Method for matching an electrical power supply to an electrical power demand in an electrical network and a control device

Abstract

In a method for adapting the supply of electrical power to the demand in an electrical network, where an electric vehicle charging station is operated, a control device of the electrical network determines a vehicle-specific charging plan when the electric vehicle is connected to the charging station. This plan is based on a target charge level and a predicted or predetermined departure time for the electric vehicle. Furthermore, the electrical power demand present in the electrical network is determined based on this vehicle-specific charging plan.Furthermore, an electrical power supply independent of the electrically powered vehicle is determined in the electrical network, whereupon a balancing measure is determined depending on the vehicle-specific charging plan, the electrical power supply and the electrical power demand, whereby the balancing measure aligns the electrical power supply with the electrical power demand in the electrical network.

Description

The invention relates to a method for adapting an electrical power supply to an electrical power demand in an electrical network and to a corresponding control device.In order to cover the energy requirement within an electrical network as a result of the increasing electrification, it is necessary to rely on renewable energy sources which feed additional electrical power into the network. To still compensate for short term power shortages or power excesses within an electrical network, electricity is traded on the electricity market. Depending on the supply and demand, the prices for electricity on the electricity market vary significantly during the course of the day.In order to make the supply or generation of energy and the power demand or the consumption of energy in an electrical network consistent, flexibility is required on the supply and demand side. Electrical energy stores, as used in electrically driven motor vehicles, are capable of providing the required flexibility of energy in that a typical point in time for the arrival and for the departure from an electrical charging station can be predicted or predefined in each case via user profiles and the electrically driven motor vehicle can absorb electrical energy or optionally also emit electrical energy between these two points in time.The object on which the invention is based is to specify a method for adapting an electrical power supply to an electrical power demand in an electrical network and a corresponding control device.The object is achieved by the subject matter of the independent claims. Advantageous embodiments are characterized in the dependent claims.According to a first aspect, the invention relates to a method for adapting an electrical power supply to an electrical power demand in an electrical network. An electrical charging station for coupling an electrically driven motor vehicle is operated on the electrical network. In the method, during a charging process of the electrically driven motor vehicle, a vehicle-specific charging plan is determined by a control device of the electrical network as a function of a target charge level and a predicted or predefined departure time for the electrically driven motor vehicle. Furthermore, an electrical power requirement present in the electrical network is determined as a function of the vehicle-specific charging plan. In addition, an electrical power supply in the electrical network that is independent of the electrically driven motor vehicle is determined. Furthermore, a compensation measure is determined as a function of the vehicle-specific charging plan, the electrical power supply and the electrical power demand, wherein the electrical power supply is matched to the electrical power demand by the compensation measure.As a result of the coupling process of the electrically driven motor vehicle to the electrical charging station, a coupling time and a starting state of charge of the electrically driven motor vehicle or of the electrical energy store of the electrically driven motor vehicle are known. The target charge level is specified, for example, by the vehicle user. A departure time is predefined, for example, by the vehicle user or read out by a vehicle user profile and is equalized, for example, in time with a decoupling process of the electrically driven motor vehicle at the electrical charging station.The electrical power supply is the electrical power available in the electrical network. The electrical power within an electrical network is composed, for example, of a supply power by at least one power plant in the electrical network and of a control power. The control power is purchased, for example, from an electricity market in order to ensure the equilibrium between the generated electric power supply from the at least one power station of the electric network and the electric power requirement in the electric network and in order to ensure a stable supply.The electrical power requirement is in particular the sum of the electrical power required by all consumers operated in the electrical network for their intended, unrestricted operation.If a motor vehicle is coupled to an electrical charging station and the charging process or charging operation for the electrical energy store of the motor vehicle is started, the electrical power demand is thereby increased by the charging power of the electrically driven motor vehicle. If the electrical power demand thereby exceeds the electrical power supply in the electrical network, this can lead to the need for the relatively expensive control power in an electrical network, for example a public power grid, which compensates or increases the lack of electrical power supply in order to prevent a drop in a supply voltage and / or restrictions on the operation of another load.After a compensation measure has been determined as a function of the vehicle-specific charging plan, the electrical power supply and the electrical power demand, the compensation measure can be carried out. For example, the balancing action may be performed by an energy market provider. Because the compensation measure is determined and carried out as a function of the vehicle-specific charging plan, the electrical power supply and the electrical power demand, the electrical network can be prepared for the additional electrical load of the charging process during the charging period of the motor vehicle. The compensation measure can be used to adapt the electrical power supply to the electrical power demand accordingly.Furthermore, the charging process of the motor vehicle can be planned by the compensation measure name in such a way that a response is made to a power shortage or a power surplus within the electrical network. For example, in the case of an electrical power demand greater than the electrical power supply in the electrical network, electrical power can be increased or, in the case of an electrical power supply greater than an electrical power demand, electrical energy can be output. For example, a missing electrical power of the electrical network may be purchased via the electricity market. In addition, for example, depending on the vehicle-specific charging plan and the load on the electrical network, the charging process of the motor vehicle can be planned in such a way that the charging process is started only when the electrical power supply in the network is sufficient to handle the additional power load by the charging process without the reference to control power or the target charge level is otherwise not reached. Furthermore, the method indicated advantageously enables energy costs to be reduced, since it is avoided to buy expensive control power. Furthermore, the compensation measure makes it possible to offer excess electrical power in the electrical network in the electricity market as control power for another network and, if appropriate, to achieve a gain in trading.According to at least one specific embodiment of the method, the vehicle-specific charging plan includes at least two charging strategies as a function of a charging power in order to reach the target state of charge at the predicted or predefined departure time. As a result, it is possible, for example, to determine when the charging process of the motor vehicle has to be started as a function of the charging state in order to reach the target charging state at the predicted or predefined departure time.By determining when the charging process of the motor vehicle has to be started in order to reach the target charge level at the predicted or predefined departure time, the electrical power requirement of the charging process can be regulated. In an advantageous manner, the charging process and thus the charging requirement can thus be adapted in time to the electrical power supply in the electrical network. For example, the charging process of the motor vehicle can be started as soon as the motor vehicle is coupled to the electrical charging station, or the motor vehicle is charged only at the end of the planned rise, so that the target charging level is reached at the predicted or predefined departure time.The at least two charging strategies can be used to regulate the electrical power requirement of the charging process as a function of the charging power in the vehicle-specific charging plan. In an advantageous manner, the charging process and thus the charging requirement can thus be adapted in time to the electrical power supply in the electrical network. For example, the charging process of the motor vehicle can be started immediately after the coupling of the motor vehicle to the electrical charging station if the electrical power supply is greater than the electrical power demand in the electrical network. If the electric power supply at the time of the coupling of the motor vehicle to the electric charging station is less than the charging demand, the charging process can be started, for example, with a time delay, on condition that the motor vehicle has reached the target charging level at the end of the predicted or predefined departure time. For example, in the determination of the required charging time of the motor vehicle to the target charging level, charging powers of normal charging and rapid charging are taken into account in the charging plan.According to at least one embodiment of the method, the electrical power requirement is determined as a sum of requested electrical power of the electrical charging station and at least one further consumer operated on the electrical network.For example, the electrical power requirement in the electrical network is ascertained collected by the electrical charging station and by any other consumer in the electrical network. In this case, it is determined, for example, how much electrical power is requested or removed from the electrical network by the electrical charging station and all further consumers. By starting a charging process of a motor vehicle at an electrical charging station, the electrical power requirement in the electrical network correspondingly increases by the charging power provided for the motor vehicle by the electrical charging station.According to at least one embodiment of the method, the electrical power supply is determined as a sum of an electrical power output of at least one power plant of the electrical network and / or purchased electrical power.In the context of the invention, a "power plant" is to be understood as an electric power source. It can be provided as a power plant, for example a coal power plant and / or a nuclear power plant and / or a combined cycle heating plant. At least one hydroelectric power plant and / or at least one photovoltaic plant and / or at least one wind power plant can also be provided as the power plant. In this context, a "power plant" is also to be understood as an energy store, i.e. an electrical energy store or a pumped storage power plant can be provided. A possible power plant in the sense of a power source can also be a motor vehicle which does not draw charging power at an electrical charging station, but rather feeds electrical power into the electrical network. Purchased electric power is such power purchased from an electric network of another electric provider via an electricity market.According to at least one embodiment of the method, a future electrical power supply in the electrical network that is independent of the electrically driven motor vehicle is determined and the compensation measure is determined as a function of the future electrical power supply.A coal power plant and / or a nuclear power plant and / or a combined cycle heating plant have the advantage that a planned electrical power output is available, since this type of power plant can be switched. In the case of a photovoltaic system and / or a wind power plant, the future electrical power supply can only be predicted, since the power output is dependent on environmental conditions, for example. For example, a weather forecast is used as the basis for predicting the electrical power output of photovoltaic installations and / or wind power plants. For example, a probability of a sunny license and / or a wind speed can thus be taken into account in order to determine how much electrical power a photovoltaic installation (depending on the sunny license) and / or a wind power plant (depending on the wind force) will have available or will generate.The future electrical power output in the electrical network can thus be advantageously estimated. For example, a purchase of control power can be avoided if it can be predicted that additional power is provided to the electrical network by at least one power plant in the immediate future. The condition set forth above is always that the motor vehicle can be loaded to the target load level at the predicted or predefined departure time.For example, the compensation measure is carried out after the compensation measure has been determined as a function of the future electrical power supply. For example, the balancing action is performed by an energy market provider.According to at least one embodiment of the method, the compensation measure comprises putting a power plant into operation and / or adapting a power schedule of at least one power plant in operation and / or obtaining or offering electrical power on an electricity market and / or throttling a respective electrical power consumption of at least one other load operated on the electrical network and transmitting charging instructions to the vehicle-specific charging schedule.The compensation measure allows the electrical power supply to be matched to the electrical power demand. For example, before the start of the charging process, a reaction time of the power plant can be taken into account by, for example, adapting the power schedule. For example, assuming that the motor vehicle reaches the target charge level of the motor vehicle at the predicted or predefined departure time, the start of the charging process can be delayed until a power plant is put into operation and / or a power schedule of at least one power plant in operation is adapted and / or electrical power is obtained on an electricity market and / or a respective electrical power consumption of at least one other load operated on the electrical network is throttled.According to at least one embodiment of the method, the compensation measure comprises the fact that electrical energy is transmitted from another motor vehicle into the motor vehicle to be charged.The charging process of the motor vehicle is thus advantageously carried out at least partially in a power-neutral manner with respect to the electrical network, since no power plant itself has to apply additional power in the electrical network. For example, the motor vehicle from which the electrical energy is recharged can be charged and discharged bidirectionally.According to at least one embodiment of the method, the electrical power requirement is determined as a function of a capacitor pool, wherein the capacitor pool is representative of a capacitor which is determined as a function of a multiplicity of electrically driven motor vehicles and the respective vehicle-specific charging plans.The capacity that each motor vehicle feeds into the capacity pool is determined in this case as a function of the energy stores of the respective motor vehicles and an adjustable minimum capacity value of the respective motor vehicles, wherein the minimum capacity value is representative of the at least remaining capacity in the energy store of the respective motor vehicle. The collected capacity within the capacity pool results, for example, from a sum of all capacities fed in by the motor vehicles participating in the capacity pool.The capacitor pool enables efficient determination of the electrical power requirement as a function of a multiplicity of electrically driven motor vehicles and the respective vehicle-specific charging plans. The capacity pool represents a total capacity which results from an aggregation of all participating motor vehicles currently coupled to an electrical charging station. Furthermore, by means of the combination to form a capacitor pool, the compensation measure can be carried out with respect to an increased electrical power requirement of a multiplicity of motor vehicles.Advantageously, the capacitor pool allows a more accurate prediction force on the electrical power requirement and provides optimized resource utilization with respect to the electrical power supply within the electrical network. The balancing measure can be selected, for example, with respect to a plurality of motor vehicles and it can be ensured that the electrical power supply is matched to the electrical power demand by the balancing measure in such a way that all motor vehicles located in the capacitor pool can be charged without producing load peaks or a power shortage in the electrical network.Furthermore, by integrating the motor vehicles to form a capacitor pool during the respective charging processes, the vehicle-specific charging plans of all motor vehicles participating in the capacitor pool can be taken into account, as a result of which the electrical power supply within the electrical network can be optimally divided between the charging processes of the motor vehicles. As a result, it can be optionally avoided that the electrical power requirement exceeds the electrical power supply in the electrical network. For example, it can be ensured that not all motor vehicles participating in the capacitor pool are charged simultaneously, whereby electrical load peaks within the electrical network can be avoided.According to at least one embodiment of the method, the compensation measure is not carried out until a predefined minimum capacity value of the capacity pool is reached, which is representative of a lower threshold value of the capacity within the capacity pool.The minimum capacity value of the capacity pool can ensure that the compensation measure is only carried out if, due to motor vehicles taking part sufficiently in the capacity pool in the electrical network, the power demand would exceed the power supply over a predefined period of time and, for example, a predefined number of consumers or motor vehicles are affected by the power shortage. The electrical power supply is thus advantageously used optimally and resources with respect to the electrical power supply are saved.According to a second aspect, the invention relates to a control device for adapting an electrical power supply to an electrical power demand in an electrical network. The control device is designed to carry out the method described here. All features of the embodiment disclosed in connection with the method are therefore also disclosed in connection with the control device and vice versa.Exemplary embodiments of the invention are explained in more detail below with reference to the schematic drawings.The following are shown: FIG. 1 shows a flow diagram of a program for adapting an electrical power supply to an electrical power demand in an electrical network; FIG. 2 shows an exemplary price profile in the Intraday electricity market; and FIG. 3 shows exemplary charging profiles of motor vehicles as a function of the day profile.Elements of the same construction or function are provided with the same reference numerals across the figures.FIG. 1 shows a flow diagram of a program for adapting an electrical power supply to an electrical power demand in an electrical network.A control device 50 is designed to process the program. For this purpose, the control device 50 has, in particular, a computing unit, a program and data memory, and, for example, one or more communication interfaces. The program and data memory and / or the computing unit and / or the communication interfaces can be formed in one structural unit and / or distributed over a plurality of structural units.The control device 50 may also be referred to as a device for adapting an electrical power supply to an electrical power demand in an electrical network.For this purpose, the program is stored in particular on the program and data memory of the control device 50.The program is started in a step S 1, in which variables can be initialized if necessary.An electrically driven motor vehicle is, for example, in a state coupled to an electrical charging station. The electrical charging station is, for example, a wallbox.In a step S 3, a vehicle-specific charging plan is determined as a function of a target charge level and a predicted or predefined departure time for the electrically driven motor vehicle. For example, the target charge level and / or the departure time can be predefined manually by the vehicle user before the coupling of the motor vehicle to the electrical charging station or can be read out by a typical user profile. For example, the vehicle-specific charging plan comprises a plurality of charging strategies as a function of a charging power in order to reach the target charge level at the predicted or predefined departure time.In a step S 5, an electrical power requirement present in the electrical network is determined as a function of the vehicle-specific charging plan. The electrical power requirement of the electrical network is determined, for example, as a sum of requested electrical power of the electrical charging station and all further electrical consumers of the electrical network.In a step S 7, an electrical power supply in the electrical network that is independent of the electrically driven motor vehicle is determined. The electrical power supply of the electrical network is determined, for example, as a sum of an electrical power output of a coal power plant and of a wind power plant, wherein the two power plants are located within the electrical network.In a step S 9, a compensation measure is determined as a function of the vehicle-specific charging plan, the electrical power supply and the electrical power demand, whereby the electrical power supply is matched to the electrical power demand in the electrical network. The balancing action is performed, for example, by an energy market provider. The compensation measure determined is transmitted to the energy market provider, for example, via a cloud solution.The compensation measure comprises, for example, a power plant being put into operation and / or a power schedule of at least one power plant being in operation being adapted and / or electrical power being obtained or offered on an electricity market and / or a respective electrical power consumption of at least one other load operated on the electrical network being throttled. Furthermore, for example, charging instructions are transmitted to the vehicle-specific charging plan on the basis of the ascertained compensating measure.For example, the compensation measure brings a power plant into operation and adjusts a power schedule of a power plant within the electrical network in such a way that the power output of the power plant is increased if the electrical power demand within the electrical network is greater than the electrical power supply. Alternatively or additionally, if the electrical power demand is greater than the electrical power supply, electrical power is obtained from an electricity market and / or an electrical power consumption of another load operated in the electrical network is throttled. For example, the start of the charging process can be delayed after the coupling of the motor vehicle to the electrical charging station if the electrical power demand is greater than the electrical power supply in the electrical network.If the electrical power supply in the electrical network is greater than the electrical power demand, a power schedule of a power plant within the electrical network is adjusted by the balancing measure, for example, in such a way that the power output of the power plant is reduced. Alternatively or additionally, if the electrical power supply is greater than the electrical power demand, the excess power of the electrical network is offered for sale on a power market. By selling, depending on the current market price, a trade gain, for example, can be achieved. For example, energy stores coupled to the electrical network, for example energy stores of motor vehicles, which are coupled to the electrical charging station, can be fully charged and used as an energetic intermediate store in the electrical network if no trade gain in the electricity market can be achieved on account of the market prices.As soon as the electrical power supply is matched to the electrical power demand in the electrical network, the adaptation is ended in a step S 11 and can optionally be restarted again.FIG. 2 shows an exemplary price profile on an Intraday electricity market. The price profile in the electricity market is given as a function of the profile of a day. From the graph it is apparent that the electricity market is traded at different prices at different times within a day. The example shows a typical price profile with two price peaks at the times t 2 and t 4, which typically occur approximately in the morning at 8:00 and in the evening at 20:00. According to FIG. 2, at the times t 2 and t 4 the electricity is traded at a price P 3 in the electricity market, wherein P 3 corresponds, for example, to a price of 250 euros per megawatts ( / MWh). The graph of FIG. 2 furthermore shows that between the two price peaks and in the night hours, typically the electricity is traded at a lower price in the electricity market, wherein at the time t 1 the electricity is traded at a lowest price P 1 which typically corresponds at 2:00 am to a price of, for example, 100 modifier / MWh. The times t 0 and t 5 correspond to 0:00 and 24 o'clock, respectively, in this example.For example, the price profile in the electricity market is taken into account in the compensation measure. For example, the compensation measure tends to buy a control power for the electrical network at times of a low price of electricity in the electricity market, and at times of a high price of electricity, a compensation measure is carried out independently of the electricity market to increase the power supply. Furthermore, for example, in the case of a compensation measure, a power supply can be carried out in dependence on the price of electricity in the electricity market. For example, the balance name may offer electrical power to the electric market when the price of electricity is high, or alternatively, energy stores in the network may be used as buffers for electrical power when the price of electricity to the electric market is low.FIG. 3 shows exemplary charging profiles of three vehicle-specific charging plans of motor vehicles as a function of the day profile. FIG. 3 shows three exemplary charging scenarios which take into account the electrical power supply and the electrical power demand in the electrical network. The beginning of the graph marked with the circle represents the coupling process of the motor vehicle to the electrical charging station, and the end of the graph marked with the square represents the decoupling process of the motor vehicle from the electrical charging station. The electrical power requirement within an electrical network correlates, for example, with the price profile in the electricity market from FIG. 2 Accordingly, it is to be assumed that the power requirement in the electrical network is the greatest at the times t 2 and t 4 and possibly exceeds the electrical power supply.In a first example of FIG. 3, a motor vehicle is coupled to the electrical charging station at the time t 0 in a first scenario on the basis of graph ( 1). By correlating the electrical power requirement with the price of the current in the electricity market, it can be concluded with the aid of FIG. 2 that at the time t 0 the electrical power requirement in the electrical network is lower than the electrical power supply and the charging process can thus be started with the coupling of the motor vehicle to the electrical charging station. At the time of coupling, the charge level of the energy store in the motor vehicle is at SOC 1, wherein SOC 1 corresponds, for example, to a charge level of 20%. The charge level SOC 3 corresponds to the target charge level, for example. In order to reach the target charge level SOC 3 the motor vehicle is charged linearly up to the target charge level in the first example.In a second example of FIG. 3, a motor vehicle is coupled to an electrical charging station at the time t 2 on a second scenario on the basis of graph ( 2). By correlating the electrical power requirement with the price of the current in the electricity market, it can be concluded with the aid of FIG. 2 that at the time t 2 the electrical power requirement in the electrical network is higher than the electrical power supply and the charging process is therefore not started at the time t 2. In the second scenario, the charging process of the motor vehicle is started only when the electrical power demand in the electrical network has decreased. For example, the charging process is started when the electrical power supply is greater than the electrical power demand in the electrical network or the charging process of the motor vehicle has to be started in order to achieve the target charge level of SOC 3 specified by the vehicle user until the predicted or specified departure time. For example, the SOC 3 corresponds to a charge level of 80%. For example, in the case that the electrical power demand in the electrical network is greater than the electrical power supply, but the charging process has to be started in order to achieve the predefined target charge level at the departure time, the electrical power supply is made up by a purchase of electrical power in the electricity market.In a third example of FIG. 3, a motor vehicle is coupled to the electrical charging station at a charge level of SOC 2 on the basis of graph ( 3) in a third scenario. In this scenario, too, a charge level of SOC 3 is predefined as the target charge level, for example. In the third scenario, the motor vehicle is charged immediately after coupling to the electrical charging station. Since the departure time can be reached without problems and the electrical power supply in the electrical network is greater than the electrical power demand, the motor vehicle is charged in the third scenario up to a charge level of SOC 4 which corresponds, for example, to a charge level of 100%. In the third scenario, the energy store of the motor vehicle serves as a buffer store for electrical power which is fed back into the electrical network at time t 4 for example, if the electrical power requirement at time t 4 is greater than the electrical power supply in the electrical network or the electrical power can be supplied to a power market in order to achieve a gain in commerce. For example, electrical power is fed back from the motor vehicle into the electrical network or offered on the electricity market just until a minimum capacity value of the motor vehicle specified by the vehicle user is reached, which is representative of the at least remaining capacity in the energy store of the motor vehicle. In order to ensure that the predefined target charge level is reached at the departure time, the motor vehicle, after it has emitted electrical power, is recharged again if the electrical power supply in the electrical network is greater than the electrical power requirement or the charging process has to be started in order to reach the target charge level at the departure time.Advantageously, the method can be used, using the example of the third scenario, to output electrical power from the motor vehicle, to ensure that no expensive control power has to be purchased in the electricity market or to achieve a gain in trade in the electricity market by discharging electrical power. As a result, energy costs can be saved or reduced or, if appropriate, a gain in trade can be achieved which is, for example, partly dumped into the respective motor vehicle.Whether a motor vehicle is charged at the time of coupling to the electrical charging station or at a later time is regulated by the compensation measure, which is ascertained as a function of the vehicle-specific charging plan, the electrical power supply and the electrical power demand.For example, all motor vehicles which are simultaneously coupled to an electrical charging station in the electrical network can be combined to form a capacitor pool, as a result of which the electrical power requirement of all participating motor vehicles is considered to be collected. The capacitor pool enables efficient determination of the electrical power requirement as a function of a multiplicity of electrically driven motor vehicles and the respective vehicle-specific charging plans.List of reference charactersS1-S11 Method steps 50 Apparatus

Claims

Method for adapting an electrical power supply to an electrical power demand in an electrical network, at which an electrical charging station is operated for coupling by an electrically driven motor vehicle, wherein, when the electrically driven motor vehicle is coupled to the electrical charging station, in the method a vehicle-specific charging plan is determined by a control device of the electrical network - as a function of a target charging level and a predicted or predefined departure time for the electrically driven motor vehicle, - as a function of the vehicle-specific charging plan an electrical power demand present in the electrical network is determined, - an electrical power supply independent of the electrically driven motor vehicle is determined in the electrical network, and - as a function of the vehicle-specific charging plan, the electrical power supply and the electrical power demand, a compensation measure is determined, wherein the electric power supply is matched to the electric power demand in the electric network by the compensating measure.The method of claim 1, wherein the vehicle-specific charging plan comprises at least two charging strategies depending on a charging power to reach the target state of charge at the predicted or predetermined departure time.Method according to Claim 1 or 2, wherein the electrical power requirement is determined as a sum of requested electrical power of the electrical charging station and at least one further consumer operated on the electrical network.Method according to one of the preceding claims, wherein the electrical power supply is determined as a sum of an electrical power output of at least one power plant of the electrical network and / or purchased electrical power.Method according to one of the preceding claims, wherein a future electrical power supply in the electrical network which is independent of the electrically driven motor vehicle is determined and the compensation measure is determined as a function of the future electrical power supply.Method according to one of the preceding claims, wherein the compensation measure comprises putting a power plant into operation and / or adapting a power schedule of at least one power plant in operation and / or acquiring or offering electrical power on an electricity market and / or throttling a respective electrical power consumption of at least one other load operated on the electrical network and transmitting charging instructions to the vehicle-specific charging schedule.Method according to one of the preceding claims, wherein the at least one compensation measure comprises the fact that electrical energy is transmitted from another motor vehicle into the motor vehicle to be charged.Method according to one of the preceding claims, wherein the electrical power requirement is determined as a function of a capacitor pool, wherein the capacitor pool is representative of a capacitor which is determined as a function of a multiplicity of electrically driven motor vehicles and the respective vehicle-specific charging plans.The method of claim 8, wherein the balancing action is performed only once a predetermined minimum capacity threshold representative of a lower threshold of capacity within the capacity pool is reached.Control device for an electrical network, wherein the control device comprises a computing device which is configured to carry out a method according to one of the preceding claims.

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