Charging infrastructure for charging a motor vehicle

Abstract

Charging infrastructure (6) for charging at least one electrically powered or motorizable motor vehicle (8), comprising at least one charging network (10, 10a, 10b, 10c, 10d, 10e, 10f) with a number of charging columns (14) as charging points, - wherein the charging stations (14) are interconnected by means of an island network (16, 16a, 16b, 16c, 16d, 16e, 16f), - wherein the island grid (16, 16a, 16b, 16c, 16d, 16e, 16f) is coupled or can be coupled to an external supply network (18) and / or an energy generator (30), - wherein the charging network (10, 10a, 10b, 10c, 10d, 10e, 10f) has at least one battery storage unit (12) as an electrical buffer storage unit, - wherein the charging stations (14) of the charging network (10, 10a, 10b, 10c, 10d, 10e, 10f) are designed as a master charging station (32) and at least one slave charging station (34) coupled to it by signal technology, - wherein the master charging station (32) has a first voltage converter (36) as an interface between the island grid (16, 16a, 16b, 16c, 16d, 16e, 16f) and the supply grid (18), as well as a controller (38) as the central control unit of the associated charging network (10, 10a, 10b, 10c, 10d, 10e, 10f), characterized in that at least two charging networks (10, 10a, 10b, 10c, 10d, 10e, 10f) are coupled to each other via an extension point (24) in such a way that a common island grid (16) is formed.

Description

[0001] The invention relates to an electric charging infrastructure for charging at least one electrically powered or motorizable motor vehicle, comprising at least one charging network with a number of charging columns as charging points.

[0002] Electrically powered or driven motor vehicles, such as electric or hybrid vehicles, typically have an electric motor as their drive unit, which is connected to an internal vehicle electrical system for its power supply. Such electrical systems are usually powered by an energy storage device, for example, an electrochemical battery.

[0003] In this context, an electrochemical battery refers specifically to a so-called secondary battery of a motor vehicle, in which depleted chemical energy can be replenished by means of an electrical (re)charging process. Such vehicle or traction batteries are primarily designed as electrochemical accumulators, for example, as lithium-ion batteries. Here and in the following, "charging an electrically or electromechanically powered or propellable motor vehicle" refers specifically to the (re)charging of such a secondary (traction) energy storage device of the motor vehicle with electrical energy.

[0004] For example, charging a vehicle or its battery can be done wirelessly using an inductive charging device. With such a wireless or inductive charging device, a secondary coil on the vehicle side is brought within range of a primary coil located externally or on the device itself.

[0005] Charging a vehicle or its battery can also be done via a cable connected to an electrical supply point (charging point) or to the electrical grid. Charging points include, for example, charging stations or charging columns, which are used as electric vehicle charging points or power supply units. Typically, such charging stations have a charging interface with a charging cable, to which a charging plug is attached at the free end. This plug can be inserted into a corresponding charging socket on the vehicle and operated by a user via an associated control unit. For example, the charging interface is located on the front of the charging column, facing the street or the user, so that the user can easily position their vehicle.

[0006] Such charging stations or charging columns are typically connected to an electrical supply network, in particular a public low-voltage network. The charging column often incorporates power electronics for voltage conversion and / or voltage adjustment to adapt the supply network voltage to a desired charging voltage or voltage level.

[0007] These types of charging stations or charging points do not operate as a network. This means that each charging point or point draws power individually from the public grid and is therefore essentially self-sufficient or independent of the other charging points.

[0008] For the everyday usability of electric and hybrid vehicles in the context of e-mobility, it is desirable that their battery systems can be charged as easily and quickly as possible at all times. To ensure short charging times, fast-charging stations are needed, where the vehicle being charged is supplied with direct current (DC) at a charging power of 300 kW (kilowatts) or greater.

[0009] Such fast-charging stations therefore place comparatively high demands on the electrical infrastructure of the power grid, as, for example, a charging capacity of 100 kW corresponds to the electrical power consumption of a residential building with 65 units (see DIN 18015-1). This means that the grid's connection capacity would have to be increased by a factor of 1000% (1100 kW) to charge, for example, ten vehicles simultaneously. Such a power peak is to be expected particularly in the evening hours, after vehicle users have driven home from work. In many cities and residential areas, the current power grid infrastructure is not designed to meet such a demand, making it impossible to charge multiple vehicles simultaneously in a fast-charging operation. This negatively impacts the progress of e-mobility.

[0010] Furthermore, a particular problem in inner-city residential areas is that typically only a limited number of parking spaces are available for residents. Space-intensive charging stations further restrict the already limited parking space and surrounding sidewalks, meaning they cannot be installed everywhere. Charging stations or fast-charging stations are especially desirable in parking garages and rest areas, but the limited parking space and the high, and especially fluctuating, number of vehicles requiring charging make the use of typical charging stations on the public grid difficult.

[0011] German patent application DE 10 2017 113 842 A1 discloses a charging system for electric vehicles with a charging station to which an electric vehicle's traction battery can be connected via a charging cable. The charging station is connected to an electrical power supply network, which provides a defined electrical grid power, via an interposed power electronics unit. The charging system also includes an electrical storage device connected between the electrical power supply network and the charging station in such a way that it can be charged depending on the electrical grid power and discharged depending on the charging speed of the charging station.

[0012] WO 2019 / 201 688 A1 describes a charging infrastructure unit for at least partially electric vehicles, which includes one or more DC chargers for charging one or more vehicles. At least one of the one or more DC chargers can be supplied with energy via one or more supply connections.

[0013] From US patent 2012 / 0 044 843 A1, a method and a system are known in which several slave charging stations are connected to a master charging station that incorporates a single-point metering device or a "smart meter" of the utility company, which is required by the utility company for access to the power grid. The method describes the use of a large number of slave charging stations coupled to a single master charging station, for example, by means of a daisy chain.

[0014] DE 10 2017 210 616 A1 describes a method for operating an electrical energy supply device with a plurality of utility units, wherein each utility unit is configured to generate or temporarily store electrical energy, and wherein a control device is configured to control an energy exchange between the energy supply device on the one hand and at least one device coupled to the energy supply device on the other.

[0015] The invention is based on the objective of providing a particularly suitable charging infrastructure for charging at least one electrically powered or motorizable motor vehicle. In particular, a cost-effective charging infrastructure is to be realized which enables fast charging of several motor vehicles connected in parallel.

[0016] The problem is solved according to the invention by means of the features of claim 1. Advantageous embodiments and further developments are the subject of the dependent claims.

[0017] The charging infrastructure according to the invention is designed, suitable, and equipped for charging at least one electrically powered or motorizable vehicle, for example, an electric or hybrid vehicle. Here and in the following, charging infrastructure is understood to mean, in particular, an electrical infrastructure or an energy distribution network for the transmission and distribution of electricity or electrical energy or electrical power.

[0018] According to the invention, the charging infrastructure comprises at least one charging network with a number of charging columns or charging stations as charging points for motor vehicles. The charging columns of the charging network are interconnected by means of an island network. An island network is understood here to be, in particular, a separate and independent or self-sufficient electrical voltage network of the charging network, which is essentially independent of a public or external supply network.

[0019] The charging network, or its island grid, is connected or connectable to an external supply network, for example, a public low-voltage network, and / or to a local energy producer (energy supplier), such as a photovoltaic or wind power plant. The conjunction "and / or" here and in the following is to be understood as meaning that the features linked by this conjunction can be either shared or alternative to each other.

[0020] The charging network also includes at least one electrochemical battery storage system as an additional or auxiliary electrical energy storage system or as a buffer storage system.

[0021] This creates a particularly suitable charging infrastructure for charging at least one electrically powered or electric-powered vehicle. In particular, a charging infrastructure with fast-charging capability is thus feasible, since the charging stations of the charging network are connected to the DC microgrid buffered by at least one battery storage system.

[0022] Advantageously, each motor vehicle is charged at its assigned charging station using a DC charging process to ensure minimal charging losses. Therefore, in the following, an island network is understood to mean, in particular, a DC island network, i.e., an island network operated with direct current (DC). This means that the charging network of the charging infrastructure according to the invention is designed as an independent, buffer-supported DC fast-charging network for the at least one motor vehicle.

[0023] Since the charging network is essentially independent of the external power grid, the grid is not significantly burdened during charging or fast charging of the vehicle. The charging network is stabilized by the battery storage system during such fast charging. This makes it possible to deploy the charging infrastructure at virtually any parking space, particularly in inner-city residential areas. Specifically, this enables fast charging of vehicles in urban centers, apartment buildings, housing developments with limited parking, parking garages, supermarket parking lots, rest stops, and industrial parks.

[0024] Preferably, the charging network is intelligently designed, meaning that it includes a controller for managing and / or regulating its connection to the power grid. This allows, for example, a grid operator to control and / or regulate the charging infrastructure or the charging network. This enables the grid operator to throttle or reduce the charging network's power consumption during periods of high grid load. In this way, the charging network protects the charging infrastructure from grid overload across the entire area.

[0025] It is possible to prioritize charging processes in order to control and / or regulate the utilization of the entire charging infrastructure as well as the load on the power grid. Such control and / or regulation is based, for example, on a desired departure time for the vehicles, a desired battery charge level (state of charge) of the vehicles, the respective charging power of the vehicle, whether a vehicle has bidirectional charging capability, the current state of charge of the vehicle batteries, the remaining capacity of the charging network, the utilization of the charging network, the load on the power grid, and the output of connected local energy generators. Depending on one or more of the aforementioned parameters, it is therefore possible to charge vehicles precisely at a specific point or time without placing an excessive burden on the power grid.Furthermore, parallel (fast) charging of several vehicles simultaneously is possible without requiring any changes to the external supply network.

[0026] The charging network creates a self-contained, local DC microgrid, particularly for charging vehicles, which preferably has an interface to the public power grid. To reduce cable lengths, one charging station is preferably provided for each pair of adjacent parking spaces. The charging network can also be connected to decentralized energy generators, such as photovoltaic or solar thermal systems on department store roofs, and / or other local power generators, such as a wind turbine. This allows energy to be fed into the battery or buffer storage system independently of the public grid. In particular, when connected to a photovoltaic system, direct feed-in without an intermediate voltage converter is also conceivable, thus minimizing energy losses.

[0027] The charging network, for example, features a cooling or heating circuit for temperature control or thermal energy supply / dissipation of the charging stations, in addition to the DC microgrid. This circuit is connected to a heat exchanger and / or a district heating network. This allows for targeted temperature control of the charging stations during a charging process, enabling higher charging capacities.

[0028] Therefore, when using the charging infrastructure according to the invention, only local earthworks in the area of ​​the charging network are necessary. In particular, no changes to an existing supply network are required.

[0029] Furthermore, the charging infrastructure according to the invention enables so-called peak shaving with regard to power peaks occurring during the charging of the vehicle. For example, it is possible for the charging network to absorb energy from the supply network during the day and store it in the battery storage units, so that sufficient charging power is available in the evening when several vehicles are charging.

[0030] In an advantageous embodiment, the at least one battery storage unit of the charging network is modularly replaceable and / or expandable. In other words, the battery storage unit is interchangeable. To expand the battery storage unit, for example, another battery storage unit can be stacked with the first. This makes the charging infrastructure according to the invention particularly easy to expand flexibly and thus optimally and cost-effectively adaptable to the respective energy demand.

[0031] The at least one battery storage unit is designed, for example, as a mobile battery pack or battery pack module with a number of integrated battery modules or battery cells. The battery storage unit has, for example, a conventional power connection to the supply grid and is essentially located or can be located at any point within the charging network.

[0032] In particular, the battery or buffer capacity of the charging network can be flexibly adjusted. For example, the battery storage can be expanded if there is a temporary or permanent increase in demand for the charging network. This means that, for instance, more battery storage can be integrated into a charging network in areas with low AC grid connection capacity than in areas with higher connection capacity. This allows the charging network to be flexibly adapted to the respective grid.

[0033] The modular battery storage system is preferably designed to be as compact as possible, allowing it to be installed and set up decentrally at a location accessible to trucks, such as at a charging station. It is conceivable, for example, that the battery storage unit(s) could be buried underground, i.e., installed in a subsurface recess. This would prevent any adverse restrictions on available space for sidewalks or similar structures. Furthermore, the battery storage system would be visually inconspicuous and protected from external influences such as vandalism.

[0034] When replacing or changing the battery storage system, it is possible to replace only the affected battery unit. In particular, it is possible to replace an empty or depleted (i.e., discharged) battery storage system with, for example, a battery storage system that is charged decentrally. In this case, the battery storage system can be replaced during a charging or fast-charging process of a vehicle at one of the charging stations without needing to disconnect or detach the charging cable from the vehicle.

[0035] In a suitable further development, each charging station in the charging network has a charging capacity that is less than the capacity of the vehicle being charged, or rather, its battery. Such a vehicle, for example, has a capacity of approximately 30 kWh (kilowatt-hours). However, the charging network as a whole has a sufficiently high charging capacity for fast charging. This makes it possible to implement fast charging using the charging network while simultaneously using charging stations that are as cost-effective, simple, and compact as possible.

[0036] The higher overall capacity of the charging network is achieved through its independent and buffered island grid. This allows vehicles to draw energy from battery storage units located remotely from the charging station supplying the vehicle. This means that the charging network as a whole supplies the vehicle.

[0037] With regard to managing the charging network, it is conceivable that the vehicle to be charged would be registered at the charging station. This registration would occur, for example, upon arrival at the charging station. Alternatively, prior reservation and / or check-in would also be possible. It is also feasible to provide a self-learning charging station that is trained using a learning algorithm.

[0038] After registration, a desired departure time is set, which determines the charging duration. The most efficient charging and / or discharging method is then determined, taking into account the remaining capacity of the charging network. It is also possible to assign a (charging) priority to the vehicle, and this priority relative to other connected vehicles can be adjusted. This allows, for example, several vehicles to be charged consecutively using fast charging. This makes it possible to reliably and easily schedule the exchange or replacement of any battery storage unit(s). Furthermore, this avoids or at least reduces power peaks in the island grid when multiple vehicles are charging simultaneously. Additionally, a charging point blocked by a vehicle left parked after charging does not negatively affect the charging of other vehicles.

[0039] In a preferred embodiment, at least one battery storage unit is integrated or can be integrated into each charging station. In other words, the charging stations are equipped or can be equipped with a number of battery storage units. This means that the charging stations are modularly expandable and / or upgradeable with regard to battery storage. In particular, this makes it possible to increase the charging capacity of a charging station or the charging network. This allows for a space-saving and visually unobtrusive arrangement of the battery storage units, which also enables easy access for service work such as maintenance, repair, replacement, or expansion.

[0040] In one possible configuration, each charging station is equipped with a lighting module to generate ambient illumination. In other words, the charging stations in the charging network can be fitted with lighting modules for street lighting. This makes it possible, for example, to use the charging stations in addition to or as an alternative to existing street lighting. In particular, this allows the charging stations to blend more seamlessly into the existing streetscape. Furthermore, the operation of the charging stations in poor lighting conditions or darkness is significantly improved.

[0041] One aspect of the invention provides that the charging stations of the charging network are designed as a master-slave system. This means that a master charging station and at least one slave charging station, which is signal-linked and electrically connected, in particular in parallel, are provided in the charging network. This results in a particularly suitable charging network with regard to control and / or regulation. The master and slave charging stations thus enable hierarchical management of access to the charging power or the total capacity of the charging network or island grid.

[0042] The master charging station and at least one slave charging station are interconnected, for example, via a bus or signal line, thus establishing a communication link between the charging stations. The slave charging stations are relatively inexpensive to manufacture, allowing for the widespread installation of numerous slave charging stations. This means, for example, that residents in a densely populated area do not need to vacate their parking space after charging their vehicle to allow other drivers to charge. As a result, the charging infrastructure offers a high level of user convenience.

[0043] According to the invention, the master charging station has a first voltage converter as an interface between the island grid and the supply grid. In particular, an AC / DC converter is provided as the interface between the DC island grid and an AC supply grid. The master charging station also has a controller as the central control unit (central computer) of the associated charging network. This means that the master charging station implements the electrical interface between the charging network and the supply grid. Preferably, the master charging station is equipped with bidirectional current flow, so that the charging network can draw energy from or supply it to the supply grid as needed.

[0044] Slave charging stations are significantly more cost-effective than master charging stations and essentially only include the necessary components for charging, such as a charging cable, an electricity meter, and a display. This allows for a particularly compact design, enabling easy integration into existing parking spaces. Furthermore, slave charging stations blend seamlessly into the existing streetscape. In one possible configuration, the slave charging stations feature an integrated second voltage converter, specifically a DC / DC converter, for adjusting the charging current for the vehicle. This ensures flexible and reliable charging of the vehicle.

[0045] In a suitable configuration, the island grid has an operating voltage greater than 300 V (volts), particularly greater than 320 V, preferably between 400 V and 1000 V. The operating voltage is, in particular, a direct current (DC) voltage, meaning that the island grid is designed as a high-voltage direct current (HV DC) network. The lines of the island system are, for example, single-core or multi-core. Due to the high DC voltage, the lines of the island system have particularly small cross-sectional areas, which advantageously reduces the costs for the island system and thus the charging infrastructure. Furthermore, such high voltages enable particularly low power losses at the first and second voltage converters, thus improving the energy efficiency of the charging network.

[0046] According to the invention, the charging infrastructure comprises at least two coupled charging networks. These charging networks are coupled or connected to each other via an expansion point or expansion node in such a way that a shared island network is formed between them. This means that the charging infrastructure can be expanded modularly with additional charging networks via the expansion points. This allows, for example, a simple modular expansion of the charging infrastructure to neighboring streets in a residential area or to adjacent parking decks in a parking garage.

[0047] This makes it possible to implement a particularly large-scale fast-charging network for motor vehicles in a simple and cost-effective manner. Furthermore, linking multiple charging networks improves the efficiency of the charging infrastructure, as the load distribution is spread over a larger area. Additionally, the overall capacity is increased by the shared microgrid for each linked charging network, so that as the size or scope of the charging infrastructure increases, the individual charging stations within the networks become increasingly simpler and more cost-effective to implement. This enables particularly practical and flexible scaling of the charging infrastructure.

[0048] In particular, this enables the implementation of a combination of multiple master-slave charging networks. This means the power grid is not only connected to charging infrastructure at specific points, but at various locations. This results in improved load distribution within the power grid.

[0049] Exemplary embodiments of the invention are explained in more detail below with reference to a drawing. The drawing shows simplified and schematic representations of: Fig. 1. Top view showing a section of a street with charging infrastructure in a first, non-inventive embodiment. Fig. 2 a charging infrastructure in a second, non-inventive embodiment with two charging networks and two battery storage units, Fig. 3 a charging infrastructure in a third, non-inventive, embodiment with two charging networks, two battery storage units and a heat exchanger, Fig. 4, Fig. 5 to Fig. 6. In different expansion stages, a charging infrastructure in a fourth, non-inventive, embodiment, Fig. 7 a charging infrastructure in a fifth embodiment according to the invention, comprising a master charging station and three coupled slave charging stations, and Fig. 8, Fig. 9 to Fig. 10 in different expansion stages a charging infrastructure in a sixth, inventive, embodiment.

[0050] Corresponding parts and sizes are always marked with the same reference symbols in all figures.

[0051] In the Fig. Figure 1 shows a section of a street 2 with a parking lot 4, the parking lot having twenty-five (25) perpendicular parking spaces 4a along one side of the street and fourteen (14) parallel parking spaces 4b along the opposite side of the street, which are only provided with reference signs as examples.

[0052] Parking space 4 is equipped with charging infrastructure 6 for charging parked motor vehicles 8. The motor vehicles 8 are, in particular, electrically powered or electrically powered vehicles, for example, electric or hybrid vehicles. Fig. 1 Eleven (11) motor vehicles 8 are shown as examples, the motor vehicles 8 being provided with reference numerals only as examples.

[0053] The charging infrastructure 6 comprises a charging network 10 with two battery storage units 12 and eighteen (18) charging stations 14, each positioned such that two adjacent parking spaces 4a, 4b can be supplied by one charging station 14. The charging stations 14 and the battery storage units 12 of the charging network 10 are electrically coupled to each other by means of an island grid 16. The island grid 16 is designed as a DC grid, in particular as a high-voltage DC grid, for example with an operating voltage greater than 300 V. The island grid 16 has a voltage greater than 320 V, preferably between 400 V and 1000 V. The lines of the island system 16 are, for example, single-core or multi-core.

[0054] The charging stations 14 are electrically connected in parallel to each other to the island grid 16. In other words, the charging network 10 has a parallel connection of a number of charging stations 14.

[0055] The island grid 16 is a separate and independent or self-sufficient electrical voltage network of the charging network 10. The charging network 10 or the island grid 16 is connected to an external supply network 18 ( Fig. 4), for example, connected to an AC power grid, in particular to a public 230 V AC low-voltage grid. In this embodiment, one of the battery storage units 12 is designed as an interface between the charging network 10 and the supply network 18. The battery storage unit 12 has connecting cables 20 as a power connection for electrical connection to the charging network 10 and to the supply network 18.

[0056] The battery storage units 12, which are primarily electrochemical, are connected to the charging system 10 as auxiliary or supplementary electrical energy storage units or as buffer storage units. Preferably, the battery storage units 12 of the charging system 10 are designed to be modularly interchangeable and / or expandable. In the illustrated embodiment, the battery storage units 12 are configured as battery pack modules, each comprising a number of interconnected or linked battery modules 22. For example, the battery storage unit 12 serving as the interface between the charging system 10 and the power supply network 18 has six battery modules 22, and the other battery storage unit 12 has two battery modules 22.

[0057] The charging stations 14 of the charging network 10 have a charging capacity that is less than the capacity of the respective vehicle 8 being charged, or rather, its vehicle battery. However, the charging network 10 as a whole has a sufficiently high charging capacity to charge the vehicles 8, including fast charging. The higher overall capacity of the charging network 10 is achieved through the independent and buffered island grid 16. This makes it possible for vehicles 8 to draw energy from the battery storage units 12, which are located some distance from the charging station 14 supplying the vehicle 8, during (fast) charging. This means that the charging network 10 as a whole charges the vehicles 8.

[0058] In the Fig. Figure 2 shows a charging infrastructure 6 in which two charging networks 10a and 10b are coupled via an extension point 24. The charging networks 10a and 10b are coupled or connected to each other via the extension point 24 in such a way that their associated island networks 16a and 16b form a common island network. In the representation of the Fig. Figure 2 shows charging network 10a with two battery storage units 12 connected or connectable to the supply network 18 and ten charging stations 14. Charging network 10b is shown here in part with only two charging stations 14.

[0059] The in Fig. The charging infrastructure 6 shown in Figure 3 has two charging networks 10a and 10b connected via an extension point 24. Charging networks 10a and 10b have at least a section of a heating / cooling circuit 26 for temperature control of the charging stations 14. The circuit 26 is connected to a heat exchanger 28 or to a district heating network. This enables targeted temperature control of the charging stations 14 during a charging process, thus allowing for higher charging capacities. The battery storage units 12 of charging network 10a are not connected to a supply network 18.

[0060] In the Fig. 4, Fig. 5 to Fig. Figure 6 shows several expansion stages of the charging infrastructure in the course of building a large-scale HV-DC fast charging network. Fig. 4, Fig. 5 to Fig. Figure 6 shows a schematic and simplified map of an inner-city residential area.

[0061] In the Fig. In the first expansion stage of the charging infrastructure shown in Figure 4, three independent charging networks 10a, 10b and 10c are planned in the residential area. Each charging network 10a, 10b, 10c has a battery storage system 12. The battery storage system 12 of charging network 10a is connected to a public power grid 18.

[0062] In the second expansion phase, which takes place in the Fig. As shown in Figure 5, three further charging networks 10d, 10e, 10f are installed in the residential area. Charging network 10c is further branched along a street, with charging networks 10a and 10d being coupled via an extension point 24.

[0063] The Fig. Figure 6 shows an essentially fully developed third expansion stage of the charging infrastructure 6, in which the charging networks 10a to 10f are connected via further, unspecified charging networks to form a large-scale common island grid 16. Charging network 10f is connected to a decentralized energy generator 30 in the form of a wind turbine.

[0064] In the Fig. Figure 7 shows an embodiment of a charging network 10 according to the invention. In this embodiment, the battery storage units 12 or battery modules 22 are integrated into the charging stations 14. In other words, the charging stations 14 are equipped or can be equipped with a number of battery storage units 12. The charging stations 14 of the charging network 10 are designed as a master-slave system with a master charging station 32 and three slave charging stations 34 that are signal-connected and, in particular, electrically connected in parallel.

[0065] The master charging station 32 and the slave charging stations 34 are, for example, coupled by means of a bus or signal line not shown in detail, so that a communication connection is realized between the charging stations 14.

[0066] The master charging station 32 has a voltage converter 36 as an interface between the island grid 16 and the supply grid 18, which can be connected to the supply grid by means of a connection cable 20. The voltage converter 36 is designed as an AC / DC converter. Two battery modules 22 are integrated into the master charging station 32 as battery storage 12. The master charging station 32 also has a controller 38 as the central control unit (central computer) of the charging network 10.

[0067] An intelligent charging network is formed by the controller 38 of the master charging station 32. The operation of the charging network 10, or the operation of the charging stations 14, is controlled and / or regulated by the controller 38. For example, a network operator of the supply network 18 can control and / or regulate the charging infrastructure 6, or the charging network 10, with regard to its power consumption.

[0068] The slave charging stations 34 are designed to be particularly cost-effective compared to the master charging station 32. In the illustrated embodiment, three battery modules 22 are integrated into one slave charging station 34 as battery storage 12, and two battery modules 22 are integrated into another slave charging station 34 as battery storage 12, with one of the slave charging stations 34 not having an integrated battery storage 12. The slave charging stations 34 are equipped, for example, with an integrated voltage converter 40, in particular a DC / DC converter, for setting a charging current for the motor vehicle 8.

[0069] In the Fig. 8, Fig. 9 to Fig. 10 is analogous to the representations of the Fig. 4, Fig. 5 to Fig. 6 several expansion stages of the charging infrastructure 6 for a charging infrastructure 6 with several master-slave systems of the charging networks 10a to 10f shown.

[0070] The claimed invention is not limited to the embodiments described above. Rather, other variants of the invention can also be derived by a person skilled in the art within the scope of the disclosed claims without departing from the subject matter of the claimed invention. In particular, all individual features described in connection with the various embodiments can also be combined in other ways within the scope of the disclosed claims without departing from the subject matter of the claimed invention.

[0071] For example, it is conceivable that one or more charging stations 14 of a charging network 10 are equipped with a lamp module to generate ambient lighting. Reference symbol list 2nd Street 4 parking spaces 4a Cross parking space 4b Longitudinal parking space 6 Charging infrastructure 8 Motor vehicle 10, 10a-10f charging network 14 charging stations 16, 16a-16f Island network 18 Supply network 20 connection cables 22 Battery module 24 expansion points 26 Circulation 28 heat exchangers 30 energy producers 32 Master charging stations 34 slave charging stations 36 voltage converters 38 controllers 40 voltage converters

Claims

Charging infrastructure (6) for charging at least one electrically powered or motorizable motor vehicle (8), comprising at least one charging network (10, 10a, 10b, 10c, 10d, 10e, 10f) with a number of charging stations (14) as charging points, wherein the charging stations (14) are interconnected by means of an island network (16, 16a, 16b, 16c, 16d, 16e, 16f), wherein the island network (16, 16a, 16b, 16c, 16d, 16e, 16f) is connected or connectable to an external supply network (18) and / or an energy generator (30), wherein the charging network (10, 10a, 10b, 10c, 10d, 10e, 10f) includes at least one battery storage system (12) as an electrical storage device. has buffer storage,- wherein the charging stations (14) of the charging network (10, 10a, 10b, 10c, 10d, 10e, 10f) are designed as a master charging station (32) and at least one slave charging station (34) coupled to it in terms of signal technology,- wherein the master charging station (32) has a first voltage converter (36) as an interface between the island network (16, 16a, 16b, 16c, 16d, 16e,16f) and the supply network (18), as well as a controller (38) as the central control unit of the associated charging network (10, 10a, 10b, 10c, 10d, 10e, 10f), characterized in that at least two charging networks (10, 10a, 10b, 10c, 10d, 10e, 10f) are coupled to each other via an extension point (24) in such a way that a common island network (16) is formed. Charging infrastructure (6) according to claim 1, characterized in that the at least one battery storage unit (12) of the charging network (10, 10a, 10b, 10c, 10d, 10e, 10f) is modularly interchangeable and / or expandable. Charging infrastructure (6) according to claim 1 or 2, characterized in that the or each charging station (14) has a charging capacity which is less than that of the motor vehicle (8) to be charged. Charging infrastructure (6) according to one of claims 1 to 3, characterized in that at least one battery storage unit (12) is integrated or can be integrated into the or each charging station (14). Charging infrastructure (6) according to one of claims 1 to 4, characterized in that the or each charging station (14) is provided with a lamp module for generating ambient lighting. Charging infrastructure (6) according to one of claims 1 to 5, characterized in that the slave charging station (34) has an integrated second voltage converter (40) for setting a charging current for the motor vehicle (8). Charging infrastructure (6) according to one of claims 1 to 6, characterized in that the island network (16, 16a, 16b, 16c, 16d, 16e, 16f) has an operating voltage greater than 300 V.

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