Method for providing exchange power by means of charging infrastructure and charging infrastructure

Abstract

The present invention relates to a method for providing electrical exchange power to a plurality of electric vehicles in a fleet of electric vehicles by means of a charging infrastructure so as to extract electrical exchange power from or feed electrical exchange power into the power supply network, wherein positive exchange power represents electrical power extracted from the power supply network and negative exchange power represents electrical power fed into the power supply network, wherein each electric vehicle has an electrical storage device with a variable state of charge, wherein the sum of the variable state of charge and other variable states of charge of other storage devices forms a variable total state of charge, wherein a state of charge range is determined within a provision time period, wherein the state of charge range is characterized by a time-dependent upper limit and a time-dependent lower limit, wherein the state of charge range is determined according to the state of charge of the electric vehicle, and wherein the electrical exchange power is controlled within the provision time period so that the total state of charge does not deviate from the state of charge range.

Description

Technical Field

[0001] The invention relates to a method for providing a plurality of electric vehicles in a fleet of electric vehicles with electrical exchange power for feeding into a power supply grid or for taking electrical exchange power from a power supply grid by means of a charging infrastructure of the fleet. The invention also relates to a charging infrastructure for a plurality of electric vehicles in a fleet for carrying out such a method. Background Art

[0002] The number of electric vehicles is increasing, the so-called electromobility. There have long been various ideas to use electric vehicles for grid purposes, namely in particular to support the power supply grid and / or to provide additional electrical power for a short period of time in the event of corresponding demand peaks in the power supply grid.

[0003] This technology is summarized under the term “vehicle-to-grid.” Such support of the power supply grid by means of electric vehicles is described, for example, in the international application WO 03 / 062018 A2.

[0004] Such support of the power supply network, including the provision of such temporary electrical power, is also referred to as system service, i.e. system service for the power supply network. However, many system services in this sense presuppose a very high availability. Thus, for example, if power is provided for supporting the power supply network, this power must also be continuously available so that it is available when the power supply network wants to request this power.

[0005] For the battery pack of an electric vehicle, this means that the battery pack can only be operated in a grid-friendly manner if it has a defined state of charge at the right time and is connected to a charging point. Therefore, the corresponding electric vehicle must have a corresponding energy storage available, which should also be known, and must be connected to the power supply grid, i.e. it must not be in driving operation at this time.

[0006] In the case of cars, such high availability is usually not guaranteed. However, even in the case of electric vehicles in the logistics industry, whose driving activities and times are basically known, deviations may occur in the timetable, so that the charge state and the time when the storage device can be accessed may change.

[0007] Therefore, it seems impossible, or at least almost impractical, to introduce a single vehicle storage for the service of such a system, which can also serve as a sale of the single vehicle storage.

[0008] One possibility for solving this problem is to group a number of charging points over a large spatial extension, to which electric vehicles and thus electrical storage devices or batteries can be connected, so that the required safety for providing system services can be achieved via the grouping. However, due to the large spatial distribution and grouping, local effects, in particular local or locally acting system services, are hardly possible, and only a small fraction of the storage devices in the vehicle can actually be used in the event of an availability request.

[0009] However, it has been recognized that in principle, a large amount of storage capacity is available in electric vehicles. It is therefore desirable to also use this storage capacity for system services.

[0010] In the European priority application, the European Patent Office retrieved the following prior art: publication US 2015 / 283912 A1; Kou Peng et al., “Stochastic Coordination of Plug-In Electric Vehicles and Wind Turbines in Microgrid: A Model Predictive Control Approach”, pp. 1537-1551, and Sanchez et al., “An Improved Methodology for the Hierarchical Coordination of PEV Charging”, pp. 141754-141765. Summary of the invention

[0011] The object underlying the present invention is therefore to solve at least one of the problems mentioned above. In particular, a solution should be provided which enables, for as large a group of electrical storage devices of an electric vehicle as possible, at least one system service, in particular grid support, and / or an exchange power to be reliably provided at a significant level, in particular higher than the exchange power known to date for groups of such electrical storage devices. In particular, a method for grouping such electrical storage devices should be proposed or improved. At least an alternative to the solutions known to date should be proposed.

[0012] According to the present invention, a method according to an embodiment of the present invention is proposed.

[0013] Therefore, the method involves providing a plurality of electric vehicles in a fleet of electric vehicles with electric exchange power for feeding into the power supply grid or obtaining the electric exchange power from the power supply grid by means of the charging infrastructure of the fleet. The fleet can be a fleet of electric buses of a transportation company, for example, for public local transportation. The fleet can then include a plurality of electric buses, but other vehicles are also considered. The fleet can also be a fleet of electric vehicles of a distribution company or delivery company. A plurality of such electric vehicle groups can also be understood as sub-fleet, so that a plurality of sub-fleet forms a fleet of electric vehicles. The fleet of electric vehicles can then include the exemplarily mentioned electric buses of the transportation company, as well as the exemplarily mentioned vehicles of the delivery company or distribution company, such as trucks or transport vehicles.

[0014] In any case, there are a plurality of electric vehicles that are driven with the aid of electrical storage devices. As long as the electric vehicles are not driven, in particular during the night, they can be charged. For this purpose, charging points can be provided, which can also be referred to as charging terminals. The electric vehicles are then connected to these charging points in each case and can be charged. The charging points are combined together in a charging infrastructure. Such a charging infrastructure can in particular be provided with a charging control unit, which coordinates or controls the charging of the electric vehicles with the aid of a plurality of such charging points.

[0015] Part of the charging infrastructure can be the physical connection of a plurality of charging points to one another. The charging infrastructure can also consist of a plurality of distributed charging points and / or charging point groups, wherein such charging point groups or, if applicable, individual charging points are each independently connected to the power supply grid. For this purpose, a grid connection point can be provided in each case. However, a single grid connection point can also be provided, via which the charging infrastructure is fed into the power supply grid, which is the case in particular in the case of companies that have a particularly large fleet of electric vehicles with a plurality of electric vehicles that are all charged locally at one location.

[0016] Depending on how the charging infrastructure is designed, electrical exchange power can be fed into the power supply grid or drawn from the power supply grid via the grid connection point or grid connection points. According to an illustrative example, the electric vehicles are driven to a charging point in the evening and are charged there overnight. In this case, the duration of this night is usually significantly longer than the time required to charge the respective electric vehicle, i.e. to charge its storage. Therefore, during this time, even if the respective electrical storage is to be fully charged and electrical power is to be drawn from the power supply grid for this purpose, electrical power can also be fed into the power supply grid in sections.

[0017] The exchange power can therefore be positive and negative. A positive exchange power represents the electrical power drawn from the power grid by the fleet. A negative exchange power represents the electrical power fed into the power grid by the fleet. The sign of the exchange power is therefore defined from the perspective of charging the electrical storage.

[0018] Thus, each electric vehicle has an electrical storage device with a variable state of charge, and the variable state of charge of the electric vehicles of the fleet and, if necessary, the sum of other variable states of charge of other storage devices form a variable total state of charge. All states of charge of the electric vehicles are therefore combined in the total state of charge. However, it is also conceivable to provide, for example, one or more replacement storage devices, or to provide storage devices of the fleet in a targeted manner as buffer storage devices. As long as these electrical storage devices are also connected via at least one charging point, i.e., can be charged and discharged, and for this purpose can exchange power with the power supply network, these electrical storage devices can also contribute to the proposed method.

[0019] It is then proposed to determine a state of charge range within a provision period that defines an operating range within which the total state of charge should lie. This state of charge range can also be referred to as a state of charge band or band for short, but the band does not have a constant width, but is extended over the provision period.

[0020] The state of charge range or the state of charge band is essentially characterized by an upper time limit and a lower time limit. The upper time limit is therefore a limit, i.e. a time-dependent line, in particular in a corresponding diagram, which predetermines a time-dependent maximum value of the total state of charge, which should not be exceeded. The state of charge range or the state of charge band is therefore below the upper time limit.

[0021] The lower time limit predetermines a time-dependent minimum value for the total state of charge and should not fall below this minimum value. The state of charge range or the state of charge band is therefore above this time-dependent lower limit.

[0022] It is further proposed that the state of charge range is determined as a function of the state of charge of the electric vehicle. In particular, the initial value or initial range of the state of charge range or the state of charge band can be determined immediately at the beginning of the provision period by the state of charge of the electric vehicle. The state of charge range can also be changed, so that the state of charge range can be determined for the first time, for example, over the entire provision period, wherein the determination can then also be changed later. Such a change can also be related to the state of charge or the total state of charge of the electric vehicle.

[0023] It is further proposed that the electrical exchange power is controlled during the provision time period so that the total state of charge does not deviate from a state of charge range. The state of charge range is therefore a preset value for the total state of charge. The total state of charge can be changed within this state of charge range. This results in flexibility when controlling the exchange power. If, for example, a negative exchange power is required briefly to support the power supply network, electrical power should be fed from the electrical storage into the power supply network, so that it can be checked how the total state of charge changes as a result. If the total state of charge is changed so that it remains within the state of charge range, then in principle this exemplary feeding of electrical power into the power supply network can be carried out. Other criteria may also need to be taken into account, which will be discussed further below.

[0024] In particular, the following possibility can thus be provided: the entire storage capacity of all these electrical storage devices of the electric vehicles of the fleet can be used together to support the power supply network. By presetting the state of charge range and taking into account the total state of charge and thus all the states of charge of the electrical storage devices of the fleet, it is possible to control relatively large power values. This value can be so large that it makes sense for the operator of the power supply network to take this value into account in a targeted manner and, if necessary, also to request the power that can be provided within this range in a targeted manner. The request for electrical power on the part of the power supply network can also include that the power supply network wants to temporarily output excess power. The electrical storage devices can also be used for this purpose, and the power output by the power supply network can then be absorbed from all the electrical storage devices of the fleet.

[0025] This can be achieved together via the charging infrastructure of the fleet. However, the electrical storage of the electric vehicles can also be spatially distributed. It is particularly conceivable that a plurality of sub-fleet vehicles are spatially distributed at one location or one town, but are still coordinated together via the charging infrastructure, in particular by means of a charging control unit for the charging infrastructure. From the perspective of the power supply network, this spatial distribution can still be used as a local power source or power sink, because the sub-fleet vehicles are locally distributed at one location, which can generally mean that they are only arranged a few kilometers apart from each other. As a result, the power supply network can still be supported or assisted locally with corresponding coordination.

[0026] The state of charge range is predefined within the provision time period taking into account the total state of charge, for which purpose the range can be predefined. This allows reliability and good controllability to be achieved.

[0027] Thus, the state of charge range also enables planning, in which all electrical storage devices of the vehicles of the fleet are incorporated in a simple and effective manner. The state of charge range is therefore preferably determined as a forecast, for example one day or half a day in advance. The state of charge range can thus also provide a range for energy acquisition or energy planning. As a result, the electrical storage device should ultimately be charged within the available time period.

[0028] It is still conceivable and preferably proposed that the state of charge range can also be changed during operation. Therefore, if the state of charge range is determined as a forecast, the provision time period is initially in the future. Then, if the current time reaches the provision time period, this can be done, and then the exchange power can be specifically controlled so that the total state of charge is within the state of charge range, that is, between a time-related upper limit and a time-related lower limit.

[0029] However, the state of charge range can also change during this time. There may be various reasons for such a change. In particular, a change of the actual situation relative to the situation assumed for the prediction is taken into account. For example, a storage device may fail or a temperature drop may cause damage to the storage device.

[0030] The state of charge range can also be created based on a schedule for the electric vehicles, which schedule includes, for example, which electric vehicles are to return and connect to a charging point at the time according to the schedule, and can thus contribute to the provision of exchange power. If the electric vehicle now returns earlier or later than specified according to the schedule, this can have an impact on the state of charge range. This impact can be caused indirectly by the changed state of charge of the respective electric vehicle, but can also be caused indirectly by the time at which the electrical storage device is available.

[0031] This is also an example of the adaptability of the state of charge range and will be described in more detail below. In each case, the state of charge range can generally be varied, in particular adaptively varied, by adaptively adapting the state of charge range to boundary conditions.

[0032] The joint planning for determining the total state of charge and the state of charge range can be considered or referred to as an aggregation or technical aggregation of currently available capacities of the electrical storages of the vehicles, in particular of a fleet of vehicles.

[0033] According to one embodiment, the technical aggregation is characterized by a predefined availability and in particular also forwarded as information. This technical availability can include, for example, how likely an electrical storage device is to fail and how this affects the change or uncertainty of the state of charge range when all electrical storage devices are considered.

[0034] In particular, it is proposed that an availability consideration is performed. This availability consideration includes: the state of charge and the arrival forecast with a probability distribution. This probability distribution reflects the uncertainty of the arrival time and the state of the individual storage. This uncertainty value is required during the aggregation in order to calculate and ensure the minimum availability of the storage. The uncertainty may be the main reason for the following situation: in the case of the required availability, the total state of charge is less than the forecast of the sum of all the states of charge of the electric storage of the electric vehicle.

[0035] The power that can be exchanged controlled by the method can be generated from a technical aggregation, that is, from a combination of the capacities of the electrical storage devices. However, the power that can be exchanged can also be related to the extent to which the power supply network constitutes limitations. Such limitations of the power supply network can be located in the power limitations of the grid connection points used, but they can also be located in the transmission capacity of the grid segments as a whole. Assuming that the segments of the power supply network have a fixed transmission capacity, the question of how much additional exchange power can be transmitted via the grid segment under consideration is also related to the extent to which the power transmission has been limited at that time.

[0036] The power that can be exchanged is therefore also dependent on whether the power supply network is currently overloaded or has reached its load limit. The capacity of the charging points, i.e. their charging power, is also important. It should be noted in particular that the state of charge range essentially covers the range of available energy, while the exchange power relates to the power, i.e. the energy per unit time. In particular, the time-dependent upper and time-dependent lower limits that characterize the state of charge range are not only dependent on the energy that the electrical storage device can still accumulate and output and receive, but also on the power limit, i.e. how quickly the energy can be output or received.

[0037] For the aggregation, therefore, it is also necessary to consider which store can receive or release energy and how quickly. This property depends not only on the electrical store itself, but also on the respective boundary conditions, ie in particular on the power that can be transmitted or converted. And this can be related to the charging point, the grid connection point or also to the corresponding section of the power supply network.

[0038] Thus, to give a simple example, if there are two electrical reservoirs that are charged to 50% and are the same size, both of them will be able to output or receive 100% of the energy value of the reservoir faster than when there is only one electrical reservoir that is 100% charged or 100% discharged.

[0039] According to one embodiment, it is proposed to predict a starting charging point of the state of charge range, the starting charging point being determined by the initial state of charge of the total state of charge at the starting time point. Therefore, the starting charging point is determined by the initial state of charge and the starting time point. Starting from this starting charging point, the state of charge range is expanded. The starting charging point can also be predicted as a range, so that the initial state of charge and / or the starting time point each specify a range. However, this range should be very small, and the predicted starting time point should in particular expand a range of a maximum size of 10% of the provided time period, and the initial state of charge should expand a range of a maximum of 20% of the maximum total state of charge.

[0040] As a prediction, it is particularly provided that the initial state of charge is predicted at a starting point in time. In particular, it is predicted here which state of charge the electrical storage device will have at the starting point in time, and the value can be added to the predicted initial state of charge, which forms the initial state of charge of the total state of charge.

[0041] Additionally or alternatively, the start time is predicted as a prediction of the start time or as part of the prediction. The start time is in particular the time when all electric vehicles arrive at the charging infrastructure, ie in particular are connected to the charging terminals. In this respect, the prediction of the start time is a prediction of the arrival time of the electric vehicles. Therefore, in particular the schedule of the electric vehicles can be taken into account for the prediction.

[0042] Therefore, one possibility is that the starting time is the predicted time at which it is predicted that all electric vehicles have arrived at the charging infrastructure. However, it is also conceivable that it is sufficient if not all electric vehicles arrive, but only some, especially the majority.

[0043] Therefore, another possibility is that the starting time is a predicted time at which a predetermined portion of the electric vehicles has reached the charging infrastructure. The predetermined portion can be specified as at least 90%, for example.

[0044] In particular if the fleet includes different electric vehicles, in particular with electric storage devices of different sizes and / or with different states of charge, it is advantageous to use their states of charge and / or their storage capacity as a measure of whether enough electric vehicles have arrived.

[0045] Therefore, another possibility is that the starting time is a predicted time at which many electric vehicles have arrived at the charging infrastructure so that the sum of their states of charge has reached a preset minimum initial value of the total state of charge, and further a possibility is that the starting time is a predicted time at which many electric vehicles have arrived at the charging infrastructure so that the sum of their storage capacities has a preset minimum storage capacity. In particular, it is considered that the state of charge is expected to have a low value when the electric vehicles arrive, i.e. when they return to the charging terminal after completing the work.

[0046] According to one embodiment, it is proposed that an expected probability is assigned to the predicted starting charging point of the state of charge range. This expected probability can also be synonymously referred to as availability or availability probability. This can be a single value or two values, namely one for the initial state of charge and one for the starting time point, but also one probability distribution or two probability distributions.

[0047] In particular, it has been found that the arrival times and charge states of a plurality of vehicles in a fleet can be statistically considered. There is usually an earliest time, which can be, for example, 15 minutes before the planned arrival time, before which no vehicle usually arrives, i.e. returns to its charging station, because until then it has to perform a task that is usually also specified in the schedule. The probability that a vehicle actually returns until then may be 1%.

[0048] At the planned arrival time, in principle, all vehicles can be considered when they have the same planned arrival time. Until the planned arrival time, the probability of any single vehicle arriving, i.e. returning, may be 50%. Depending on the number of vehicles, the probability that a vehicle actually returns until this point may be 95%, while the probability that all vehicles return until this point is very low, since there will always be vehicles that are late. However, at some point, all vehicles have returned, so that, for example, 45 minutes after the planned arrival time, the probability that all vehicles return is very high.

[0049] The total state of charge behaves in a similar way, where it is not a discrete value. There is a basic assumption that each vehicle returns to the charging station with a certain amount of remaining charge, for example 30%, because it is designed accordingly to be able to perform the task, but also has a charge reserve. Always taking into account the maximum total state of charge that thus forms 100%, the probability that the total state of charge is at least 90% when returning is very small, because the vehicle is driving. The probability that the total state of charge is at least 30% may be 50%. But the probability that the total state of charge is at least 5% is very large, because it is difficult to expect that all vehicles will coast to their charging station at the point where the reservoir is empty.

[0050] In particular, it has now been recognized that for planning purposes it is important to have an approximate knowledge of the total state of charge in terms of upper and lower limit values, since the power or energy draw for charging can be related to this, but also the amount of power or energy that can be provided for system services of the grid, such as grid support measures. It has been recognized that such values ​​cannot be predicted exactly, but that planning can be carried out well if the probabilities for a determined value or values ​​are known. It has also been recognized that the probabilities can be determined well for a fleet of vehicles.

[0051] One possibility is to assign a probability value to the predicted initial state of charge specified by a range that is, for example, 5% wider. For example, the predicted initial state of charge can be 20%-30% of the maximum total state of charge, and there can be a probability of 50% for this. If the prediction determines a value in this range, for example 25%, then it can be assumed that the predicted initial state of charge is 20% to 30%, in order to stay in the present example.

[0052] Alternatively, the probability density value can also be specified as an expected probability in order to take into account the case where the initial state of charge is not present as a discrete value. In this example, a probability density value of 50% / (30%-20%)=5 can then be used for a value of 25% of the total state of charge.

[0053] However, it is also conceivable to specify the probability distribution as the expected probability, ie over the entire range of the state of charge from 0% to 100%. This can also be specified as a probability distribution or as a probability density distribution.

[0054] It has also been recognized that for the planning it may also be important to predict the starting time, since the costs for the power or energy harvesting and the demand for power or energy for grid support are dependent on the time period during which the harvesting or support takes place.

[0055] Accordingly, a forecast can be created for the starting time point and supplemented with a probability value as an expected probability. The starting time point of the state of charge range can be defined as the time point at which a minimum number of vehicles return to the charging infrastructure. This can also be set as a relative value, for example 90% of all vehicles. Alternatively, this can also relate to the size of its storage, for example 90% of the total storage capacity. Probability values, probability density values, distributions of probability values ​​and distributions of probability density values ​​are also considered here.

[0056] It is also conceivable to assign the expected probability as a whole to the starting charging point. Thus, the expected probability can be assigned to the predicted initial state of charge of the total state of charge at the predicted starting time in a similar manner and method. Probability values, probability density values, distributions of probability values ​​and distributions of probability density values ​​are also conceivable here.

[0057] Preferably, a plurality of starting charging points with associated expected probabilities are predicted. For this purpose, for example, an initial state of charge can be assigned to two or more starting charging times, and an expected probability can be assigned to two or more starting charging times. In this case, probability values, probability density values, distributions of probability values ​​and distributions of probability density values ​​are also considered. The prediction can then in particular predict the expected probabilities, which in this respect is a prediction of the starting charging point.

[0058] According to one specific embodiment, it is provided that a deviation between the predicted initial state of charge and the detected total state of charge is corrected.

[0059] When correcting this deviation, power is stored from the supply grid in a storage device of the electric vehicle or power is fed from an electrical storage device into the supply grid, depending on whether the predicted initial state of charge is below or above the detected total state of charge. The correction can extend over a sub-period of the supply period.

[0060] The underlying idea here is in particular that, in particular at the beginning of the provision period, such a correction only causes low costs, or at least there is a time range in the provision period in which low costs are incurred. Due to the good forecasts that can be achieved in a fleet with a timetable, the deviations should be able to be reduced accordingly, so that low costs are incurred. The forecasted total state of charge can then be achieved by the correction. As a result, the power or energy withdrawal that is later based on the forecast can be carried out as planned despite the original deviation.

[0061] This also results in the prediction being able to be specified with a very high probability, possibly even with a probability of 1. This is because if the prediction deviates, it can be corrected. By specifying a high probability, the required power or energy can be obtained at a lower cost, and the power or energy provided for grid support can be provided at a higher cost. This advantage occurs every night, but corrections only need to be carried out rarely and to a lesser extent.

[0062] In particular, it is proposed to correct such deviations as a function of the power supply or power demand of the power supply network, i.e., in particular to select sub-periods in the provision time period in which the power supply or power demand of the power supply network is advantageous for the correction. Thus, a particularly cost-effective time range can be selected in which the correction contributes to the network demand, which saves other costs or even brings benefits.

[0063] According to one embodiment, the value of the state of charge range for a predetermined starting time point of availability is predicted as an availability value, in particular, the value of the initial state of charge, i.e. the total state of charge or the value of the starting time point is predicted as an availability value, in particular, the p50 value, p90 value, p95 value, p98 value or p99.98 value is used as the availability value.

[0064] The availability of the starting charging point specifies the probability with which the starting charging point meets at least one predefined minimum property. The underlying concept is to predetermine the availability, ie the expected probability, and to predict at least one minimum property of the starting charging point for this purpose, for example using a schedule and / or using empirical values.

[0065] This minimum characteristic then forms an availability value, which can be specified in particular as a p50 value, a p90 value, a p95 value, a p98 value or a p99.98 value, ie as an availability value of 50%, 90%, 95%, 98% or 99.98% for the underlying probability.

[0066] The availability value of the initial state of charge, for example the p90 value, is the minimum state of charge that is reached with a probability of 90%, in particular at a preset starting time point. Thus, the desired availability or probability is preset, in this example 90%, and a starting time point, for example 18:00, is preset, at which the availability should exist. The initial state of charge that is at least reached with a probability of 90% at 18:00 is the availability value. Thus, in the example, it is the p90 value. Thus, the availability value can be, for example, 25% relative to a full charge, i.e. the maximum total state of charge. However, it is also possible to take an absolute value at a given voltage, for example 40 kAh.

[0067] The initial state of charge predicted in this way can then be provided at 90% availability at 18:00, or the relevant storage capacity can be provided at availability at 18:00. If fluctuations in the state of charge over time do not occur or are negligible, the boundary condition of prescribing the starting time can be omitted.

[0068] Instead of a positive state of charge, i.e. how full the storage device is, a negative state of charge can also be considered, i.e. how empty the storage device is, or how much free storage capacity is present. This value is important for how much power can be received from the power supply network for support. This value is also important, in particular, for the energy harvesting for charging the electrical storage device.

[0069] The availability value of the starting state of charge, for example the p90 value in the above example, can alternatively represent the starting time at which a predefined minimum state of charge of the total state of charge is reached with a probability of 90%. In this variant, the desired availability or probability is again predefined. For this purpose, it is predefined which value the total state of charge or the starting state of charge should have. For this purpose, for example, a value of 30% relative to a full charge, i.e. the maximum total state of charge, or a value of 50% can be predefined as the value of the free storage capacity.

[0070] Then a starting time is predicted as the availability value at which at least 30% of the maximum possible charge is present with a probability of 90%, or at least 50% of the free storage capacity is present. This can be 18:30, for example. 18:30 is then the availability value.

[0071] Here, too, the idea is that the electric vehicles with a surplus of charge return to the charging infrastructure, in particular at night, so that the electric vehicles arrive gradually and thus the initial state of charge, i.e. the positive and negative initial state of charge, increases, since the stored energy or the free storage capacity cannot be used by vehicles that have not yet returned.

[0072] If regulating power is to be supplied, the p90 value is particularly meaningful. This is based on the knowledge that regulating power can be supplied if it is available with a probability of 90%. Therefore, the p90 value is recommended in particular as an availability value for the initial state of charge.

[0073] For grid support, in particular for systems, very high availability may be meaningful, and for this purpose, p95 values ​​are particularly recommended, and at even higher requirements, in particular when it is relevant to stability, p98 values ​​are recommended. Therefore, p95 values ​​and p98 values ​​are recommended, in particular, as availability values ​​for the initial state of charge.

[0074] It has been found that a request from the grid operator can be awaited, so that the support power must be reliably specified, so that it must be available with a probability of 99.98%. It has been found that such availability can be provided with the aid of the present infrastructure, so that a value of p99.98 can thus be achieved. Accordingly, the value of p99.98 is proposed as a variant. The value of p99.98 is therefore proposed, in particular, as an availability value for the initial state of charge.

[0075] The p50 value is recommended only when it comes to the acquisition of energy quantities. This is based on the knowledge that the p50 value corresponds to an average expected value and is therefore meaningful here. In particular, it is recommended that in this case, an energy quantity at the level of the p50 value be acquired.

[0076] It is therefore particularly proposed that an expected probability is respectively assigned to the predicted initial state of charge and / or the predicted starting time, so that better planning can be achieved with the aid of the starting charging point.

[0077] The expected probability can be derived from the individual probabilities and / or expected values ​​of the individual electric vehicles, i.e. from their arrival times, for which there are probabilities, and from the individual states of charge, for which there are likewise probabilities. The probabilities can in particular be adaptively determined more precisely or recorded by repeated detection of the individual values ​​and combined to form a distribution.

[0078] This is also based in particular on the knowledge that the electric vehicles of the fleet perform repetitive tasks every day, in particular have a repetitive schedule every day, so that new comparable values ​​can be recorded every day. It is therefore possible to collect statistically evaluable values.

[0079] According to one embodiment, the state of charge range is expanded based on an initial value of the total state of charge, ie, based on the initial state of charge at a starting time point, and based on a minimum value preset for the total state of charge at a target time point.

[0080] In this way, an initial value and also a final value can be provided for the state of charge range. Intuitively speaking, the state of charge range widens over time based on the initial value and then returns to a minimum value at a target time. In particular, the initial state of charge can be created as a forecast when the state of charge range is to be determined as a forecast. This forecast depends in particular on how the timetable of the electric vehicle looks like and to what extent deviations from this are to be expected, as described above. The initial state of charge at the starting time is generated in particular from how many electric vehicles were driven in the fleet in the time before the starting time. In particular, it is assumed that such electric vehicles are driven during the day and that their electrical storage devices are accordingly partially discharged.

[0081] The target time for the state of charge range can then be the initial time of the electric vehicle before its departure, i.e., in particular the initial time before departure the next morning. For this purpose, a minimum value can be provided, since the electric vehicle requires a certain minimum charge in order to be able to complete the journey to be carried out later. If it is known that the electric vehicle does not necessarily have to be fully charged, then only the total state of charge can reach a minimum value in each case, depending on the expectations for the exchange power. However, it is also conceivable that the storage device is charged more strongly. The storage device then has more electrical energy in the storage device than is required, but in any case not too little, so that the storage device can complete the planned driving capacity.

[0082] In particular, it is proposed that the exchange power is controlled such that the total state of charge does not deviate from the state of charge range, while the total state of charge reaches or exceeds the minimum value within a provision period or a part thereof starting from a starting time point with an initial value to a target time point. Thus, the total state of charge is controlled from the starting time point to the target time point via the state of charge range. In this case, the exact course of the total state of charge is variable as long as it remains within the state of charge range.

[0083] In particular, it has been recognized that such a profile of the total state of charge can vary within the range of the state of charge that is developed and thus creates a degree of control freedom depending on requirements, in particular on requirements of the power supply network with regard to positive or negative exchange power.

[0084] In particular, it is proposed that this desired exchange power should be coordinated so that the total state of charge does not deviate from the state of charge range. Accordingly, the control of the electrical storage devices is performed in the charging infrastructure. This can be performed in particular by a charging control unit. Therefore, the charging control unit or another control device can control the exchange power as a common value in that the charging control unit or another control device controls the individual electrical storage devices accordingly for this purpose. This can be done, for example, by corresponding expected values. At the same time, however, it serves as a cumulative variable to keep the total state of charge within the state of charge range. Correspondingly, such a charging control unit or other central controller can reject a request for an exchange power, which can cause the total state of charge to deviate from the state of charge range.

[0085] Additionally or alternatively, the exchange power can or should be requested from the outset in such a way that the overall state of charge does not deviate from a state of charge range.

[0086] According to one embodiment, in order to set the exchange power, a state of charge range or a part of it is supplied as a variation range, and an exchange rule is determined based on the variation range, wherein the exchange rule presets a range for setting the exchange power so that the state of charge does not deviate from the variation range.

[0087] In particular, it is proposed that the extent to which the exchange power can be set is predefined as a function of the state of charge range. It should be noted that the state of charge range essentially predefines an energy range, whereas the exchange power as a physical unit has the power per unit time and thus the energy per unit time. In the state of charge range, a certain power is therefore possible as positive or negative exchange power in short time periods within the entire range of the provision time period. However, the output or receipt of exchange power will have a continuous influence on the overall state of charge, which is thereby moved towards an upper or lower limit. The overall state of charge will then deviate from the state of charge range after a certain period of time.

[0088] There are therefore many possibilities for setting the exchange power without deviating from the state of charge range. It is therefore not possible to convert the state of charge range explicitly into an exchange power range. The exchange power must therefore be determined such that the state of charge does not deviate from the state of charge range or the variation range.

[0089] In the simplest case, the variation range is identical to the state of charge range. It can also be provided that, for example, an initial range or a final range of the state of charge range can be deviated from and the variation range is provided only as a part of the state of charge range. In any case, the variation range should not lie outside the state of charge range.

[0090] Therefore, the exchange rule predetermines this relationship. In one case, the exchange rule can also be designed so that the exchange rule is constituted as a regulation rule, in which the expected exchange power is predetermined within a time segment within the provision time period, in particular at the beginning, and the expected exchange power is then input into a model, which simulates the behavior of the electric storage devices of the vehicles of the fleet within the charging infrastructure. The model can include the behavior of the implemented control device, which distributes the value of this exchange power to the individual electric storage devices. Then, the reaction of the electric storage device to the output or reception of the exchange power is also caused in the model, and a new state of charge is then generated for each storage device, and thus also a new total state of charge. The total state of charge is then checked to see whether it is still within the state of charge range. Correspondingly, the expected exchange power can be maintained, or its value must be reduced or changed.

[0091] In a manner similar in meaning, it can also be provided that a precalculation is carried out with the aid of a corresponding repetitive cycle, in which the exchange power is input as expected, the reaction of the individual stores is determined with the aid of a model, and the overall state of charge is finally determined from this. The overall state of charge determined in this way can then be checked with respect to a criterion: whether it remains within the state of charge range, and the new value of the exchange power can be checked accordingly. Thus, the possible exchange power or the change profile of the exchange power over the entire provision period or over the entire time point for a predetermined change range can be checked and thus finally predefined. In this way, a prediction for the change profile of the exchange power can also be determined.

[0092] In addition, it is optionally proposed that the switching rule for the switching power has at least one further condition for creating the switching power. Consider the following conditions:

[0093] - Maximum value of the exchange power,

[0094] - minimum value of exchange power,

[0095] - the maximum change in exchange power, and

[0096] - Minimal change in exchange power.

[0097] These values ​​are to be understood as absolute values. Therefore, the minimum value of the exchange power and the minimum change in the exchange power are in principle negative values. Thus, the negative exchange power is limited in absolute value and the negative change in the exchange power is also limited in absolute value.

[0098] It has been particularly recognized here that values ​​of the exchange power or the variation curve of the exchange power can be preset, which do not cause the total state of charge to deviate from the state of charge range, but are not taken into account for other reasons. In particular, if such high power values ​​are only preset for a sufficiently short time, very high values ​​of the exchange power will not cause the total state of charge to deviate from the state of charge range. However, these values ​​may touch other limitations that have been partially described above. This limitation can also lie in the maximum power output capacity of the electrical storage device. The charging point can also preset such a limitation, as well as one or more grid connection points. The capacity of the power supply network can also be a limitation, in particular in local grid sections.

[0099] The same applies to excessively large changes in the exchange power, in particular excessively large jumps, which may be disadvantageous since they may, for example, trigger undesirable reactions in the power supply grid.

[0100] It is therefore proposed that such conditions should be taken into account in the exchange rules. This is also based on the idea that such conditions can be the result of a large number of complex individual conditions, for example, the individual behavior of each individual charging point and / or the individual behavior of each individual electrical storage device. However, all these conditions can be combined in an especially cumulative manner in the exchange rules. Thus, when determining or checking the exchange power, it can be done in a simple manner and method, in that the exchange rules are adopted. Such conditions can of course also take into account tolerances, so that, for example, the maximum value of the exchange power is below a certain percentage value of the actual physical limit value of the exchange power. In this way, a safe value for the exchange power can be determined, which therefore ensures a high level of safety and can also tolerate changes in boundary conditions, such as the ambient temperature.

[0101] Preferably, the exchange power is determined as a function of a state of charge range and / or as a function of a total state of charge and / or as a function of a predicted total state of charge. Insofar as the exchange power is determined as a function of a variation range, the exchange power is also already determined as a function of a state of charge range. This determination can therefore be made indirectly, i.e. via the variation range, or directly, by directly taking into account the state of charge range.

[0102] It is further proposed that the exchange power is determined as a function of the total state of charge, i.e. as a function of the current and / or predicted total state of charge. In particular, it is to be taken into account how close the total state of charge is to a time-dependent upper limit or a time-dependent lower limit that characterizes the range of the state of charge. If the total state of charge is far from such a limit, the exchange power can preferably be determined with a larger step size in time or is determined in such a way that a larger amount of energy is involved. However, if the total state of charge is at one of the two limits, it is advisable to determine the exchange power with a smaller step size in time.

[0103] According to one embodiment, it is proposed that, depending on the state of charge range, at least one supply power is supplied as a range of exchange power in a supply time range, which is located within the provision time period, in such a way that the exchange power can be changed. Thus, the supply power is created as a range. This can be done, for example, by a charging control unit. This supply power can be transmitted to a grid operator or another control unit in the power supply network. The other control unit can then change the exchange power within this range given by the supply power.

[0104] Here, the supply power is also preset as a time range, i.e., for a supply time range. By way of example, the provision time period can be eight hours, i.e., for example, at night, and the supply power can be preset, for example, within half an hour. Thus, within this half an hour, the exchange power can be taken up up to the value of the supply power.

[0105] It is thus possible to provide specific power values ​​and ranges, with which the grid operator or other control units in the supply grid can work without having to know the internals of the charging infrastructure. Thus, a simple value is issued as a range within which work can be carried out.

[0106] According to one embodiment, it is proposed that the supply power is supplied as a power quota in at least one supply time segment within the supply time period. This is also based on the following consideration: the state of charge range in principle limits the space for energy, and for the planning of the power supply network, the power value is mostly relevant. Accordingly, it is proposed to supply such a power quota, i.e. at least one power quota. Since the power quotas are respectively supplied within the supply time segments, it is also possible to allocate a certain amount of energy to a power quota with a time limit. Therefore, the time-dependent power quota can be reflected in the state of charge range, i.e. by the changes in the total state of charge that may be caused by calling the power quota. At the same time, the power supply network, i.e. in particular the grid operator itself or the grid control unit, can work with the corresponding supplied power value.

[0107] According to one embodiment, it is proposed that the grid operator of the power supply grid or a grid control unit for controlling the power supply grid predetermines the exchange power as a function of the variation range and / or the supply power. This is based on the idea that the grid operator or the grid control unit receives information about the available storage capacity. As explained above according to different embodiments, this information can be forwarded.

[0108] It is also conceivable to directly transfer the state of charge range and, if necessary, also information about the current or expected total state of charge. Based on this, the grid operator or grid control unit can then predefine the exchange power, in particular the time profile of the exchange power. In this case, these predefined exchange power values ​​are predefined so that the total state of charge does not deviate from the state of charge range. Based on the exchange power or individual exchange powers then predefined in this way, the individual electrical storage devices of the electric vehicles of the fleet can receive or output storage power.

[0109] Particularly preferably, the charging control unit of the charging infrastructure can distribute the predefined exchange power to the individual electrical storage devices, in particular to the individual charging points to which the electric vehicles are connected. This can be done, for example, as a control command or as individual rules for the charging or discharging profile. Of course, electrical storage devices can also be included here which are not provided in the electric vehicles of the vehicle fleet but which can be provided and controlled in addition.

[0110] Therefore, it is preferably proposed that, depending on the state of charge range, the time profile of the total state of charge and / or the time profile of the exchange power are predefined in sections or completely for the provision time period. By predefining such a time profile, a correspondingly targeted control can be performed.

[0111] According to one embodiment, the state of charge range is transmitted to a grid operator of the power supply grid or to a grid control unit for controlling the power supply grid or a section thereof. According to this embodiment, the grid operator or the grid control unit directly receives information about the state of charge range.

[0112] In particular, it is proposed that the grid operator or the grid control unit predetermines the total state of charge, in particular the time profile of the total state of charge, as a function of the state of charge range, and that in addition or as an alternative, the grid operator or the grid control unit predetermines the exchange power as a function of the state of charge range. The grid operator or the grid control unit can thus directly take into account the state of charge range for its planning. Such planning includes power management in the power supply network.

[0113] By predicting the state of charge range, in particular by its initial range or starting charging point, in particular the initial state of charge, the energy is also predicted. It is preferably proposed that the control unit presets a time current profile, which can also be referred to as an electricity schedule, as a function of the predicted energy and / or the power range preset by the state of charge range. Based on this current profile or electricity schedule, the exchange power can then be defined at any point in time and transmitted to the grid operator or provided directly.

[0114] The exchange power predicted in this way is preferably used to regulate the power supply network. In particular, primary regulation power can be supplied and provided, but other system services can also be supplied and provided. For this purpose, the predicted exchange power can be provided to the grid operator of the power supply network.

[0115] The control unit which predefines the current profile or the electricity timetable can be used, for example, by the electricity purchaser to plan his electricity purchase. Such planning of the electricity purchase can also take into account the possibilities for regulating the power supply network.

[0116] Since the state of charge range is transmitted to the grid operator or the grid control unit, the grid operator or the grid control unit receives this information as available energy potential for power planning. As a result of this planning, a profile of the total state of charge and / or a predefined exchange power can be generated, which can then be implemented accordingly in the vehicle fleet. In particular, for this purpose, the profile of the total state of charge can be implemented as a profile of the individual states of charge and / or the exchange power can be implemented as an individual exchange power for each individual electrical storage device.

[0117] According to one embodiment, it is proposed that the total state of charge is determined at least partially as a prediction. This is based in particular on the knowledge that the total state of charge or its profile is dependent on its starting value. The starting value is essentially the value that exists when—intuitively speaking—all electric vehicles in the fleet are connected to a charging point after their working day and provide their individual states of charge. Based on known and / or planned tasks of the electric vehicles of the fleet, their states of charge can be estimated, but these are not exactly known in advance.

[0118] However, it is advantageously provided that the planning is provided to the grid operator or grid control unit by the vehicle fleet. For this purpose, it is provided that a forecast is made and that the forecast includes a forecast about the total state of charge. The position of the total state of charge within the state of charge range that is or has been determined determines how much storage energy or storage power is available to support the power supply grid.

[0119] Such a forecast can be determined, for example, as follows: Based on the planned tasks of the individual electric vehicles, the expected state of charge of each individual electric vehicle or its storage device is calculated and a tolerance, for example a tolerance of 10%, is assigned for this purpose. This makes it possible to determine and use a forecast with tolerance in a simple manner. It is preferably provided that the total state of charge is determined as a forecast and that a tolerance is additionally determined and assigned.

[0120] In particular, the method is repeated daily and the prediction of the total state of charge can also be statistically improved by the repetitions by checking during the repetitions, ie in particular during each repetition, to what extent the actual total state of charge or its profile reaches the predicted total state of charge.

[0121] In particular, it is proposed that the state of charge range is determined at least partially as a prediction based on the total state of charge determined in this way. In particular, the initial range of the state of charge range, i.e. the state of charge range at the beginning of the provision period, can be correlated to the total state of charge at this point in time. Correspondingly, the prediction of the state of charge range can be correlated to the prediction of the total state of charge.

[0122] In principle, it is proposed here to repeat the determination of the total state of charge periodically, in particular daily, so that there is at least one previous total state of charge before the currently determined total state of charge, and wherein the currently determined total state of charge is respectively determined as a function of the at least one previous total state of charge. This periodic repetition can improve the prediction for each new iteration. In this regard, the prediction of the total state of charge and / or the state of charge range is adapted. The advantages and how the first value can be determined have already been described in detail above.

[0123] According to one embodiment, it is provided that the exchange power and / or the total state of charge is controlled as a function of at least one control boundary condition.

[0124] The cost of use, which defines a cost measure for the use of an electrical storage device, can be a controlling boundary condition. By way of example - in order to select a simplified intuitive example - it can be known from the electrical storage device of the corresponding vehicle that it can be charged and discharged 1000 times, wherein it is also assumed in a simplified manner - that only the number of charging cycles is dependent here, but not the energy output and stored again. One thousandth of the cost of the electrical storage device then corresponds to the cost of the charging / discharging cycle. It can then be deduced from this that the less energy is output and received per charging / discharging cycle, the higher the cost caused by charging and discharging one kilowatt-hour. This cost can then be compared with the planned charging / discharging cycles.

[0125] The result of taking such utilization costs into account in this way - to remain in a simplified example - can also be expressed as follows: each store receives and outputs as much energy as possible. This can be expressed as follows: the greater the exchange power in a time segment, the more favorable it is in terms of its relative costs.

[0126] However, it is also conceivable that when a relatively low exchange power is requested, the relative costs are so high that the exchange power is not requested and the grid operator or grid control unit instead obtains the exchange power from another source or sink.

[0127] It is also considered that during the charging process, the current profile or the power schedule and the provision of system services are coordinated with each other, that is, in particular, adjusted or correspondingly preset or predicted, so that as little backfeeding as possible from the electrical storage device to the power supply network is caused. Costs can thus be reduced, since additional charging / discharging cycles cause costs. In particular, it is proposed that the system services are provided so that a predetermined backfeeding limit is observed. The predetermined backfeeding limit can be preset via the maximum amount of energy allowed to be fed back per provision time period. The backfeeding limit can preferably be a maximum of 90%, in particular a maximum of 80%, of the maximum amount of energy that can be fed back in the provision time period, or can be preset to a maximum of 90%, in particular a maximum of 80%, of the maximum amount of energy used to feed back in the provision time period. It has been recognized that, in particular from such a backfeeding limit, a sudden change in costs may occur, which is avoided thereby.

[0128] However, it is particularly preferred to determine the time period for exchanging power as a function of the usage costs. Such a time period can be advantageously selected if there is a high demand for such exchanging power and high costs are justified by this high demand.

[0129] The need for at least one system service for electrically supporting the power supply network can also be a control boundary condition. In particular, it is proposed that the more exchange power to be controlled and / or the greater the change in the total state of charge, the greater the need for the corresponding system service. Preferably, the system services are divided into a plurality of categories for this purpose. In particular, a division into a first category involving stability-related system services and a second category involving system services for cost minimization is proposed.

[0130] In this context, a system service is a service in which electrical power is fed into the power supply grid, drawn from the power supply grid or at least supplied for this purpose, which service can be used to support or assist the power supply grid.

[0131] According to one embodiment, it is provided that in addition to the electric storage device of the electric vehicle, at least one stationary electric storage device is used, each of which has a variable state of charge. In this case, the variable total state of charge is formed by the sum of the variable states of charge of the electric vehicles of the fleet and at least one variable state of charge of the at least one stationary electric storage device.

[0132] The exchange capacity can be increased by means of such an additional electrical storage device which is permanently arranged in the vehicle fleet. This makes it possible to supply more variable exchange capacity to the power supply grid. At the same time, the vehicle fleet can be made independent of the power supply via the power supply grid, or at least become more independent. The storage device of an electric vehicle is usually dimensioned such that it enables the electric vehicle to carry out its daily operation, but must be charged at night.

[0133] There are usually nighttime phases in which sufficient power is available for charging such electrical storage devices. However, if this should not be the case, such stationary storage devices in the vehicle fleet may be able to completely or partially dispense with the drawing of electrical power from the grid, depending on the size of the stationary storage devices and / or the number of such stationary storage devices, if in this exceptional case the electrical power is at least partially drawn from at least one stationary storage device.

[0134] According to one embodiment, the charging infrastructure has a plurality of charging terminals, which are respectively used to charge and discharge the storage of the electric vehicle. Such charging terminals can also be referred to as charging points, and the electric vehicle is respectively charged via the charging points and can also be at least partially discharged via them, as long as the power supply grid is provided with exchange power. The charging or discharging process is also controlled via these charging terminals or charging points.

[0135] Optionally, it is provided that the charging terminals are spatially distributed and that the charging infrastructure is connected to the power supply network via a plurality of grid connection points. The charging terminals can thus, for example, all be arranged on company premises and connected to the power supply network via a single common grid connection point. It is also conceivable that the charging terminals are spatially distributed, i.e. at least two charging terminals or two groups of charging terminals are spatially separated from one another, i.e. separated so far that they are fed into the power supply network via different grid connection points.

[0136] It has been found that the proposed joint consideration and control can still be carried out. In particular, even in the case of such a distributed, at least partially distributed structure or infrastructure, it is possible to determine the total state of charge and define a state of charge range for the total state of charge within the provision time period. In this way, despite the presence of multiple grid connection points, it is also possible to jointly provide the power supply network with exchange power.

[0137] It is further proposed that the charging infrastructure has a charging control unit for controlling the charging and discharging of individual storage devices of the electric vehicle, which may also include at least one stationary electrical storage device. For this purpose, it is proposed that the charging or discharging is controlled based on a time profile of the total state of charge that is predefined as a function of the total state of charge, and additionally or alternatively, the charging or discharging is controlled based on a time profile of the exchanged power that is predefined as a function of the total state of charge.

[0138] It is therefore proposed to take into account the state of charge range and / or the total state of charge for the entire fleet, wherein a charging control unit is provided for implementing this at the individual electrical storage devices, with or without a fixed electrical storage device. This applies to or as a controller acting as a distributor or to receiving information as an aggregator. It is therefore not only possible to jointly supply the common values, including the jointly predefined exchange power, to the fleet and then apply them to the individual electric vehicles or their storage devices, but it is also possible to take into account the individual boundary conditions of the individual storage devices via the charging control unit. In particular, it is to be taken into account here that the individual electrical storage devices may have different sizes, may age differently, i.e., may have different histories in particular. The storage devices may therefore be subject to electrical wear to different degrees. It is also possible to take into account different thermal behaviors of such storage devices and / or different power limitations of such storage devices.

[0139] According to one embodiment, the method is characterized in that:

[0140] a charging control unit of the charging infrastructure or the charging control unit determines the state of charge range for an available time period as a function of a predicted state of charge of an electrical storage device of the electric vehicle and optionally at least one further property of the electrical storage device, wherein the available time period lies in the future,

[0141] the state of charge range, the variation range or the variation range, and / or the switching rule or the switching rule is transmitted to a grid operator or the grid operator or a grid control unit or the grid control unit,

[0142] the grid operator or the grid control unit pre-sets the exchange power for the provision time period as a time sequence, in particular as a forecast, according to the state of charge range, the variation range or the exchange rule,

[0143] - the charging control unit controls the exchange power in the provision time period according to the preset time sequence by correspondingly operating each charging terminal or each charging terminal, wherein optionally,

[0144] - supplying additional active and / or reactive power to the power supply network as a function of the state of charge range, the variation range and / or the switching rule and the total state of charge for regulating the power supply network.

[0145] It is therefore proposed that the charging control unit initially takes the predicted state of charge of the electrical storage device as a starting point. These predicted states of charge can also be synonymously referred to as predicted states of charge or state of charge predictions. From this, a state of charge range is determined in the provision time period. In this regard, the provision time period is in the future, so that the prediction is determined.

[0146] In addition, at least one further property of the electric storage device can be taken into account. Such further properties can include the above-mentioned boundary conditions, such as the storage capacity, service life or wear of the electric storage device, possible restrictions on the power received and output, and also properties of peripheral devices, such as properties of the charging point. The properties of the charging point can include restrictions on the power that can be output or received, and thus current limitations. In this regard, this can be a property of the electric storage device in particular, since in the case of a fleet of vehicles, such electric storage devices are usually connected to the same charging point. At least it is considered that different charging points are provided for different vehicle sizes.

[0147] The state of charge range is then transmitted to the grid operator or the grid control unit. Instead, a variation range or an exchange rule or a combination thereof can be transmitted to the grid operator or the grid control unit. It is particularly advantageous if the state of charge range and / or a variation range forming a subrange of the state of charge range is transmitted together with the exchange rule. The exchange rule thus specifies what relationship exists between the exchange power to be determined and the state of charge range or the variation range. The grid operator or the grid control unit is therefore equipped with a corresponding planning tool.

[0148] Based on this, the grid operator or the grid control unit can then preset the exchange power within the provision time period as a time sequence. For this purpose, it can preset the exchange power for the entire provision time period or for only a part of it. It is also conceivable that it presets the exchange power within the entire provision time period as a variation curve, but this variation curve is variable within a part of the provision time period, in particular can be specifically changed. This time variation curve of the exchange power is preset in particular as a forecast. The grid operator or the grid control unit can thus achieve planning security for the power supply network. As a result, the fleet can achieve planning security for its acquisition costs, wherein it is ensured that at the end of the provision time period, the electric vehicle has sufficient charge in its storage if it is to carry out its daily work at the beginning of a new day.

[0149] In particular, it is proposed that the grid operator or the grid control unit has knowledge of the available storage capacity of the fleet via state of charge ranges, ranges of variation or exchange rules. In addition, the grid operator or such a grid control unit has knowledge of the demand and supply of electrical power in the supply grid, in particular also in terms of time. The grid operator or the grid control unit can then predetermine favorable values ​​for the exchange power, in particular the aforementioned profile of the exchange power, given knowledge of the demand and supply in the supply grid and knowledge of the storage potential of the fleet.

[0150] The charging control unit can then control the exchange power within the provision time period according to a preset time sequence, in particular in order to achieve this preset exchange power, by correspondingly actuating the individual charging terminals. The charging control unit thus distributes the central preset value of the exchange power to the individual charging terminals, which can also be referred to as charging points, and thereby controls the charging or discharging of the corresponding storage devices. This can also be referred to as controlling the charging cycle. Of course, it is also conceivable that the respective specific charge controller of the electrical storage device is not physically arranged at the charging terminal, but in the vehicle. Communication with the charging control unit still takes place via the relevant charging terminal.

[0151] Optionally, it is provided that active and / or reactive power is supplied to the power supply network as a function of the state of charge range, the range of change and / or the switching rule and additionally as a function of the total state of charge for regulating the power supply network.

[0152] In particular, it has been recognized that reactive power can be fed in or taken out for voltage regulation. This reactive power provision requires only a certain minimum amount of energy, which is usually sufficient. However, the reactive power feed-in also requires a corresponding capacity for the feed-in. This can be taken into account when providing the reactive power feed-in.

[0153] In principle, the exchange power can be understood as active power. The active power can be fed in for controlling and also supporting the power supply network. However, it is proposed here to supply additional active and / or reactive power. In particular, the active power can be supplied briefly here. This additional active power is preferably supplied within a time range of less than one minute, in particular less than ten seconds. This short-term active power feed-in that is preferably supplied here can also be supplied spontaneously, in particular in the case of a spontaneously occurring power grid fault. It is therefore proposed that in the case of a power grid fault, electrical active power can be supplied, in particular temporarily.

[0154] The method provides in particular the following aspects. The charging control unit of the charging infrastructure can also be referred to as an aggregator or can be used at least partially as an aggregator. Technically, such an aggregator aggregates the potential changes in the state of charge of the individual electrical storage devices of the vehicle into a state of charge range, wherein the electrical storage devices can also be referred to as battery packs, which thus form a flexible space. This can be referred to as an aggregation of electrical storage devices or battery packs. When aggregating battery packs, peripheral devices such as the charging infrastructure and in particular the charging terminals can also be included. Such a state of charge range that thus forms the flexible space can in particular be determined within a day in the future and transmitted accordingly as a forecast.

[0155] On this basis, the grid operator or control unit that can also cooperate with the power buyer or direct seller can, for example, determine the corresponding energy quantity based on the flexible space, that is, based on the state of charge range, one day in advance, and preset the change curve of the exchange power, which can also be called or preset as a power schedule. The energy quantity can also be correspondingly regarded as a power quota for a time segment.

[0156] During implementation, the charging control unit or aggregator corrects the electricity schedule if the following time period is reached and passed, for which a prediction is made. It is therefore based on a predefined profile of the electricity schedule or the exchange power and attempts to implement the electricity schedule or the predefined profile of the exchange power in the individual electrical storage devices. At the same time, the respective state of charge of the individual storage devices is detected, and in particular the total state of charge is also detected here. The individual state of charge or the total state of charge must ultimately follow the profile or at least reach a predefined final value, at least a minimum value, at the end of the provision period, and the final value is corrected by the aggregator.

[0157] If small deviations between the planned and actual behavior of the electrical storage device result in the corresponding state of charge not being reached or exceeded, this can be compensated for by a corresponding regulation. Therefore, slightly more or less current may flow, or slightly more or less power may be exchanged, than determined according to the prediction. However, small deviations that are not significant for the grid planning can be assumed here.

[0158] As mentioned above, it has been recognized that a goal can be to obtain no compensation energy as much as possible, and if compensation energy is indeed obtained, it can be obtained at the cheapest possible price. In practice, for example, it can be: seek a total state of charge of 90%, but purchase 95%. If a positive deviation of 5% of the required energy is caused, the sum only reaches 90%, which is sufficient. If less energy is required, the total state of charge reaches 100%. The next day, less or more energy is purchased, so that it is always above the minimum state of charge by 5% and the schedule is still adhered to in the case of energy deviations. Therefore, compensation energy is energy that the power supply network must provide in addition to the announced energy. Therefore, this energy is not planned and is therefore usually provided at a high price. This should be avoided. However, buying too much energy is also not a solution, because not consuming energy can also be expensive. Ideally, planning should be as good as possible, or buffers in electrical storage should be used.

[0159] It is to be assumed that there is a high control quality and that there is little need to reserve reserve power on the grid side or to acquire compensation energy which would be necessary for possible small deviations from the electricity schedule.

[0160] Although the exchange power or power schedule is preset, flexibility can still be retained and the exchange power can fluctuate around it. Within the scope of this flexibility, positive or negative exchange power can be supplied in the sense of power trading, and also for a short time, for example within an hour or less.

[0161] The charging control unit or the aggregator can therefore directly supply the technically remaining flexibility to the grid operator or the control unit. This includes regulating power, ie in particular active power, which can be provided briefly, but also reactive power and other system services.

[0162] It is preferably provided that within the scope of the flexibility generated by the supplied state of charge range, low-frequency power fluctuations in the power supply network are compensated by anti-cyclical power feed-in.

[0163] It is preferably provided that the charging control unit actuates the individual storage devices of the electric vehicle and optionally at least one stationary storage device, if present, as a function of at least one control boundary condition. The following control boundary conditions are taken into account for this purpose.

[0164] The storage size of the respective storage can form a control boundary condition. In particular, when allocating the switching power, it can be taken into account what portion of this switching power the respective storage can have.

[0165] The charge and discharge characteristics of a storage device can each form a further control boundary condition. Such a charge and discharge characteristic is particularly relevant to the relationship between the charge and discharge cycles on the one hand and the expected service life on the other hand. Thus, the charge and discharge characteristics can indicate, for example, whether the storage device is damaged by a slight charge and discharge, that is to say, for example, by only charging or discharging 10% or 20%, to give two examples. Depending on the characteristics, such a storage device can more or less tolerate such charge cycles with a low exchange power.

[0166] In particular, the storage can deliver power and receive further power depending on the state of charge, the progression of wear, which can also be referred to as a health index, the temperature and the permissible wear. The charging points are also technically limited, wherein the charging points thus specify up to which the storage can still be charged. A maximum power can be generated therefrom, which can be dependent on the state of charge, time, temperature, a “health index” and costs. A minimum power can also be generated therefrom.

[0167] A further control boundary condition can be formed by a wear indicator which quantifies the wear of the storage device as a function of the charging and discharging cycles carried out and / or as a function of the time profile of the corresponding state of charge. In particular, it is thereby possible to adjust over time how much power the storage device can deliver and receive, how large its charge capacity actually is, and how the costs of a charging cycle can therefore change. The charge control unit of the corresponding storage device can thus also be taken into account.

[0168] The storage quality of the respective storage can also be a control boundary condition. The storage quality of the respective storage can include the charging and discharging characteristics and the question of how far the storage can be discharged and how far it can be charged. The higher the storage quality, the closer the storage can approach a value of 0% when discharging and a value of 100% when charging without causing damage or very low efficiency.

[0169] The location of the relevant charging terminal, i.e. the charging point, at which the relevant storage device is charged can also form a control boundary condition. In particular, the distance of the charging terminal from the grid connection point, via which the exchange power or a part of it is exchanged with the grid, and the distance to the nearest charging terminal can also be a criterion here. For example, the closer the charging terminal is arranged to the grid connection point, the more efficiently the charging terminal can be operated. The question of whether the charging terminal has a further adjacent charging terminal, by means of which it is connected to the power supply grid together via a common connecting line, can also have an influence on the efficiency of the charging terminal.

[0170] A prediction about the state of charge can form another control boundary condition. In particular, this relates to a prediction about the change curve or the final value of the state of charge of the corresponding storage device during the use of the electric vehicle in question outside the charging station, in particular according to the timetable of the electric vehicle. When the electric vehicle is connected to the charging terminal or charging point with its storage device at the beginning of the provision time period, it is possible to predict or estimate what value the state of charge has. This can be taken into account not only for calculating the state of charge space, but also for controlling the corresponding storage device. This is also based on the following supplementary concept: the exact state of charge of the electric storage device cannot be easily determined or may be inaccurate. If the change curve of the state of charge or its final value can also be estimated via the prediction, this can optionally also increase the accuracy.

[0171] As a further control boundary condition, a prediction of the arrival time of the respective electric vehicle after the use of the electric vehicle in question outside the charging station is proposed, in particular based on the schedule of the electric vehicle. It is thus also possible to predict when the respective vehicle will arrive and thus when the corresponding storage device will be available to form part of the total state of charge with its state of charge. The arrival time can in particular be related to the schedule of the electric vehicle, wherein it can be regularly assumed that such a schedule cannot be exactly adhered to, for example due to traffic conditions. Such deviations can be taken into account in the prediction of the arrival time, which can also be referred to as an estimate. The prediction can be rechecked daily in order to then adjust the prediction accordingly and thus improve the prediction.

[0172] As a further control boundary condition, a corresponding estimate or presetting of the state of charge of the electrical storage device at the end of the provision period is proposed. This allows the final value of the state of charge range to be estimated and / or predefined. In particular, a minimum value is predefined; if, for example, the schedule of the fleet or of the individual electric vehicles changes, this can also be adjusted by increasing or reducing the minimum value. In particular, a prediction or forecast can be made for values ​​that exceed such a minimum value that is predefined and to be adhered to. This allows the upper limit of the state of charge range to be changed.

[0173] The respective departure time of the electric vehicle can be considered as a control boundary condition. This departure time of the electric vehicle indicates the time at which the electric vehicle in question leaves the charging station. This departure time can be obtained in particular from a schedule that is relevant for the electric vehicle in question. It is also a concept that such a schedule exists in principle and that it is proposed to use this schedule in conjunction with the method, in particular to improve the method.

[0174] It is proposed to use the individual charging powers of the storage devices of the electric vehicle as a control boundary condition. This charging power of the storage device represents the power that the storage device outputs and receives within a given time period. The load of the storage device can be read from this and taken into account during the control, in particular so that a storage device with a high charging power is controlled to a lesser extent than a storage device with a low charging power. Preferably, this can also be changed from one day to the next.

[0175] It is further proposed that a history of charging cycles of the storage device, which are charging cycles that the storage device has carried out so far, can be taken into account as a control boundary condition. The load of the storage device can be derived from the history of charging cycles. It is then possible to estimate how much load the storage device can still withstand and how much load the storage device can still withstand in the future. Accordingly, the storage device can be protected if necessary and it can be achieved that the storage devices in the vehicle fleet wear out to the same extent.

[0176] According to the present invention, a charging infrastructure for a plurality of electric vehicles in a fleet is also proposed, the charging infrastructure being used to provide electric exchange power of the electric vehicles, to feed the electric exchange power into a power supply network, or to extract electric exchange power from a power supply network. The charging infrastructure is characterized in that:

[0177] - the positive exchange power represents the electric power extracted from the power supply grid by the fleet, and - the negative exchange power represents the electric power fed into the power supply grid by the fleet, and wherein - each electric vehicle has an electric storage device with a variable state of charge, and a charging terminal is provided for each electric vehicle so that the storage device of the electric vehicle can be charged or discharged; and - the sum of the variable states of charge of the electric vehicles of the fleet and, if necessary, the sum of further variable states of charge of further storage devices forms a variable total state of charge, wherein - a charging control unit is provided, which controls the charging terminals and determines a state of charge range for a provided time period, the state of charge range expanding an operating range in which the total state of charge should exist, wherein the state of charge range is characterized in that

[0178] a time-dependent upper limit which prescribes a time-dependent maximum value for the total state of charge which should not be exceeded, and

[0179] a time-dependent lower limit which specifies a time-dependent minimum value for the total state of charge which should not be fallen below, and wherein

[0180] - the charging control unit determines the state of charge range according to the state of charge of the electric vehicle, and wherein

[0181] The charging infrastructure, in particular the charging control unit, controls the electrical exchange power during the provision period such that the total state of charge does not deviate from the state of charge range.

[0182] Such a charging infrastructure has a plurality of charging terminals, namely one charging terminal for each electric vehicle. Power can be fed into the storage of the electric vehicle via such charging terminals in order to charge the storage and power can be drawn from the storage in order to discharge the storage. For this purpose, the power can be further exchanged with the supply grid via the charging terminals.

[0183] In addition, a charging control unit is provided, which controls the charging terminals and determines the state of charge range for a provision time period. For this purpose, a control connection is provided between the charging control unit and each charging terminal. The control connection can be wired or wireless. The control connection can also be led in a bundle to a plurality of charging terminals grouped together. In any case, the control connection should be configured so that when the electric vehicle and its electrical storage device are connected to the charging terminals, the charging control unit can control the charging terminals and thus the electrical storage device of the electric vehicle.

[0184] Overall, the charging infrastructure with its charging control unit and its charging terminals and the associated electric vehicle is therefore configured to carry out the method according to at least one of the above embodiments. Preferably, the charging infrastructure also has at least one charging terminal for a stationary electrical storage device and / or the charging infrastructure directly has the electrical storage device, so that it can be controlled directly or indirectly by the charging control unit.

[0185] Furthermore, the charging infrastructure has at least one grid connection point in order to connect the charging terminal to the power supply grid.

[0186] The method is carried out in whole or in part in particular with the aid of a charging control unit. In this respect, the method steps are carried out by a grid operator or a grid control unit, with which the charging control unit communicates directly or indirectly. In particular, the charging control unit communicates in such a way that it sends information about the state of charge space, which can also include estimates, and / or information about the total state of charge, which can also include estimates, to the grid operator or the grid control unit.

[0187] In particular, the charging control unit receives information about the set exchange power value, in particular about the set profile of the exchange power within the provision period, from the grid operator or the grid control unit. The charging control unit can then distribute this information to the individual charging terminals for implementation. BRIEF DESCRIPTION OF THE DRAWINGS

[0188] Now, the present invention will be explained in detail below by way of example with reference to the accompanying drawings.

[0189] Figure 1 A flow chart is shown for illustrating the proposed method.

[0190] Figure 2 The diagram is used to illustrate the state of charge range and its application. Figure 1 Part of the flowchart.

[0191] Figure 3 A vehicle fleet with a charging infrastructure is schematically shown.

[0192] Specific implementation form

[0193] Figure 1 The flowchart of will explain the basic sequence of the proposed method. One idea in the method is to use the storage capacity of a fleet of electric vehicles in order to temporarily supply power to the power supply network as required, and also to be able to control the extraction of electric power from the power supply network in a targeted manner taking into account the power supply network in order to charge the storage of the electric vehicles of the fleet. With the help of this method, it is also possible to optimize the electricity price. The fleet can thus be controlled in such a way that it extracts the required charging current as cheaply as possible and in this case complies with technical boundary conditions. In particular, it has been recognized that this depends on good planning of technical resources and that this can be achieved with the proposed method.

[0194] The fleet of electric vehicles is represented by a fleet block 102. The fleet block contains information about the electric vehicles. The information contains information about the storage devices of the respective electric vehicles, i.e. detailed information, i.e. information about each storage device per electric vehicle. Likewise, information about the state of charge of the electric storage devices is contained, which the respective storage device should have before the electric vehicle is started, in particular in the morning. In particular, the idea is also based on the idea of ​​using the fleet of electric vehicles for relatively well-planned tasks, such as, for example, electric buses of a transport company for carrying out public local transportation.

[0195] Accordingly, information about the departure time of the respective electric vehicle can be known in the fleet block 102. The departure time determines in particular when the charge state of the respective storage device must be reached. However, the departure time also determines from when the storage device of the respective electric vehicle is no longer connected to the power supply network.

[0196] However, the fleet block can also contain information about which maximum charging power or maximum discharging power each of the storage devices has in each case. The aforementioned information can be stored in the fleet block 102 , wherein the information can also be updated.

[0197] Furthermore, an input data block 104 is shown diagrammatically. The input data block 104 contains, in particular, information or data that can be changed greatly, in particular information or data that can be changed and / or updated every day. This includes a timetable for electric vehicles, if such a timetable exists, which can be present as a bus timetable when the electric vehicles of the fleet are electric buses. However, weather data, in particular weather forecasts, can also be provided via the input data block 104. Such data are input into the fleet block 102 and can be combined or processed together with the data present in the fleet block 102. In this case, the time when the corresponding electric vehicle will arrive in the fleet can be calculated or at least estimated from such input data, such as the bus timetable, and then prepared for receiving electrical power from the power supply grid or for outputting electrical power to the power supply grid.

[0198] The state of charge of each electric storage device can also be calculated at the time when the corresponding electric vehicle arrives in the fleet. For this purpose, the data of the input data block 104 can be used, and additional data can be calculated from the existing data of the fleet block 102, such as the state of charge of the electric vehicle or the expected state of charge when the electric vehicle arrives in the fleet. In particular, knowledge about the storage device, in particular its size, can be used for this calculation. This information is then taken from the fleet block 102.

[0199] In this way and in a method, it is proposed to create a forecast or prediction. This can also take place in the fleet block 102. It should be pointed out at this point that the method can in principle also be implemented differently than necessarily using the blocks described, such as the fleet block 102 and the input data block 104. The blocks can, for example, also be linked in a different way or there can be a plurality of input interfaces in order to be able to receive corresponding input data. For example, it can be expedient to obtain weather forecasts from a source other than bus timetables or other timetables. In this regard, Figure 1 The flowchart is used for basic illustration.

[0200] The forecast or prediction can then be provided to the charging infrastructure of the vehicle fleet. The charging infrastructure is represented by an infrastructure block 106. In this case, the infrastructure block 106 can contain information about the charging infrastructure, namely in particular the maximum charging power that can be preset via the corresponding charging terminals. The charging terminals are also part of the charging infrastructure. The availability of the electrical storage can also be known in the infrastructure block 106, in particular because the charging terminals each provide information about whether an electric vehicle is connected to the charging terminal and, if necessary, information about what kind of electric vehicle or what kind of storage.

[0201] These data are also partially generated from an electrical storage device, so that they can be obtained from the fleet block 102 if necessary.

[0202] The infrastructure block 106 also contains forecast data, ie the respective arrival time of the electric vehicle at the charging terminal and, if the electric vehicle arrives at a charging station and is connected to the charging station, also the respective state of charge of the electric vehicle. The data are transmitted as estimates and further processed.

[0203] A grid connection block 108 is also provided, which can in particular provide information about the power supply grid and the grid connection point used. The grid connection point is the grid connection point via which the charging terminal is ultimately connected to the power supply grid. In this case, the charging infrastructure can be connected to the power supply grid via one or more grid connection points.

[0204] The grid connection block 108 can provide data on the maximum feed-in power, the expected voltage and the expected reactive power. The maximum power, which can also be referred to as the maximum exchange power, is the power that can be fed into the grid to the maximum extent or can be extracted from the power supply grid to the maximum extent. The expected voltage is in particular the voltage of the power supply grid at the corresponding grid connection point. The expected reactive power can be the reactive power preset by the grid operator and / or the reactive power generated from the data of the power supply grid. This can include the level of reactive power to be fed in, which can be determined according to the current grid voltage.

[0205] All of this data can be provided, i.e. Figure 1 The flowchart is provided to the infrastructure block 106. However, this block division is not necessarily performed here.

[0206] The grid connection block 108 furthermore diagrammatically shows that the power available from the electric vehicle or its storage device, ie the active power, and the available reactive power are output to one or more grid connection points in order to be fed into the power supply grid or to be drawn from the power supply grid via the grid connection points.

[0207] From these data, the maximum exchange power for the maximum exchange with the power supply network can be determined or received, in particular in the infrastructure block 106. The maximum available active power can also be determined. This can be related in particular to the state of charge of the electric vehicle. The same applies to the available reactive power, which requires less storage capacity of the electrical storage device, but still requires at least a small amount of storage capacity and also requires free capacity in order to feed the corresponding current into the power supply network.

[0208] In order to coordinate the individual storage devices of the electric vehicles of the fleet in order to then be able to supply the common exchange power of the fleet to the power supply grid, a charging control unit is in particular provided, which can also be referred to as an aggregator or can contain an aggregator.

[0209] With the aid of the information explained above, the charging control unit or the aggregator creates a state of charge range. This is shown diagrammatically in the aggregation block 110 .

[0210] The aggregator represented by the aggregation block 110 uses the Figure 1 All this information is explained in order to determine a state of charge range. In particular, it is proposed to determine an estimate for this state of charge range. The state of charge range is developed as a region or band with respect to state of charge and time. This is shown in the upper diagram in the aggregate block 110. There, the total state of charge is plotted on the ordinate with respect to time on the abscissa. Here, the state of charge range is formed by an upper limit and a lower limit. The total state of charge extends within this range, that is, between this upper limit and lower limit.

[0211] Details about this and also about the lower diagram of the aggregation block and also about the switching power block 112 shown below the aggregation block 110 are described in conjunction with Figure 2 Elaborate in detail.

[0212] In any case, the aggregator illustrated by the lower diagram in the aggregation block 110 is able to preset different exchange powers and thus exchange energies at different times, which can be shown as a third dimension in the diagram. This feasible exchange power or quota of exchange power can be transmitted to the exchange power block 112. Similarly, the exchange power block 112 is able to preset the exchange power at different times based on the availability or supply in the power supply network and thus preset the change curve of the exchange power. This is shown in the diagram of the exchange power block 112, so that different power levels are proposed according to time. However, the change curve of the exchange power does not have to be extended in stages. It can also be extended continuously.

[0213] Such a calculation or presetting of a power package or a power profile for exchanging power can be carried out based on the state of charge range and the data provided by the grid connection block 108 or explained above in conjunction with the grid connection block 108 .

[0214] In this regard, the power block 112 or the variation of the exchange power shown therein by way of example can be understood as a result or at least an intermediate result or a partial result of the proposed method. From the data about the fleet according to the fleet block 102 and the data about the charging infrastructure according to the infrastructure block 106 , together with the data provided by the input data block 104 , the state of charge range can be determined, in particular estimated.

[0215] Based on this state of charge range illustrated in the upper diagram of the aggregation block 110, the change profile of the exchange power over time can be determined, preferably as an estimate. For this purpose, in particular data about the supply grid in terms of demand and supply can be used, which data show when and at what level of exchange power is advantageous. The state of charge range provides a variation range for this, which can also be called a flexibility space, and thus predetermines a range within which this change profile of the exchange power can be predetermined. In this case, the exchange power is predetermined so that the total state of charge remains within the state of charge range.

[0216] Figure 2 Show Figure 1 1, namely the aggregation block 110 and the exchange power block 112. The aggregation block 110 has a state of charge diagram 220 in the upper area, which graphically shows the state of charge range. In the lower area of ​​the aggregation block 110, a variation diagram 222 is shown, which is built on the state of charge diagram 220 and additionally shows a pair of variation possibilities for exchanging power by way of example.

[0217] In the exchange power block 112, an exchange power diagram 224 is shown, which illustrates a possible variation of the exchange power over time, i.e., the exchange power variation curve. All three diagrams, i.e., the state of charge diagram 220, the variation diagram 222, and the exchange power diagram 224, have the same time axis. In particular, for the purpose of illustration, the starting charging time t for the state of charge range is plotted. S and target charging time t Z , and in the other two diagrams, this time point is also drawn by a corresponding vertical line. S and target charging time t Z Expand the provided time period T B , the provision time periods are only shown in the switching power block 112 for the sake of better clarity.

[0218] In the state of charge diagram 220 , the total state of charge SoC is basically plotted over time t. The diagram shows a state of charge range 226 . The state of charge range 226 starts from a starting charging point 228 and ends at a target charging point 230 . The starting charging point 228 is a combination of the total state of charge SoC and the starting charging time t S The level of the total state of charge and the starting charging time point t S can vary and are preferably determined by estimation, such as this combined Figure 1 In particular, the fleet block 102 is described there, in conjunction with the data provided by the input data block 104 .

[0219] Then, the total state of charge SoC extends from the starting charging point 228 to the target charging point 230. The target charging point 230 passes through the target charging time point t Z It is characterized by a value related to the total state of charge SoC.

[0220] Although the starting charging time point t S is variable and depends on: when the electric vehicle actually returns to the fleet, the target charging time point t can be determined very accurately Z , i.e. it can be determined very accurately when the electric vehicle sets off, especially in the morning.

[0221] The variation curve along which the total state of charge SoC is guided from the starting charging point 228 to the target charging point 230 is relatively flexible. This has been recognized and it is proposed to predetermine only limit values ​​that expand the flexibility, which limit values ​​expand the state of charge range 226. In this case, the state of charge range 226 has a time-dependent upper limit 232 and a time-dependent lower limit 234. The time-dependent upper limit 232 can sometimes reach a value of 100%. All electrical storage devices are then fully charged. In addition, the lower limit 234 can at least sometimes reach a lower limit value of 0%. However, this is only for illustration purposes and it is generally not advisable to completely discharge all storage devices, as this could damage the storage devices. Therefore, a value other than 0% can be selected as the minimum value of the lower limit 234, for example 20%. The same applies to the upper limit 232, for which, for example, a maximum value of 90% can be selected instead of 100%. This minimum value and this maximum value can also be selected depending on the respective values ​​of the individual electrical storage devices.

[0222] State of charge diagram 220 therefore illustrates that upper limit 232 and lower limit 234 define state of charge range 226 within which the total state of charge can be shifted. For this purpose, a total state of charge curve 236 is plotted as an example.

[0223] Furthermore, it can be seen from the state of charge diagram 220 that the change in the starting charging point 228 also changes the state of charge range 226, at least in its initial range, around the starting charging point 228. Accordingly, the state of charge range 226 is also related to the estimate of the total state of charge SoC at the beginning of the state of charge range 226 and is also related to the starting charging time t S related to the estimates.

[0224] The variation chart 222 includes the state of charge chart 220, wherein the coordinate axis of the total state of charge SoC points to the drawing plane. The time axis is retained, and the coordinate axis of the power P is added. In the variation chart 222, the power P shows how much exchange power can be output or received at which corner point of the upper limit 232 or the lower limit 234. Double arrows D1-D6 are drawn for this purpose.

[0225] The double arrow D1 relates to the starting charging point 228 and shows that at this point in time, positive and negative exchange powers can be supplied to the same extent. The double arrow D2 is drawn at the upper limit 232, and the exchange power can also be increased there, but in particular it can also be supplied to a greater extent with negative values. At the double arrow D3, and the same applies to the double arrow D4, the upper limit 232 reaches its maximum value, and only negative exchange powers can then still be supplied. At the double arrow D4, not only negative exchange powers can be supplied, but also negative exchange powers must be supplied in order to still be able to reach the target charging point 230. However, the target charging point 230 can also be preset as a minimum value, and then the total state of charge can also be located above this target charging point 230, and then the double arrow D4 will also only represent possible negative exchange powers. The exchange power can also be zero, but it cannot be positive, which is shown by the double arrow D4.

[0226] It should be repeated here that a positive exchange power is an exchange power at which the store is charged, and a positive exchange power is therefore an exchange power at which power is withdrawn from the grid and stored in the electrical store.

[0227] The double arrows D5 and D6 each indicate that only positive switching powers are possible, since here the lower limit 234 has reached a minimum value.

[0228] In this regard, the double arrows D1 - D6 merely illustrate possibilities and contribute to defining the range within which the exchange power can then actually be varied.

[0229] The total state of charge curve 236 thus shows a series of multiple total states of charge. For each of the total states of charge, i.e. for each point on the total state of charge curve 236, an interval or a minimum and a maximum value can be preset. For each value, a trend of the total state of charge is then also generated, which leads to a variation curve through the state of charge range that allows for a different exchange power. In this case, a continuous change can lead to a continuous variation curve. However, if the electric vehicle departs or arrives, the total state of charge can change suddenly.

[0230] Now, the variation of the exchange power, namely the exchange power variation curve 238, is shown by way of example in the exchange power diagram 224 of the exchange power block 112. Thus, at the start charging time t S , the exchange power and thus the exchange power curve 238 start with positive values. Power is therefore drawn from the supply grid and used to charge the storage. The total state of charge or the total state of charge curve 236 increases accordingly. This can be seen in the state of charge diagram 220 and the curve 222. At time t1, the exchange power curve 238 drops to zero and, accordingly, the total state of charge curve 236 has a horizontal area.

[0231] At time t2 it is planned, i.e. estimated, and then also implemented, to feed power into the power supply grid, since a particularly high demand is estimated here, which can also result from the fact that at night, when less power is actually needed, large generators are switched off so that the power demand can still be generated in the power supply grid.

[0232] This negative exchange power starting from time t2 can also be recognized in overall state of charge curve 236 by a falling edge.

[0233] At time t3, the exchange power changes to a positive value again, and the total state of charge increases accordingly again. At time t4, the exchange power increases again, so that total state of charge curve 236 also extends more steeply from t4. In this way, all storage devices are finally fully charged, so that total state of charge curve 236 reaches target charging point 230.

[0234] In particular, it is provided that the exchange power profile 238 is predetermined as an estimate, as is shown by way of example in the exchange power diagram 224. The grid operator or grid control unit can then work with this forecast and accordingly set the grid management accordingly.

[0235] However, especially from t s In the range up to t4, there is the possibility of specifically changing the exchange power, i.e. changing the originally predefined exchange power curve 238. This can occur, for example, only if an unexpected power demand or an oversupply of power occurs in the power supply network. This can also be detected, for example, by a change in the network frequency. It is therefore proposed that the exchange power is then increased, i.e. more power is extracted from the network, if the network frequency of the power supply network exceeds a predetermined limit value, and / or in this case, if the network frequency drops below a lower frequency value, the exchange power is reduced, i.e. more exchange power is fed into the power supply network.

[0236] Figure 3 A vehicle fleet 340 is shown having a charging infrastructure 342 which is connected to a power supply grid 344 via two grid connection points 346 and 347. The power supply grid has a grid control unit 348 which can control the power supply grid 344. The grid control unit 348 can also be operated by a grid operator.

[0237] The fleet 340 has, by way of example, five electric vehicles 351 - 355 , each of which is connected to one of the charging terminals 361 - 365 . The charging terminals can be connected to the power supply grid 344 via a distributor node 366 or 368 , respectively, via a grid connection point 346 or 347 .

[0238] Thus, the three electric vehicles 351 - 353 can feed power into the supply grid 344 or draw power from the supply grid 344 via the grid connection point 346 , and the electric vehicles 354 and 355 can feed power into the supply grid 344 or draw power from the supply grid via the grid connection point 347 .

[0239] However, a charging control unit 360 is provided, which can control each individual charging terminal 361-365 and thus each storage of the electric vehicle 351-355. It is also provided as an optional possibility that the charging control unit can also control the distributor nodes 366 and 368. It is also provided that the charging control unit 360 can communicate with the grid control unit 348. For this purpose, the charging control unit 360 can provide information to the grid control unit 348 and receive information from the grid control unit.

[0240] In principle, dashed lines indicate the information connections between charging control unit 360 and charging terminals 361 - 365 , distributor nodes 366 and 368 and grid control unit 348 on the one hand. Power or energy transmission is possible via the remaining lines drawn in solid lines.

[0241] The charging control unit 360 can store information about the properties of the charging infrastructure 342 and / or receive this information as current data. In addition, the charging control unit can also store information about the properties of the electrical storage devices of the electric vehicles 351-355 and in particular obtain and process the state of charge and possible other properties of the respective storage devices of the electric vehicles 351-355 via the charging terminals 361-365.

[0242] Thus, the exchange power which is exchanged between the charging infrastructure 342 and the power supply grid 344 can be controlled as a whole by means of the charging control unit 360. In this respect, the exchange power is the sum of the partial exchange powers exchanged with the power supply grid 344 via the grid connection point 346 and the grid connection point 347.

[0243] Furthermore, electrical storage devices 371 - 375 are indicated in the electric vehicles 351 - 355 for illustration purposes.

[0244] Therefore, a method is proposed for advantageously utilizing the capacity of a fleet of electric vehicles. Thus, system services can be provided, in particular for grid support. For this purpose, reserve energy can be supplied and arbitrage transactions can also be carried out, both of which can be supplied to the power supply grid or grid operator.

[0245] The method can in principle be applied to any charging infrastructure in a logistics network and to the configuration of DC charging terminals with fast charging capability. It can be used with a bidirectional charging infrastructure. It can advantageously be combined with a stationary storage, at least with one stationary storage.

[0246] It has been found that a charging infrastructure that always exchanges the entire charging power with a power supply network, also referred to as the grid, at any time without restriction requires overdimensioning of the grid infrastructure, which results in higher connection and grid usage costs. It has also been found that the purchase of electricity prices can also be optimized by reselling or even feeding back energy. In the case of reselling energy for charging electric vehicles, the energy required for charging is not called up as quickly as possible, but at least partially later and is therefore shifted to this later area.

[0247] As a synergy effect, in particular, it is possible to achieve that, through the combination of cheap electricity supply, supply system services and lower grid load, and thus lower grid charges and, if necessary, lower grid expansion, lower energy costs ultimately result for the operator of the charging infrastructure for operating the vehicles.

[0248] Therefore, it is also proposed in particular to retrofit conventional charging infrastructures with simple load management.

[0249] The proposed technical solution makes it possible to minimize electricity prices by better utilizing the power grid and increasing the commercial use of the motor vehicles carrying the storage. Additional revenue is generated by the fact that the mobile storage of the electric vehicle can be used for system services and power arbitrage business if it is connected to a corresponding charging terminal or charging point. It is also proposed to evaluate the described advantages while taking into account the application-specific wear costs. For this purpose, wear indicators that are related to the corresponding state of charge and / or the corresponding charging power can be determined and taken into account.

[0250] In particular, the idea is also to carry out a meaningful aggregation of charging points or electrical storage devices, which can optionally be combined with other local storage devices or mobile storage devices. In particular, it has been recognized that electric vehicles in public transportation can thus use electrical storage devices in a grid-friendly manner when charging.

[0251] In particular, combined Figure 2 And in the proposed aggregation described there, in particular in conjunction with the aggregation block 110, the technical aggregation is combined with the timetable and the state of charge and arrival forecasts of the electric vehicles. Thus, a large part of the storage capacity can be used for high availability and / or power arbitrage services for global and local system services.

[0252] In particular, it is proposed that the following input variables and boundary conditions are used for the aggregation, namely the storage size of each vehicle, which can also be referred to as the battery size; the battery characteristics related to the service life; the state of charge-related and power-related wear indicators; the battery quality of the storage of the corresponding electric vehicle (i.e. the storage mass); the characteristics of the charging point of the electric vehicle; the prediction of the state of charge at the arrival of one or more vehicles; the prediction of the arrival time of the electric vehicle; the target state of charge as the state of charge at the end of the state of charge range; the departure time of the electric vehicle when the electric vehicle is to depart again, wherein the last four input variables are taken into account in relation to the schedule; and the charging power in a bidirectional perspective. The last point includes the battery power or storage power and / or charging point power, thus taking into account the characteristics of the electric storage and the charging terminal or part of the charging infrastructure.

[0253] In particular, it is proposed that the aggregator generates a flexible space according to the mentioned boundary conditions, which in particular corresponds to or contains the state of charge range in which the total state of charge, the exchange power and the wear indicator develop over time. This flexible space or state of charge range can also be understood as or referred to as a band. Based on such a band, the grid operator or electricity trader can preset an optimized electricity schedule via the grid control unit. This takes into account the cost of use of the aggregated electricity storage, i.e. the cost of use of the electricity storage of the electric vehicle, current prices, in particular stock prices, local grid use costs, opportunities for providing global and local system services and opportunities for electricity arbitrage business.

[0254] For this purpose, the aggregator can receive the electricity schedule and regulate the individual charging points, ie with the aid of the connected mobile and / or stationary storage devices, in such a way that the schedule is adhered to, ie even in the event of deviations from a previously created estimate.

[0255] In addition, the grid operator can also directly request or take up system services based on the flexibility space, or offer load transfer potential to power traders. It is also conceivable that the grid operator prescribes a time-dependent power limit within which the flexibility space, ie the state of charge range, is allowed to move.

Claims

1. A method for providing a plurality of electric vehicles (351-355) in a fleet (340) of electric vehicles with electrical exchange power by means of a charging infrastructure (342) of the fleet, in order to feed the electrical exchange power into a power supply grid (344) or to extract the electrical exchange power from the power supply grid (344), wherein - a positive exchange power represents the electrical power extracted by the fleet (340) from the power grid (344), and - negative exchange power represents the electric power fed into the power supply network (344) from the fleet (340), and wherein - each electric vehicle (351-355) has an electrical storage (371-375) with a variable state of charge, and The sum of the variable states of charge of the electric vehicles (351-355) of the fleet (340) forms a variable total state of charge, wherein - During the provision period (T B ) in the embodiment of the present invention, wherein a state of charge range (226) is determined, wherein the state of charge range expands an operating range within which the total state of charge should be located, wherein the state of charge range (226) is characterized by: - a time-dependent upper limit (232) is provided, which predetermines a time-dependent maximum value that the total state of charge should not exceed, and a time-dependent lower limit (234) is provided, which predetermines a time-dependent minimum value below which the total state of charge should not fall, and wherein - determining the state of charge range (226) according to the state of charge of the electric vehicle (351-355), and wherein - in the provided time period (T B ) in order to control the electrical exchange power so that the total state of charge does not deviate from the state of charge range, wherein - predicting at least one starting charging point of the state of charge range, the starting charging point being determined by an initial state of charge of the total state of charge at a starting time, wherein - at the starting time point (t s ) predicting the initial state of charge, and - predict the starting time point (t s ), as the predicted time point, the following prediction is made at this time point: - all electric vehicles have reached the said charging infrastructure, - a predetermined portion of said electric vehicles has reached said charging infrastructure, - a plurality of electric vehicles have arrived at the charging infrastructure such that the sum of their states of charge has reached a preset minimum initial value of the total state of charge, and / or - a plurality of electric vehicles have arrived at the charging infrastructure such that the sum of their storage capacities has a preset minimum storage capacity, and wherein - assigning an expected probability to the predicted starting charging point for the state of charge range, - respectively assigning expected probabilities to the predicted starting time points, - correcting for deviations between the predicted initial state of charge and the detected total state of charge, and - predicting a value of a starting charging point of the state of charge range for a predetermined availability as an availability value.

2. The method according to claim 1, characterized in that An expected probability is assigned to the predicted initial state of charge.

3. The method according to claim 1, characterized in that The initial state of charge or the value at the starting time point is predicted as an availability value.

4. The method according to claim 1, characterized in that A p50 value, a p90 value, a p95 value, a p98 value, or a p99.98 value is used as the usability value.

5. The method according to claim 1 or 2, characterized in that: - Based on the initial value of the total state of charge as the starting time point (t s )’s initial state of charge, and -Based on the z ) is the preset minimum value of the total state of charge, The electrical exchange power is controlled so that the total state of charge does not deviate from the state of charge range (226), and the total state of charge - in the provided time period (T B ) or part thereof - from the starting time point (t s )start, - at the target time point (t z ) reaches or exceeds the minimum value.

6. The method according to claim 1 or 2, characterized in that: - in order to set the electrical exchange power, the state of charge range (226) or a part thereof is supplied as a variation range, and an exchange rule is determined according to the variation range, the exchange rule presetting a range for setting the electrical exchange power so that the state of charge does not deviate from the variation range, and / or - determining the electrical exchange power according to the state of charge range, and / or according to the total state of charge, and / or according to a predicted total state of charge, and / or - supplying at least one supply power as a range of electrical exchange power within a supply time range according to the state of charge range (226), the supply time range being within the provision time period (T B ), the electrical exchange power can be changed during the provided time period, and / or A grid operator of the power supply grid (344) or a grid control unit for controlling the power supply grid (344) predetermines the electrical exchange power as a function of the variation range and / or the supply power.

7. The method according to claim 6, characterized in that The exchange rules of the electrical exchange power have at least one further condition for creating the electrical exchange power, the condition being selected from the following list: - Maximum value of electrical exchange power, - minimum value of electrical exchange power, - the maximum change in electrical exchange power, and - Minimal change in electrical exchange power.

8. The method according to claim 6, characterized in that During the provided time period (T B ) within a period of at least one supply time segment to supply the supply power at least as a power quota.

9. The method according to claim 1 or 2, characterized in that: - according to the state of charge range (226), partially or completely for the provision time period (T B ) - presetting a time variation curve of the total state of charge, and / or - Presetting a time variation curve of the electrical exchange power.

10. The method according to claim 1 or 2, characterized in that: - transmitting the state of charge range (226) to a grid operator of the power supply grid or to a grid control unit for controlling the power supply grid (344) or a section thereof.

11. The method according to claim 10, characterized in that The grid operator or the grid control unit determines the state of charge range (226). -presetting the total state of charge, and / or - Presetting the electrical exchange power.

12. The method according to claim 10, characterized in that The grid operator or the grid control unit presets a time variation curve of the total state of charge according to the state of charge range (226).

13. The method according to claim 10, characterized in that The grid operator or the grid control unit presets a time variation curve of the electrical exchange power according to the state of charge range (226).

14. The method according to claim 1 or 2, characterized in that: - the total state of charge is determined at least in part as an estimate, wherein The total state of charge is determined repeatedly in a cyclical manner, so that at least one previous total state of charge exists before the currently determined total state of charge, and wherein the currently determined total state of charge in each case is dependent on at least one of the previous total states of charge.

15. The method according to claim 14, characterized in that The state of charge range is determined at least in part as an estimate based on the total state of charge so determined (226).

16. The method according to claim 14, characterized in that The overall state of charge is determined repeatedly each day.

17. The method according to claim 1 or 2, characterized in that: - controlling the electrical exchange power and / or the total state of charge according to at least one control boundary condition, the control boundary condition being selected from the following list: - a usage cost, which defines a cost measure for using the electrical storage (371-375), and - a demand for at least one system service for electrically supporting said power supply network (344).

18. The method according to claim 1 or 2, characterized in that: In addition to the electric storage device (371-375) of the electric vehicle (351-355), - the combined use of at least one stationary electrical storage device, each of which has a variable state of charge, and The variable total state of charge is formed by the sum of the variable states of charge of the electric vehicles of the fleet and at least one variable state of charge of the at least one stationary electrical storage device.

19. The method according to claim 1 or 2, characterized in that: - the charging infrastructure (342) - having a plurality of charging terminals (361-365) for respectively charging and discharging the electrical storage devices (371-375) of the electric vehicles (351-355), and - wherein the charging infrastructure (342) - having a charging control unit (360) for controlling the charging and discharging of each electrical storage of the electric vehicle, wherein the control of the charging and discharging - is performed based on a time profile of the total state of charge or a time profile of the total state of charge that is preset according to the state of charge range (226), and / or - being executed based on a time profile of the electrical exchange power or a time profile of the electrical exchange power which is preset according to the state of charge range (226).

20. The method according to claim 19, characterized in that The charging terminals (361-365) are spatially distributed, and the charging infrastructure (342) is connected to the power supply grid (344) via a plurality of grid connection points (346, 347).

21. The method according to claim 6, characterized in that - a charging control unit (360) of the charging infrastructure (342) determines the charging time (T) according to the predicted state of charge of the electric storage device (371-375) of the electric vehicle (351-355) B ), wherein the provision time period is in the future, - transmitting the state of charge range (226), the variation range, and / or the switching rule to the grid operator or the grid control unit, - the grid operator or the grid control unit presets the electrical exchange power within the provision time period according to the state of charge range (226), the variation range or the exchange rule as a time sequence as an estimate, - The charging control unit (360) controls the electrical exchange power in the provided time period according to the preset time sequence by correspondingly operating each charging terminal (361-365) or each of the charging terminals.

22. The method according to claim 21, characterized in that a charging control unit (360) of the charging infrastructure (342) determines the time period (T B ) within the state of charge range.

23. The method according to claim 21, characterized in that - supplying additional active and / or reactive power to the power supply network (344) in accordance with the state of charge range (226), the variation range and / or the switching rule and the total state of charge, in order to regulate the power supply network.

24. The method according to claim 1 or 2, characterized in that - a charging control unit (360) of the charging infrastructure (342) controls the individual electrical storage devices (371-375) of the electric vehicles (351-355) according to at least one control boundary condition, the control boundary condition being selected from the following list: - the respective storage size of the corresponding electrical storage device, - the respective charging and discharging characteristics of said electrical storage devices, a wear indicator which quantifies the wear of the electrical storage device as a function of the charging and discharging cycles carried out and / or as a function of the time profile of the corresponding state of charge, - the respective storage mass of the corresponding electrical storage device, - a corresponding location of a charging terminal, at which the relevant electrical storage device is charged, - a corresponding prediction of the course or the final value of the state of charge of the corresponding electrical storage device during use of the electric vehicle concerned outside a charging station, - a respective prediction of the arrival time of the respective electric vehicle after use of the electric vehicle concerned outside of the charging station, - a corresponding prediction or estimate of the state of charge of the electrical storage at the end of the provision period, - a respective departure time of the electric vehicle, said departure time indicating the time at which said electric vehicle in question leaves said charging station, - a corresponding charging power of the electrical storage, said charging power representing the power which said electrical storage outputs and receives during said provision period, and - a corresponding history of the charging cycles of the electrical store which the electrical store has carried out so far.

25. The method according to claim 24, characterized in that The charging control unit (360) controls at least one stationary electrical storage device according to at least one control boundary condition.

26. The method according to claim 24, characterized in that The charge and discharge characteristics represent the relationship between the charge and discharge cycles on the one hand and the expected service life on the other hand.

27. The method according to claim 24, characterized in that - Based on the timetable of the electric vehicle, a prediction is made about the course or the final value of the state of charge of the respective electrical storage device during the use of the electric vehicle in question outside the charging station.

28. The method according to claim 24, characterized in that - Based on the timetable of the electric vehicle, a prediction is made about the arrival time of the respective electric vehicle after the electric vehicle in question has been used outside the charging station.

29. The method according to claim 24, characterized in that The departure time can use the timetable relevant for the electric vehicle in question.

30. The method according to claim 1, characterized in that The variable total state of charge includes other variable states of charge of other electrical storage devices.

31. A charging infrastructure (342) for a plurality of electric vehicles (351-355) of a fleet (340), the charging infrastructure being used to provide the electric exchange power of the electric vehicles (351-355) to feed the electric exchange power into a power supply grid (344) or to extract the electric exchange power from the power supply grid (344), wherein - a positive exchange power represents the electrical power extracted by the fleet (340) from the power grid (344), and - a negative exchange power represents the electrical power fed into the power supply network (344) by the fleet (340), and wherein - each electric vehicle (351-355) has an electrical storage device (371-375) with a variable state of charge, and each electric vehicle (351-355) is provided with a charging terminal (361-365) in order to charge or discharge the electrical storage device (371-375) of the electric vehicle (351-355), and The sum of the variable states of charge of the electric vehicles of the fleet forms a variable total state of charge, wherein - a charging control unit (360) is provided, which controls the charging terminals (361-365) and provides a time period (T B ) within a state of charge range (226), the state of charge range expanding the operating range within which the total state of charge should be located, wherein the state of charge range (226) is characterized by: - a time-dependent upper limit (232) is provided, which predetermines a time-dependent maximum value that the total state of charge should not exceed, and a time-dependent lower limit (234) is provided, which predetermines a time-dependent minimum value below which the total state of charge should not fall, and wherein - the charging control unit (360) determines the state of charge range (226) according to the state of charge of the electric vehicle (351-355), and wherein - the charging infrastructure (342) provides a time period (T B ) so that the total state of charge does not deviate from the state of charge range (226), The provision of the electrical exchange power is performed according to the method according to any one of claims 1 to 30.

32. The charging infrastructure (342) according to claim 31, characterized in that The variable total state of charge includes other variable states of charge of other electrical storage devices.

33. The charging infrastructure (342) according to claim 31, characterized in that The charging control unit (360) provides a time period (T B ) in order to control the electrical exchange power so that the total state of charge does not deviate from the state of charge range (226).

34. The charging infrastructure (342) according to claim 31, characterized in that The provision of the electrical exchange power is performed by means of the charging control unit (360).

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