Charging of electric vehicle

Abstract

The invention relates to a method for charging electric vehicles (EV1-EVn), in which: drive batteries of a group of electric vehicles (EV1-EVn) connected to charging points (EVSE1-EVSEn) are charged for a given time period according to charging boundary conditions (tend, SoCziel) of the respective electric vehicles (EV1-EVn) and according to demand specifications of flexible users of a flexible market (2); the set of electric vehicles (EV1-EVn) obtains respective monetary points as a result of their participation in the flexibility market (2), which monetary points consist of the respective transmitted energy during the time period and at least one charge-influencing parameter that differs from the transmitted energy. The invention also relates to a pooling entity (1) which is designed to carry out at least part of the steps of the method. The invention also relates to a system comprising a pooling entity (1) and at least one charging point (EVSE1-EVSEn) provided for bidirectional charging.

Description

Technical Field

[0001] The present invention relates to a method for charging an electric vehicle, in which, within a given time period, the drive batteries of a group of electric vehicles connected to a charging point, in particular bidirectionally rechargeable electric vehicles, are charged according to the charging boundary conditions of the respective electric vehicles and according to the demand specifications of flexibility users in a flexibility market. The present invention also relates to a pooling entity configured to perform at least part of the above method. In addition, the present invention also relates to a system including the pooling entity and at least one charging point configured to charge. The present invention is particularly advantageous for bidirectional and / or delayed charging of electric vehicles based on the demand specifications of flexibility users. Background Art

[0002] DE 10 2021 105 460 A1 discloses a method for distributing electrical energy to a group of electrical energy storages (in particular an electric vehicle fleet), wherein a plurality of electrical energy storages are configured for bidirectional power transmission, and wherein (a) at least a first entity controls the individual load curves of the group of electrical energy storages, predicts the aggregated load curve of these electrical energy storages and reports it to a second entity; (b) the second entity trades energy corresponding to the predicted load curve; (c) after entering the prediction time period, the first entity predicts the range of the aggregated load curve for the remaining time period taking into account the actual load curves executed so far in the prediction time period and reports it to the second entity; (d) the second entity determines an optimized load curve from the reported range of load curves and requests it from the first entity; and (e) the first entity decomposes the optimized load curve into the individual load curves of the electrical energy storages controlled by it and controls the electrical energy storages based on the respective individual load curves.

[0003] EP 2 924 636 A1 discloses a charging billing system for an electric vehicle, which can achieve optimized charging and billing while taking into account details related to the charging of the electric vehicle (such as the charging quality corresponding to the charging power supply state and the estimated rates determined differently according to the charging time and charging energy). The charging billing system has the following functions: a function of obtaining the maximum amount of electricity, a function of setting the charging energy based on the obtained value, and a function of setting the charging conditions based on factors such as time, user, region, energy supplier, regional energy conditions, etc. While continuously managing the maximum charging energy, voltage / current fluctuation points, power supply-charging device connection information, the cost corresponding to the charging time, and the cost information corresponding to the charging energy, optimized charging and billing are also performed according to the charging conditions.

[0004] US2011 / 0153474 A1 discloses a charging station for an electric vehicle having a usage time counter that can be programmed for different time periods so that different rates (which apply to the energy read during the time period) can be applied to different time periods. These time periods can be specific to the operator of the electric vehicle. The rates can also be specific to the operator of the electric vehicle and apply to charging stations powered by different power sources. Summary of the Invention

[0005] The object of the present invention is to at least partially overcome the disadvantages of the prior art and, in particular, to provide an improved possibility of using the drive battery of an electric vehicle as a temporary intermediate storage.

[0006] This object is solved by the features of the independent claims. Preferred embodiments can be derived in particular from the dependent claims.

[0007] This object is solved by a method for charging an electric vehicle, in which:

[0008] - the drive batteries of a group of electric vehicles connected to a charging point are charged within a given time period according to the charging boundary conditions of the respective electric vehicles and according to the demand specifications of flexibility users in the flexibility market;

[0009] - the group of electric vehicles receives corresponding monetary credits for its participation in the flexibility market, which monetary credits consist of the energy transmitted during the time period and at least one calculation parameter different from the transmitted energy ("charging impact parameter").

[0010] The advantage of this method is that the credits are particularly highly motivating for electric vehicle users to join a group of electric vehicles that make their drive batteries available as temporary intermediate storage to flexibility users in the (usually short-term) flexibility market. This is particularly advantageous compared to the case where participation is compensated only by individual cash payments of the vehicle, since the charging impact parameter can also incorporate the supply behavior of the vehicle user. By increasing the number of electric vehicles participating in the context of the flexibility market ("flexible charging") and / or by making it more efficient for charging, higher flexibility can be generated, which in turn can better balance the demand or supply fluctuations of electrical energy in the power grid, which in turn improves grid stability.

[0011] The electric vehicle can be, for example, a plug-in hybrid vehicle (PHEV) or a vehicle with a pure electric drive (such as a battery electric vehicle, BEV). The electric vehicle can be, for example, a sedan, a truck, a bus, a motorcycle, etc.

[0012] "Flexibility users" particularly refer to participants in the flexibility market (usually commercial participants) who need to short-term release or absorb electrical energy from flexible "DR" ("demand response") participants, such as electric vehicles, within a time period determined by them, and these participants at least partially provide the corresponding flexibility. Here, not all of this group of electric vehicles have to be used for charging, but they can all be used for charging. It is also possible that the flexibility user only utilizes the provided time period to a certain extent, such that the total flexibility is not fully utilized or not utilized at all. Flexibility users can be, for example, energy suppliers, energy traders, grid operators, etc.

[0013] The "flexibility market" can particularly be understood as a market platform on which flexibility users send price signals to providers of electrical flexibility, who then provide flexibility for a specific time period in the short term according to demand. Typical flexibility markets are, for example, the so-called "intraday market" and the system service market for grid stability. The flexibility market can also be called the "flexible market", and charging of electric vehicles in the case of participating in the flexible market or according to the participation conditions negotiated with the flexibility user can also be called "flexible charging".

[0014] In this method, the individual flexibility of this group of electric vehicles is aggregated or "pooled", and the resulting total flexibility is provided to the flexible market. When the flexibility user utilizes the total flexibility, a corresponding charging process is carried out or changed on at least a part of this group of electric vehicles according to its demand. This can be done, for example, based on specific measurements for individual vehicles according to the control of the electric vehicles, for example in order to follow a target curve generated by flexibility data pre-provided to the flexibility user and the call of the flexibility user. The utilization of the total flexibility is usually paid for by the flexibility user.

[0015] The total flexibility of this group of electric vehicles or their drive batteries can particularly be realized by an entity ("pooling entity") that aggregates or pools the individual flexibility of this group of electric vehicles into total flexibility and reports or supplies it to flexibility users in the flexible market during one or more time periods for charging use. When the flexibility user accepts the supply for use, this group of electric vehicles can be used for charging within their respective given charging boundary conditions according to its demand. An improvement is to control the charging of the connected electric vehicles by the pooling entity to meet the demands of the flexibility user.

[0016] Individual flexibility particularly relates to future charging processes, which, on the one hand, target future times and thus correspond to predictions based on which the supply is generated. A possible specific implementation is as follows, for example: If the energy content of the drive battery or vehicle battery is considered, there are two limit curves related to early charging or late charging. In early charging, the battery is charged in such a way that the maximum energy content is maintained at each time point during charging; while in late charging, the energy content of the battery is minimized during charging. In the case of bidirectional charging, this may mean that the drive battery is first discharged as much as possible (usually not below a threshold for battery life considerations). The individual flexibility of each electric vehicle at each future time point is determined, for example, by determining the area between these two limit curves from this future time point to the planned departure time point in a time - energy diagram. Then, the total flexibility in vehicle pooling is obtained, for example, by aggregating the individual flexibilities related to vehicles within the considered time window (such as day - ahead). The flexibility data provided to flexibility users particularly includes the minimum and maximum power deviations of the (aggregated) base load curve and the minimum and maximum energy deviations relative to the (aggregated) base load curve. In principle, the flexibility here can also be determined in other ways, for example, without affecting the billing system.

[0017] An improvement is that the tradable time period includes at least one time window of a fixed length, where in particular, trading agreements such as charging costs and discharge rewards remain constant. This is beneficial for simplifying billing. An improvement is that the time window is 15 minutes, which is advantageous because this time period is usually used as the time benchmark for power trading. In this way, there are 96 time windows per day as independent trading windows. In particular, the corresponding trading results in the flexible market can be billed in full quarter - hours. In the flexible market, it is possible to trade, in particular, the next quarter - hour or combinations of multiple (especially consecutive) 15 - minute time windows.

[0018] The charging boundary conditions of an electric vehicle can include, for example, the minimum state of charge (“minimum SoC”) that it must not fall below at the charging point during the connection period, the maximum state of charge (“maximum SoC”) that it must not exceed during the connection period, the transmitted energy or energy throughput that must not be exceeded during the connection period, the state of charge at the expected departure time point (“target SoC”) and / or the possible departure time, etc. This limits the flexibility because, for example, an electric vehicle must not be over - discharged shortly before the expected departure time point so as not to be unable to reach the target SoC at the expected departure time point.

[0019] The transmitted energy corresponds to the energy of bidirectional charging or charge - discharge, and can also be referred to as “charging energy” or bidirectional “energy throughput”.

[0020] By participating in the flexible market, this group of electric vehicles obtains monetary trading benefits, which are paid, for example, by flexibility users to the pooling entity. Then, this trading benefit can be distributed ("broken down") to individual electric vehicles by the pooling entity, for example. The pooling entity can retain a certain share of the trading benefit as an "intermediary fee".

[0021] In one example, if not participating in the flexible market, the charging of electric vehicles is carried out through a charging process in the long-term market (such as the "day-ahead market", one day or more in advance), for example, similar to DE 10 2021105 460A1. This charging is billed or compensated to the user according to the user's energy supply contract for the electric vehicle and is shown, for example, in their energy bill. The charging can be carried out according to a charging plan. The participation in flexible charging is not settled with the user through the user's energy supply contract for the electric vehicle. Instead, the revenue obtained from participating in the flexible market first belongs to the pooling entity, and the pooling entity distributes at least a part of the trading benefit obtained in the flexible market to the participating electric vehicles according to points. In other words, the charging process during the connection period is monetarily billed according to the usage in the long-term market so far, while the participation in the flexible market (which is separately billed by the pooling entity) is rewarded through the monetary points issued by the pooling entity.

[0022] The monetary value of the points can be provided to the user in the form of a cash amount paid by the pooling entity (especially each point corresponds to a specific weight in the paid cash amount), reward points (such as for purchasing accessories graded by points, renting vehicles, etc.), charging credits at charging stations, mobile services, coupons, etc. The monetary value can be determined at the time of flexible charging or can also be determined afterwards.

[0023] Here, the points are calculated not only based on the relative charging energy or energy throughput generated by participating in the flexible market, but also additionally taking into account at least one charging impact parameter different from it. The points consist of the corresponding charging energy and the at least one charging impact parameter, and their combination can be determined arbitrarily in principle. An improvement is that the corresponding relative charging energy accounts for at least 50% of the maximum obtainable point value. An improvement is that the relative charging energy accounts for a fixed proportion of the maximum obtainable point value.

[0024] An improvement is that at least one charging impact parameter is a digital parameter, that is, it can take the value 0 (such as when a specific condition is not met) or 1 (such as when a specific condition is met). This digital parameter can be included in the percentage point share in a multiplicative manner, such as (0 / 1)×Z1% point share.

[0025] One improvement is that at least one charging impact parameter can take a numerical range, such as X% to y% (such as 0% to 100%, 20% to 60%, etc.). This numerical range can, for example, be incorporated into the percentage integration share in a multiplicative manner, such as [X%; Y%] × Z2% integration share.

[0026] Electric vehicles participating in flexible charging can, for example, participate in the following ways:

[0027] - Only charge its drive battery within its regular charging schedule;

[0028] - Additionally, delay the charging of its drive battery; and / or

[0029] - Additionally, discharge its drive battery.

[0030] One implementation is that at least one connected electric vehicle is a bi-directionally chargeable electric vehicle. An electric vehicle being bi-directionally charged or bi-directionally chargeable means that the electric vehicle or its drive battery can be specifically charged when connected to a charging point, that is, both charging and discharging. At this time, both the electric vehicle and the charging point are set up for bi-directional charging. Therefore, "charging" here includes both charging and discharging. Bi-directional charging occurs when the charging point is also set up for discharging. The corresponding function of the electric vehicle can also be referred to as "vehicle-to-grid interaction" (V2G) capability.

[0031] One implementation is that the at least one charging impact parameter includes parameters related to the flexibility of the electric vehicle that actually exist during the considered trading time period ("charging connection parameters"), that is, not only statements of intention. Therefore, the electric vehicle is actually connected to the charging point and participates in flexible charging.

[0032] One implementation is that the at least one charging connection parameter includes the actual connection time of the electric vehicle during the considered trading time period. This has the following advantage: Even if not used for charging, the electric vehicle can obtain preferential compensation for being available to flexibility users for an especially long time. Especially when the electric vehicle is connected to the charging point and available for flexible charging throughout the trading time period, the maximum (partial) integral value or maximum integration share of this charging connection parameter will be achieved. One improvement is that the maximum integration share is derived from the percentage of the actual connection time in the entire trading time period. That is, if the time period is 1 hour and the electric vehicle is connected for 30 minutes, then a 50% integration share is reached.

[0033] One improvement is that the time period includes one or more time windows, and the at least one charging connection parameter includes the connection time of the electric vehicle (only) within a complete time window. This is advantageously particularly easy to continuously track. Thus, connection times that are not connected or only partially connected within the time window are not counted, but only complete time windows are counted. The time window can in particular be a 15 - minute time window.

[0034] One implementation is that the at least one charging connection parameter includes the maximum allowable charging energy or the maximum allowable energy throughput within the considered trading time period. This advantageously enables electric vehicles that can charge (i.e., charge and discharge) with a high capacity to be prioritized when allocating points. Here, it is considered that a high charging power can respond particularly effectively to the flexibility requirements of flexible users. One improvement is that the relative point share is linearly allocated, for example, between a given minimum energy throughput and a given maximum energy throughput.

[0035] One implementation is that the at least one charging connection parameter includes the maximum allowable charging power within the considered trading time period. This advantageously enables electric vehicles that can charge (i.e., charge and discharge) with a high power to be prioritized when allocating points. Here, it is considered that a high charging power can respond particularly effectively to the flexibility requirements of flexible users. One improvement is that the relative point share is linearly allocated, for example, between a given minimum charging power and a given maximum charging power.

[0036] One implementation is that the at least one charging connection parameter includes the maximum allowable charging bandwidth or charging amplitude of the electric vehicle within the considered trading time period. This advantageously enables electric vehicles that can charge with a high charging bandwidth (i.e., within the range between the allowable minimum SoC and maximum SoC) to be prioritized when allocating points. Here, it is considered that a high charging bandwidth allows particularly long charging or discharging, and thus can effectively respond to the flexibility requirements of flexible users. One improvement is that the relative point share is linearly allocated, for example, between a given minimum charging bandwidth and a given maximum charging bandwidth.

[0037] One implementation is that the at least one charging connection parameter includes the willingness to perform delayed charging of the drive battery declared for this time period. This advantageously enables electric vehicles that not only allow flexible users to charge according to a regular charging plan (such as based on base load forecasting) but also allow delayed charging to be prioritized when allocating points, which can also respond particularly effectively to the flexibility requirements of flexible users.

[0038] In one implementation, the at least one charging connection parameter includes the willingness to discharge the drive battery declared for this time period. This advantageously enables electric vehicles that not only allow flexible users to charge but also discharge to be given priority when allocating points, which can also respond particularly effectively to the flexibility requirements of flexible users. It is considered here that a specific electric vehicle user may wish to prevent discharging, for example because the drive battery of their electric vehicle has aged and / or it has a particularly high energy throughput during driving. The discharge can be a numerical value, such as "0" (when discharging is not allowed) or "1" (when discharging is allowed).

[0039] In one implementation, the at least one charging impact parameter includes at least one parameter ("charging intention parameter"), which includes the intention related to electric vehicle flexibility declared for participating in the flexibility market in the upcoming time period. Thus, the points can in particular additionally have such a share that includes the charging impact parameters declared (but not necessarily actually achieved) by the electric vehicle user before the time period. This advantageously enables the willingness to participate in flexible market charging itself to be rewarded. An improvement is that the points share of the charging intention parameter is lower than the points share of the charging connection parameter at the actual connection. These charging intention parameters can correspond to the above-mentioned charging connection parameters, for example including the intended connection time, the intended maximum allowable energy, the intended maximum allowable charging power, the intended maximum allowable charging bandwidth, and / or the willingness to discharge the drive battery.

[0040] For example, an electric vehicle user can notify a pooling entity before evening that they plan to connect their electric vehicle to such a flexible charging point (such as in the parking lot of their employer) that participates in flexible charging and is controlled by the pooling entity from 9 o'clock to 17 o'clock, and this is available for flexible market charging, and may additionally notify at least one desired or to-be-complied charging connection parameter. However, if the user gets sick and cannot drive to work and their electric vehicle is not connected to the charging point, they can optionally still receive points for their intention or willingness to inform.

[0041] One implementation is that, during this time period, electric vehicles with the highest integral values derived from the at least one charging connection parameter are preferentially charged. This has the following advantages: Electric vehicles that offer particularly high individual or separate flexibility are preferentially used for flexible charging, which simplifies the response to the needs of flexible users. This is particularly advantageous when the charging demand is not high enough to require all the electric vehicles in the group to meet the demand. In particular, it may occur that some of the electric vehicles in the group are used for flexible charging, while other (especially those with lower priorities) electric vehicles are not used for flexible charging, but are charged, for example, using a charging process developed based on long-term forecasts ("base load forecasts") without participating in the flexible market. Such a forecast may include, for example, rate forecasts. Another advantage is that participants in flexible charging are incentivized to set or allow charging impact parameters that enable particularly effective flexible charging.

[0042] One implementation is that the vehicle-specific benefit π EV (Δt) obtained from flexible charging within a time period Δt is calculated as follows: The total benefit π ges (Δt) achieved for the group of electric vehicles at this time, divided by the total integral value PZ ges allocated to the group of electric vehicles during the time period Δt, and multiplied by the integral value PZ EV of the corresponding electric vehicle. In particular, the profit for, for example, a pooling entity is deducted from the total benefit, that is, it is calculated according to the following formula:

[0043]

[0044] This is advantageously particularly easy to implement. An improvement is to use a 15-minute time window Δt for the calculation. The vehicle-specific benefit can be paid, for example, in the form of cash, coupons, charging card amounts, etc., as described above.

[0045] One implementation is to transmit the integral value PZ EV allocated to a determined electric vehicle within a connection time period and / or the integral value ΣZP ZE allocated to this electric vehicle within a determined calendar time period (such as a week, a month, etc.) to the user's user terminal device for viewing. This has the following advantages: The user can simply record their individual benefit π EV , thereby further incentivizing them to make their electric vehicle available for flexible charging. The user terminal device can be a personal computer, laptop, smartphone, tablet, etc.

[0046] This task is also solved by a pooling entity that is set up to perform at least part of the above method. The pooling entity can be designed similarly to the method and vice versa, and has the same advantages.

[0047] In one implementation, the pooling entity is configured to:

[0048] - Aggregate the total flexibility of a set of electric vehicles connected to a charging point by aggregating vehicle-related flexibility over at least one given time period;

[0049] - Supply this total flexibility on a flexibility market;

[0050] - Receive the flexibility demand of a flexibility user during the at least one given time period when the flexibility user accepts the supply;

[0051] - Decompose the flexibility demand onto the individual electric vehicles and accordingly control the electric vehicles in order to charge their drive batteries such that the flexibility demand is met;

[0052] - During this process, specifically record the energy transmitted due to participation in the flexibility market for each vehicle;

[0053] - Calculate a vehicle-specific score taking into account the energy transmitted due to participation in the flexibility market accordingly and additionally taking into account at least one corresponding charging connection parameter; and

[0054] - Transmit the vehicle-specific score to the user.

[0055] The pooling entity is in particular coupled to the at least one charging point and the flexibility market in terms of data technology for this purpose.

[0056] In one implementation, the pooling entity is configured to preferentially charge those electric vehicles with the highest score values derived from the charging connection parameters during the time period (within the flexible charging range).

[0057] In one implementation, the pooling entity is configured to transmit the vehicle-specific score to the user's user terminal device.

[0058] In one implementation, the pooling entity is configured to at least partially decompose the total revenue obtained by participating in the flexibility market onto the electric vehicles according to the score.

[0059] This task is also solved by a system comprising a pooling entity and at least one charging point configured for (in particular two-way) charging, wherein the pooling entity is the above-mentioned pooling entity. The system can be designed similarly to the pooling entity and / or the method, and vice versa, and has the same advantages. Description of the Drawings

[0060] The above features, characteristics and advantages of the present invention and the manner of their implementation become clearer and more understandable in connection with the following schematic description of embodiments described in detail in conjunction with the drawings. Detailed Description of the Embodiments

[0061] Figure 1 Shows a structure for flexible charging of n electric vehicles EV1 to EVn, which are equipped with respective drive batteries (not shown in the figure). The electric vehicles EV1 to EVn are connected to respective charging points EVSE1 to EVSEn, such as charging points in the form of public charging stations or wall-mounted charging boxes, and in particular can be charged bidirectionally through these charging points. In particular, the electric vehicles EV1 to EVn can communicate bidirectionally with the charging points EVSE1 to EVSEn. The charging points EVSE1 to EVSEn can in turn communicate with the pooling entity 1, for example, through a network (not shown in the figure).

[0062] For example, the electric vehicles EV1 to EVn connected to the charging points EVSE1 to EVSEn can report their expected departure time point t end and the desired target state of charge SoC at the departure time point ziel , whether the electric vehicle offers its drive battery as an electrical intermediate storage to participate in flexible charging (assumed here in an exemplary form), and in the case of participation, may also report the maximum charging power allowed therefor, the maximum energy throughput allowed therefor, the maximum charging bandwidth allowed therefor, and / or the willingness to discharge the drive battery within the scope of flexible charging.

[0063] The pooling entity 1 can calculate or aggregate the (total) flexibility of the group of electric vehicles EV1 to EVn in a short-term upcoming specific time period, such as for the next and possibly subsequent one or more 15-minute time windows, especially continuously for the next upcoming 15-minute time window, based on the information provided by the electric vehicles EV1 to EVn and long-term base load forecasts (e.g., in the day-ahead market) and short-term flexibility forecasts (e.g., in the intraday market). The base load forecast can in particular be pre-determined and transmitted by the pooling entity 1. The base load forecast can in particular include forecasts for the next 24 hours, 48 hours, 72 hours, etc. The pooling entity 1 can also check whether the demand of flexibility users in a specific time period is higher than the flexibility forecast. Such flexibility users can be correspondingly not considered or filtered out within this time period (e.g., within the scope of pre-check).

[0064] Said flexibility is supplied to or reported to the short-term energy market 2, such as the intraday market. Flexibility users participating in the energy market 2 can use or reserve the supplied flexibility. In this case, the flexibility user informs the pooling entity 1 of the flexibility demand within the reservation period, and the pooling entity 1 correspondingly controls the charging process of the electric vehicles EV1 to EVn, that is, it charges or discharges the drive battery according to the demand. The pooling entity 1 can control the charging process in such a way, in particular, that the higher the priority of the electric vehicles EV1 to EVn during charging (for example, the higher the energy throughput for flexible charging), the higher the integral share given by the charging influence parameter. This advantageously incentivizes users to connect their electric vehicles for a long time, allow the highest possible charging influence parameters (such as high charging bandwidth), etc., because they can obtain a particularly large number of points in this way.

[0065] When the reservation period ends, the flexibility user informs the pooling entity 1 of the relevant trading revenue, and the pooling entity 1 deducts a certain profit therefrom. The remaining revenue is then distributed or allocated by the pooling entity 1 to the electric vehicles EV1 to EVn that are connected and participate throughout the period.

[0066] This is achieved, for example, by calculating an individual point value for each of the electric vehicles EV1 to EVn during this period, more precisely based on the energy charged or transferred during participation in flexible charging and additionally based on at least one charging influence parameter different from the transferred energy (such as the maximum allowed or approved charging power, the maximum allowed or approved charging bandwidth, etc.), and more precisely even if these charging influence parameters are not used or not fully used within the scope of flexible charging.

[0067] These points can be displayed to the users of the electric vehicles EV1 to EVn in any way in principle, for example, as the sum of all points obtained within a determined period (such as the current year, month, etc.), the sum of all points obtained so far, the sum of all points not yet redeemed, etc. on a mobile user terminal device such as a smartphone. These points can be used, for example, as weights for distributing the remaining revenue, can be credited to the charging credit, or used as bonus points for purchasing goods or renting vehicles, etc. As mentioned above, if the points are used, for example, for distributing the remaining revenue, the vehicle-specific or individual revenue share can be calculated by multiplying the ratio of the relative point value of the electric vehicles EV1 to EVn to the sum of all points by the remaining revenue.

[0068] Of course, the present invention is not limited to the illustrated embodiments.

[0069] Generally, "a", "an", etc. can be understood as singular or plural, especially in the sense of "at least one" or "one or more", unless explicitly excluded, for example, by expressions such as "exactly one".

[0070] Similarly, numerical expressions may include exact numerical values as well as conventional tolerance ranges, unless explicitly excluded.

[0071] List of reference numerals:

[0072] 1 Pooling entity

[0073] 2 Flexibility market

[0074] EVi The i-th electric vehicle

[0075] EVSEi Charging point connected to the i-th electric vehicle

[0076] t end (EVi) Expected departure time point of the i-th electric vehicle

[0077] SoC ziel (EVi) Desired target charge state of the i-th electric vehicle at the expected departure time point.

Claims

1. A method for charging electric vehicles (EV1 - EVn), in which: - Charging the drive batteries of a set of electric vehicles (EV1 - EVn) connected to charging points (EVSE1 - EVSEn) within a given time period, based on the charging boundary conditions (t end , SoC ziel ) of the respective electric vehicles (EV1 - EVn) and based on the demand specifications of flexibility users in the flexibility market (2); - The group of electric vehicles (EV1 - EVn) obtains corresponding monetary credits due to their participation in the flexibility market (2), and these monetary credits consist of the energy transmitted correspondingly during this time period and at least one charging impact parameter different from the transmitted energy.

2. The method according to claim 1, wherein, At least one of the connected electric vehicles (EV1 - EVn) is a bi - directionally rechargeable electric vehicle (EV1 - EVn).

3. The method according to any one of the preceding claims, wherein, Said at least one charging impact parameter includes at least one of the following charging connection parameters actually present during said time period: - Actual connection time, - Maximum allowable energy, - Maximum allowable charging power, - Maximum allowable charging bandwidth, - Willingness to discharge the drive battery and / or delay charging.

4. The method according to any one of the preceding claims, wherein, Said at least one charging impact parameter includes at least one of the following charging intention parameters for the upcoming time period: - Intended connection time, - Intended maximum allowable energy, - Intended maximum allowable charging power, - Intended maximum allowable charging bandwidth, - Intended willingness to discharge the drive battery.

5. The method according to any one of the preceding claims, wherein, During said time period, those electric vehicles (EV1 - EVn) with the highest integral values derived from the charging connection parameters are preferentially charged.

6. The method according to any one of the preceding claims, wherein, The vehicle - specific earnings obtained from participating in the flexibility market within a time period are calculated as follows: the total earnings achieved by the flexibility user for the group of electric vehicles (EV1 - EVn) at this time, divided by the total integral value allocated to the group of electric vehicles during this time period, and multiplied by the integral value of the corresponding electric vehicle (EV1 - EVn), in particular, profit is deducted from the total earnings.

7. The method according to any one of the preceding claims, wherein, The individual integral values allocated to a determined electric vehicle (EV1 - EVn) within a connection time period and / or in particular the integral values allocated to the electric vehicle (EV1 - EVn) within a determined calendar time period are transmitted separately to the user's user terminal device for viewing.

8. The method according to any one of the preceding claims, wherein, Said given time period is a 15 - minute time window or a multiple thereof.

9. A pooling entity (1), wherein, Said pooling entity (1) is arranged to perform the method according to any one of the above claims.

10. The pooling entity according to claim 9, wherein, Said pooling entity is arranged to: - Aggregate the total flexibility of a group of electric vehicles (EV1 - EVn) connected to a charging point by aggregating vehicle - related flexibility within at least one given time period; - Supply said total flexibility on the flexibility market; - Receive the flexibility demand of the flexibility user within said at least one given time period when the flexibility user accepts the supply; - Decompose the flexibility demand onto each electric vehicle (EV1 - EVn) and correspondingly control said electric vehicle (EV1 - EVn) for charging its drive battery such that the flexibility demand is met; - Specifically record the energy transmitted due to participating in the flexibility market for each vehicle during this process; - Calculate vehicle - specific credits taking into account the energy transmitted correspondingly due to participating in the flexibility market (2) and additionally taking into account at least one corresponding charging connection parameter; and - Transmit vehicle - specific credits to the user.

11. The pooling entity (1) according to claim 10, wherein, The pooling entity (1) is arranged to preferentially charge, during this time period, those electric vehicles (EV1 - EVn) having the highest integral numerical value derived from the charging connection parameters.

12. A system comprising a pooling entity (1) and at least one charging point (EVSE1 - EVSEn) arranged for especially bi-directional charging, wherein, The pooling entity (1) is the pooling entity (1) according to any one of claims 9 to 11.

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