CAN bus or a PLC bus. The user interface 19 according to FIG. 5 may have, for example, a display (not shown) via which a user can read information or enter data and parameters. A corresponding Control takes place in interaction with a main controller 8 according to FIG. 1.

In this way, a charging station 1 according to FIG. 1 can be selectively controlled, taking into account various control parameters, variables and input data, so that different operating modes can be optimally utilized. For example, give input parameters about weather data that

Photovoltaic systems provide insufficient electrical energy, for example, a control of the charging station 1 according to Figure 1 can be such that one or more

Transducer modules 2 in addition to the photovoltaic systems, for example, Solar_l to Solar_n, with one or more

Battery storage Batl or Bat2 via appropriate

Distribution modules 7 are interconnected to sufficient

To provide power within the charging station 1 can. On the other hand, for example, an input parameter can be used via a local or cumulative electricity price signal in order to connect the charging station 1 via the

individual converter modules 2 with a public

three-phase alternating voltage network (see AC voltage connection lines 6 according to Figure 1) to prevent or favor. You can see that through an intelligent

User interface 19 according to Figure 5, the individual

Operating modes, as they have been explained to Figure 1, can be optimally controlled.

Via an intelligent control by means of

User interface 19, possibly in conjunction with a main controller 8 (see Figure 1), several different charging / discharging modes of the charging station 1 for an electric

Vehicle are offered. For a fast charging option (FAST), the maximum available power is the one for the vehicle delivered maximum possible electricity. With the option ECO-Charge is loaded so that the vehicle reaches a desired state of charge at a certain time. The power electronics LE is controlled so that this regulates the energy transfer according to economic and ecological rules. First, the local, then the

regional and most recently supraregional parameters

considered. If, for example, a photovoltaic system Solar_l to Solar_n supplies locally so much energy that it would have to be fed into the network 6, the charging current is increased. If there is no local and regional energy yield, a C02 signal is used for the control. If the CO 2 emission of the energy mix per electrical energy is low, the charging current is increased, otherwise it will be reduced.

Weather data can be used as corresponding forecast data for the desired loading period.

The embodiments shown in the figures are chosen by way of example only. In alternative

Embodiments may have a charging station 1 according to FIG. 1 less or more of the illustrated converter modules 2. It is conceivable, for example, that a charging station 1

exclusively a converter module 2 comprises. In certain embodiments, a plurality of charging stations 1 according to FIG. 1 may also be connected via the DC bus 4 or another control bus (see description of FIG

Arrangement summarized. Furthermore, it is conceivable that a single power electronics LE according to FIG. 2 comprises fewer or more of the illustrated converter units 2 a to 2 c. The B6 bridge circuit shown in FIG. 2 represents a possibility of a simple construction of a converter module 2. Various other ones can also be used here Circuit topologies for bidirectional transducer units are used.

A charging station and corresponding operating methods of the type explained offer the advantage of a very flexible

Power distribution between different subnets within a local smart grid. The charging station becomes the central point. Individual converter modules 2 or converter units 2a to 2c can take on a wide variety of tasks within the charging station 1 and in dependence on a specific operating mode with individual

Connecting lines of DC connecting cables 5 and AC connecting lines 6 are connected. A corresponding control takes place via the individual distributor modules 7. A charging column 1 of the type described and a corresponding operating method of a charging station or an arrangement of several charging stations of the type described are quasi a ring topology between individual electrical subnetworks, electrical generators and electrical consumers within of a local smart grid, whereby a decentralized very flexible energy management can be carried out.

Various electric vehicles or other

This makes it possible to use electrical mobility and work resources in an efficient and environmentally friendly manner and to integrate them into the local Smart Grid as energy sources or energy sinks. Reference sign list

1 charging station

2 converter module

2a, 2b, 2c converter unit

3 control

4 DC bus

5 DC connecting cables 6 AC connecting cables 7 distributor module

8 main control

9 switching element

10 first connection side

10a, 10b, 10c first connection pages

11 second connection side

12 distributor connection cable

13 switching elements

14a, 14b output capacities

15a, 15b Schaltelernent

16a, 16b diode

17a, 17b, 17c inductance

18 inductance

19 user interface

LE power electronics

LEI to LEn power electronics

DC +, DC bus cables

DC + 2, Dc-2 bus cables

CD_Chargel DC power cable DC_Charge2 DC power cable Batl, Bat2 DC power cables LI, L2, L3 AC power cables MP center conductor

N neutral conductor Solar_l

Solar_2 DC Power Cable Solar_3 DC Power Cable Solar_n DC Power Cable AI_ges Total Current Ripple

I, II, III characteristics

Claims

claims

1. charging station (1) comprising:

at least one power electronic converter module (2) for converting electrical energy,

a controller (3) for controlling the converter module (2),

a DC bus (4),

at least one distributor module (7),

- One or more DC connection cables (5) and

- One or more alternating voltage connecting lines (6), wherein the converter module (2) the DC bus (4) and the distributor module (7) is electrically interposed and the distributor module (7) is arranged, individual

Connecting cables of one or more

DC connecting leads (5) or the one or more AC connecting leads (6) to be connected respectively to the transducer module (2) or to be separated from the transducer module (2),

wherein the transducer module (2) by means of the controller (3) is controllable such that the transducer module (2) operates alternatively as a DC-DC converter, rectifier or inverter.

2. charging station (1) according to claim 1, wherein the distributor module (7) comprises one or more switching elements (9) for

respectively connecting or disconnecting individual ones

Connecting cables of one or more

DC connecting lines (5) or the one or more alternating voltage connecting lines (6) with or from the converter module (2).

3. charging station (1) according to claim 1 or 2, wherein the

DC bus (4) a first bus line (DC +, DC + 2) for a positive DC voltage, a second bus line (MP) as a center conductor and a third bus line (DC, DC-2) for a negative DC voltage.

4. charging station (1) according to one of claims 1 to 3, wherein the transducer module (2) comprises a plurality of transducer units (2a, 2b, 2c),

wherein each transducer unit (2a, 2b, 2c) is a first

Terminal side (10a, 10b, 10c) and a second terminal side (11) and the converter units (2a, 2b, 2c) with their first terminal sides (10a, 10b, 10c) to

different distribution connection lines (12) of the

Distributor module (7) are connected in parallel with their second terminal sides (11) on one or more bus lines of the DC bus (4), and wherein the distributor module (7) is arranged, by means of the distributor connection lines ( 12) individual

Connecting cables of one or more

DC connecting leads (5) or the one or more AC connecting leads (6) to the respective first terminal side (10a, 10b, 10c) of

individual converter units (2a, 2b, 2c) of the converter module (2) to connect or disconnect.

5. charging station (1) according to claim 4, wherein each converter unit (2a, 2b, 2c) by means of the controller (3) is controllable such that the converter unit (2a, 2b, 2c)

alternatively as

Boost converter between the first terminal side (10a, 10b, 10c) and the second terminal side (11),

Step-down converter between the second connection side (11) and the first connection side (10a, 10b, 10c), - Rectifier between the first terminal side (10 a, 10 b, 10 c) and the second terminal side (11), or

- Inverter between the second connection side (11) and the first connection side (10a, 10b, 10c) operates.

6. charging station (1) according to claim 4 or 5, wherein the converter module (2) has three converter units (2a, 2b, 2c), which as a B6 bridge circuit between three distribution lines (12) of the distribution module (7) and one or more bus lines of the DC bus (4) are connected, wherein each one converter unit (2a, 2b, 2c) forms a bridge branch of the B6 bridge circuit.

7. Arrangement with a plurality of charging columns (1) according to one of claims 1 to 6, wherein the charging columns (1) via the

DC bus (4) are interconnected.

8. Arrangement according to claim 7, comprising one or more main controls (8) for controlling the charging columns (1), in particular for controlling different operating modes of

Charging columns (1), wherein cooperate in each operating mode, at least two charging stations (1) and the one or more main controls (8) are arranged for each

Operating mode specific interconnections of the converter modules (2) of the charging columns (1) with one or more of the

DC connection cables (5) and the

AC connecting lines (6) by means of the respective distribution modules (7) of the charging stations (1)

pretend.

9. A method for operating a charging station (1), which is designed according to one of claims 1 to 6, wherein the

at least one transducer module (2) alternately in one operating mode or in a second operating mode and wherein

a) in the first operating mode, the following measures are carried out:

Separating all connection lines of the one or more AC connection lines (6) by means of the distributor module (7) from the converter module (2),

Connecting individual connecting lines of the one or more DC connecting lines (5) to the converter module (2) by means of the distributor module (7),

- Controlling the converter module (2) as a DC-DC converter between the individual connection lines of the one or more DC connection lines (5) and the DC bus (4); and

b) in the second operating mode, the following measures are carried out:

Disconnecting all connecting lines of the one or more DC connecting lines (5) by means of the distributor module (7) from the converter module (2),

Connecting individual connecting lines of the one or more AC connecting lines (6) to the converter module (2) by means of the distributor module (7),

- Controlling the converter module (2) as a rectifier between the individual connecting lines of the one or more AC connecting leads (6) and the

DC bus (4) or as an inverter between the DC bus (4) and the individual connection lines of the one or more AC connection leads (6).

10. The method of claim 9, wherein a plurality of charging columns (1) are operated according to an arrangement according to claim 7 or 8, wherein at the same time in each case one or more converter Modules (2) of one or more first charging columns (1) in the first operating mode and in each case one or more converter modules (2) of one or more second charging columns (1) are operated in the second operating mode.

11. A method for operating a charging station (1), which is designed according to one of claims 4 to 6, comprising the following measures:

Disconnecting all connection lines of the one or more AC connection lines (6) by means of the distributor module (7) in each case from one or more first converter units (2a, 2b, 2c) of the converter module (2),

Connecting individual connecting lines of the one or more DC connecting lines (5) by means of the distributor module (7) in each case to the one or more first converter units (2a, 2b, 2c) of the converter module (2),

Controlling the one or more first converter units (2a, 2b, 2c) of the converter module (2) as

DC-DC converter between the individual

Connecting cables of one or more

DC connecting cables (5) and the

DC bus (4);

Disconnecting all connecting lines of the one or more DC connecting lines (5) by means of the distributor module (7) in each case from one or more second converter units (2a, 2b, 2c) of the converter module (2),

Connecting individual connecting lines of the one or more AC connecting lines (6) by means of the distributor module (7) in each case to the one or more second converter units (2a, 2b, 2c) of the converter module (2), Controlling the one or more second transducer units (2a, 2b, 2c) of the transducer module (2) as

Rectifier between the individual connecting lines of the one or more AC connecting lines (6) and the DC bus (4) or as an inverter between the DC bus (4) and the individual connecting lines of the one or more

AC connection cables (6).