Charging infrastructure and method for charging a plurality of electric vehicles

Abstract

The present disclosure relates to charging infrastructure (1) for charging a plurality of electric vehicles (2), in particular for charging a plurality of electric commercial vehicles (2), and to a method for charging the electric vehicles (2) using the charging infrastructure (1). The charging infrastructure (1) comprising a direct current main grit (3) being configured to transmit direct electric current (4) having a main grit voltage (5) of at least 800 Volt from an input interface grit (6) to an output interface grit (7), wherein the input interface grit (6) is configured to provide direct electric current to the direct current main grit (3), and wherein the output interface grit (7) is configured to provide a charging possibility (5) for the plurality of electric vehicles (2), in particular for the plurality of electric commercial vehicles (2).

Description

[0001] CHARGING INFRASTRUCTURE AND METHOD FOR CHARGING A PLURALITY OF ELECTRIC VEHICLES

[0002] FIELD OF THE DISCLOSURE

[0003] The present disclosure relates to a charging infrastructure for charging a plurality of electric vehicles, in particular for charging a plurality of electric commercial vehicles, and to a method for charging a plurality of electric vehicles, in particular electric commercial vehicles, using the charging infrastructure.

[0004] BACKGROUND OF THE DISCLOSURE

[0005] Passenger and freight transport is facing a profound transformation. Within the European Union for instance, commercial vehicles account for around a quarter of road transport emissions, which is equivalent to 6 per cent of all CO2 emissions. They are caused by the approximately 6.6 million trucks that are in use every day, which transport around 76.7 percent of all freight on land within the European Union. If the climate goals are to be achieved by 2030, the CO2 emissions of heavy goods traffic must be significantly reduced. This is possible by means of a wave of electrification, as is already in full swing in passenger transportation.

[0006] In long-distance and heavy goods transport, the changeover is more difficult. Currently, there are hardly any battery-electric transport vehicles in use in long-distance traffic throughout Europe. Even in continuous or shift operation, electric trucks seem less attractive. The reasons for this are the limited battery capacity and the limited charging power. For a change in the respective segments, powerful charging infrastructure is therefore required, which is up to date not available, neither on highways, roads nor on other places where commercial vehicles might stop over night or for longer periods. Such other places might be logistic centers, parking facilities for commercial vehicles, service stations etc. In addition, conventional charging infrastructure focusses mostly on one specific charging method or charging type. It is currently almost not possible to combine different charging methods or charging types within one charging infrastructure, which shares at least some components.

[0007] Further, currently available charging infrastructure is only available in the low kilowatt range, which leads to long charging times of electric commercial vehicles and little flexibility. In addition, no system is currently known, which enables to control charging or discharging of a plurality of electric (commercial) vehicles simultaneously.

[0008] Further, conventional charging stations for electric commercial vehicles may lead to considerable load peaks in the power grid due to the high demand, which could cause negative effects on the overall power grid.

[0009] SUMMARY OF THE DISCLOSURE

[0010] It is an object of the present disclosure to provide a charging infrastructure for charging a plurality of electric vehicles, in particular for charging a plurality of electric commercial vehicles, and a method for charging a plurality of electric (commercial) vehicles, which address at least some of the disadvantages of the prior art. According to the present disclosure, a charging infrastructure for charging a plurality of electric vehicles, in particular for charging a plurality of electric commercial vehicles is disclosed. The charging infrastructure may comprise a direct current main grit, an input interface grit and an output interface grit. The direct current main grit is configured to transmit direct electric current having a main grit voltage of at least 800 Volt from the input interface grit to the output interface grit. The direct current main grit connects the input interface grit and the output interface grit with each other and enables to transmit electric direct current between the input interface grit and the output interface grit and vice versa. The direct current main grit is configured to enable transmitting direct current having 800 V or more, the direct current has preferably a voltage in the range from 1000 V to 2000 V, more preferably from 1100 V to 1500 V, e.g. 1123 V to 1497 V. Transferring the electric energy between the input interface grit and the output interface grit or vice versa as direct current is more efficient over relative short distances of e.g below 2000 m. In other words, the input interface grit and the output interface grit are preferably arranged at distances from each other of below 2000 m, preferably of below 1000 m, even more preferably of below 500 m. This distance is bridged by the direct current main grit. The charging infrastructure enables to advantageously transfer electric energy as direct current over relative long distances. Transforming the current from direct current to alternating current and back is avoided, which drastically increases the efficiency.

[0011] The input interface grit is configured to provide direct electric current to the direct current main grit. In other words, the input interface grit comprises components and lines, which provide the desired electric direct current from at least one electric input source to the direct current main grit. In its most simple embodiment, the input interface might be only a connection to another direct current grit, which already provides the desired direct electric current having the required electric parameters. In other embodiments, the input interface comprises connections to different electric sources and components, which transform the electric current from the different electric sources to the desired direct electric current of the direct current main grit having the desired electric parameters.

[0012] The output interface grit is configured to provide a charging possibility for the plurality of electric vehicles, in particular for the plurality of electric commercial vehicles. The output interface might comprise in a relatively simple embodiment at least two chargers, which are directly connected to the direct current main girt for charging of the electric vehicles. According to further embodiments, the output interface comprises electric components, which transform the direct electric current from the direct current main grit to the desired electric current used by the respective chargers for charging the electric vehicles, in particular for fast charging and I or overnight slow charging. Further, the output interface grit might comprise control units or a control possibility for controlling the respective energy transfer from the output interface grit to the electric vehicles.

[0013] The charging infrastructure according to the present disclosure enables to transfer advantageously efficient electric energy from the input interface grit to the output interface grit, due to the direct current connection. Further, it is possible to modularly build and expand the charging infrastructure if needed and desired. In addition, the charging infrastructure enables to charge a plurality of electric vehicles with preferably different charging power simultaneously. The entire charging infrastructure is build scalable and extendable. In particular, it is possible to connect a plurality of power sources to the charging infrastructure via the input interface grit or it is possible to provide a plurality of different charging possibilities for different electric vehicles.

[0014] In order to provide the desired power to the charging infrastructure it is preferred that the input interface grit comprises a local grit connection to a local alternating current (AC) grit, in particular via a grit AC / DC converter, which is configured to transform the alternating electric current from the local AC grit to the direct electric current having the main grit voltage for the direct current main grit. A local grit is for example a low voltage network (e.g. up to 1000 V) or a medium voltage grit (e.g. up to 10 kV or up to 60 kV), which might be additionally connected directly to power stations or to high voltage grits of countries or regions. Conventional local grits provide electric current having preferably alternating current for transferring electric energy over long distances. These local grits provide the required electric power for the charging infrastructure. The grit AC / DC converter is configured to convert the electric current from the local grit having grit parameters to the desired direct electric current for the direct current main grit. Further, the AC / DC converter might additionally also be configured to transfer direct electric current from the charging infrastructure to the local grit. The grit AC / DC converter is in a variation a bidirectional converter.

[0015] An advantageous implementation of locally available power sources is realizable when the input interface grit comprises a power source connection providing a connection to a local power source, in particular via a power source converter, in particular a power source DC / DC converter, which is configured to transform the electric current received from the power source to the direct electric current having the main grit voltage for the direct current main grit. Many locations where commercial vehicles stop for a longer time period have local power sources available nearby, which are according to this embodiment connected to the charging infrastructure such that the locally produced power is directly used for charging of the electric vehicles. The power source DC / DC converter or alternatively a power source AC / DC converter is used for transforming the electric current from the local power source having respective parameters to the desired direct electric current having the required parameters for the direct current main grit.

[0016] The power source connection provides preferably the connection to the local power source, which comprises a photovoltaic system, a wind power system, a hydropower plant, a generator, in particular a diesel generator, and / or any other electric power producing system. The electric power produced locally by the mentioned power sources is, according to this embodiment, advantageously directly used by the charging infrastructure. In case the electric power produced by the local power sources is currently not usable or needed by the charging infrastructure, it might be stored locally or might be transmitted to and fed into the local grit via the local grit connection.

[0017] In order to store electric energy and in order to buffer and compensate for peak loads, the input interface grit might comprise a battery system connection providing a connection to a battery system, the battery system being configured to provide and buffer electric energy having the main grit voltage to and from the direct current main grit. The battery system may comprise a plurality of batteries or battery packs, which enable to store electric energy from the charging infrastructure and which enable to provide electric energy to the charging infrastructure. The battery system is preferably implemented as a separate container structure, which houses the batteries and the power electronics. The battery system is electrically connected to the input interface grit or to the direct current main grit. The battery system may provide the electric energy having the required electric parameters for the direct current main grit. In a further embodiment, the battery system is configured to store electric energy from the local power source and to transmit this electric energy over time to the local grit, in particular if this energy is not needed by the charging infrastructure. The battery system is in another embodiment directly connected to the direct current main grit.

[0018] An advantageous reliable and robust charging infrastructure is realizable when the battery system is configured to provide electric energy in the range from 1 megawatt-hour to 5 megawatt-hours, preferably in the range from 2 megawatt- hour to 5 megawatt-hours, more preferably in the range from 3 megawatt-hour to 4 megawatt-hours, e.g. 3,3 megawatt-hours +- 10%. Such a battery system provides the required electric capacity and buffer capacity for the charging infrastructure.

[0019] In a variation, the charging infrastructure comprises a plurality of such battery system. The charging infrastructure is advantageously scalable, enabling to connect the required number of battery systems.

[0020] An advantageous simple structure of charging infrastructure, in particular of the input interface grit is realizable when the input interface grit is connected to the direct current main grit by a single input connection, such that all components of the input interface grit are connected to the direct current main grit via the single input connection. In other words, the input interface grit comprises one line, which connects all of the components of the input interface grit to the direct current main grit. Later added components to the input interface grit are also connected to respective connection possibilities upstream, when the electric current flows from the input interface grit to the output interface grit. According to this embodiment, the local grit connection, the power source connection and the battery system connection or any other additional component are connected to the input interface grit upstream of the single input connection when the electric energy flows from the input interface grit to the output interface grit. This embodiment enables to advantageously scale and control the entire charging infrastructure.

[0021] The charging infrastructure is advantageously flexible and versatile when the output interface grit comprises a slow charging direct current grit and / or a fast charging direct current grit. The slow charging direct current grit and the fast charging direct current grit are parts or portions of the output interface grit and are connected to the direct current main grit. The slow charging direct current grit provides a charging possibility for electric (commercial) vehicles having a lower charging power compared to the fast charging direct current grit. The slow charging direct current grit is e.g. used for overnight charging or for charging when the electric commercial vehicle is parked for a longer time period, e.g. during loading and I or unloading. The fast charging direct current grit is used e.g. to fast charge the electric (commercial) vehicle. Both charging possibilities are useful for areas for commercial vehicles like service areas on highways or logistic centers. In a service area, the charging infrastructure may provide at least one slow charging direct current grit for overnight charging of the electric commercial vehicles, which are parked overnight or for a longer time period. Further, the charging infrastructure additionally may provide at least one fast charging direct current grit for fast charging of at least one electric (commercial) vehicle, which plans to stay at the service area e.g. only for charging purposes or for a short break. The charging infrastructure may provide both charging possibilities using at least some shared components like the input interface grit and the direct current main grit.

[0022] An advantageous reliable and simple connection between the slow charging direct current grit and the direct current main grit is realizable when the slow charging direct current grit is connected to the direct current main grit via at least one slow DC / DC converter. The slow DC / DC convert is configured to transform the direct electric current from the direct current main grit having the main grit voltage to a slow charging voltage, which is preferably comparatively lower than the main grit voltage, for the slow charging direct current grit. The slow charging direct current grit may require a direct electric current having other parameters, in particular having another voltage, compared to the direct electric current of the direct current main grit. The slow charging direct current grit is for example configured to transmit electric current having a voltage of up to 800 V. The slow DC / DC converter is e.g. configured to transform the electric current as desired by the charging system of the electric vehicle. E.g. some charging systems or battery system operate at a voltage of 800 V or 400 V. The slow DC / DC converter is therefore configured to transform the respective electric power as desired by the respective connected electric vehicle. The slow DC / DC converter is for example configured to transform the received electric current having a voltage of e.g. 1200 V to a voltage in a range from 500 V to 1000 V (direct current), in particular to

[0023] 400 V or 800 V direct current. The plurality of electric (commercial) vehicles are advantageously chargeable by the slow charging direct current grit, when the slow charging direct current grit is connected to a plurality of slow chargers, in particular via a slow charger DC / DC converter, wherein each of the slow chargers are configured to provide a connection possibility for at least one of the plurality of electric vehicles, in particular for at least one of the plurality of electric commercial vehicles, for charging. The slow charging direct current grit comprises a plurality of slow chargers, which are e.g. standardized plugs, e.g. according to the CCS standard or MCS standard, which are configured to be connected to respective sockets on the electric (commercial) vehicle.

[0024] In order to charge the respective plurality of electric (commercial) vehicles by using the slow charging direct current grit, the slow charging direct current grit is configured to provide a peak electric power in a range from 25 kW to 100 kW, in particular in the range of 50 kW to 90 kW, more preferably of 88 kW, to each of the plurality of connected electric vehicles when connected, in particular to each of the respective plugs. An electric commercial vehicle might have a battery capacity from 250 kWh to 2000 kWh. In order to charge the required mileage e.g. overnight chargers providing the mentioned electric power might be required. E.g. a charger providing 100 kW is capable to charge a respective battery system of the commercial vehicle by 1000 kWh within 10 hours (charging losses excluded). These charging powers are sufficient for overnight charging and do not burden the battery system of the vehicle that much as fast charging would do with much higher electric power. An advantageous connection of the fast charging direct current grit to the direct current main grit is realizable when the fast charging direct current grit is connected to the direct current main grit via at least one fast DC / DC converter, which is configured to transform the direct electric current from the direct current main grit having the main grit voltage to a fast charging voltage for the fast charging direct current grit. The fast DC / DC converter is the connecting component between the fast charging direct current grit and the direct current main grit. The fast DC / DC converter is configured to convert the electric current from the direct current main grit having respective electric parameters to the fast charging direct current grit having respective fast charging parameters. The fast charging direct current grit provides the direct current having parameters enabling to charge the electric (commercial) vehicle much faster compared to the slow charging direct current grit. The fast charging direct current grit is connected to the same direct current main grit as the slow charging direct current grit, which drastically reduces the number of components of the charging infrastructure because both charging grits share the direct current main grit and the input interface grit.

[0025] In a variation, the fast charging direct current grit comprises a plurality of fast DC / DC converters, each of which is preferably directly connected to the direct current main grit. Further, the output lines of at least two of the fast DC / DC converters are preferably connected with each other to a single current line in order to provide the required electric parameters for fast charging.

[0026] The charging infrastructure may comprise a plurality of fast charging direct current grits. It is preferred that the charging direct current grit is connected to at least one fast charger, wherein the at least one fast charger is configured to provide a connection possibility to at least one of the electric vehicles, in particular to at least one of the electric commercial vehicles, for fast charging. The fast charger is e.g. a standardized plug, e.g. according to the CCS or MCS standards, which is connectable to a respective socket at the electric (commercial) vehicle. It is also conceivable that the charger for fast charging or slow charging is a conductive charger.

[0027] Advantageous fast charging times, in particular for commercial vehicles are realizable when the fast charging direct current grit is configured to provide a peak electric power in a range from 0,5 MW to 4 MW, in particular in the range of 0,8 MW to 3,75 MW, more preferably in the range of 1 MW to 2 MW, to at least one of the connected electric (commercial) vehicles.

[0028] The charging infrastructure advantageously comprises at least one control unit, which is configured to control the charging infrastructure, in particular its components, during operation of the charging infrastructure. The control unit may be implemented as a plurality of control units, which are configured to control in combination with each other the charging infrastructure, e.g. the input interface grit, the output interface grit and I or the direct current main grit may have a separate control unit.

[0029] The charging infrastructure may be controlled by the control unit such that an advantageous operation of the entire charging infrastructure is realized. The charging infrastructure is for example controlled to charge the battery system with electric energy from the local grid during times where the price of the electric energy is comparatively low e.g. during night times. Further, stored electric energy, which is not needed, is transferred I sold at optimized times to the local grit (e.g. in the morning or afternoon). Further, the stored electric energy in the battery system or in the connected electric vehicles might be provided to the surrounding area, like the service station, e.g. in case of a power shortage. In other words, the stored electric energy in the battery system and I or in the electric vehicles may be used in emergency situations.

[0030] Further, the charging infrastructure may be controlled by the control unit such that each connected electric vehicle is individually charged as desired, e.g. as determined by a fleet management system. A freight forwarder knows preferably almost exactly the route of each of his electric commercial vehicles for every day. This enables to plan not only the route but also the respective charging, in other words, to charge the respective electric commercial vehicles respectively. For example, it is planned that a first truck needs to drive on the respective day from the charging infrastructure and back 200 km, a second truck need to drive on the respective day from the charging infrastructure and back 700 km. The first truck will need for his route a state of charge when driving off of e.g. 35%. The second truck will need for his route a state of charge when driving off of at least 95 %. The charging infrastructure is e.g. controlled such that the first truck is charged over night e.g. by the slow charging direct current grit, to 35% SoC and the second truck is charged over night to 95% SoC. This is of course applicable to an entire fleet of commercial vehicles. Such a fleet is e.g. controlled by the fleet management system accordingly. The charging infrastructure may additionally be controlled by the control unit to transfer electric energy from at least one vehicle, which does not need that high amount of SoC, to at least one other electric vehicle, which will need this electric energy. In other words, the charging infrastructure may control the state of charge of the respective fleet based on the respective control input from the fleet management system, which controls the respective fleet of the freight forwarder.

[0031] The charging infrastructure is in particular advantageously scalable when the charging infrastructure is modularly structured. The modular structure may be implemented such that the direct current main grit provides connection possibilities for a plurality of input interface grits and / or a plurality of output interface grits. In other words, the direct current main grit is modularly structured such that a plurality of input interface grits may be connected.

[0032] Further, the modular structure may be implemented such that the input interface grit provides connection possibilities for a plurality of power sources, battery systems etc. In other words, the input interface grit is modularly structured such that additional power sources and I or additional battery systems might be added e.g. at a later point in time after installation.

[0033] Further, the modular structure of the charging infrastructure may be implemented such that the output interface grit provides connection possibilities for a plurality of slow charging direct current grits and / or a plurality of fast charging direct current grits. The output interface grit might also be modularly structured such that additional slow or fast charging direct current grits might be added e.g. at a later point in time. In addition, the modular structure of the charging infrastructure may be implemented such that the slow charging direct current grit or the fast charging direct current grit provides connection possibilities for a plurality of respective chargers. In other words, also the slow charging direct current grit or the fast charging direct current grit might be modularly structured.

[0034] The charging infrastructure according to the present disclosure is e.g. configured to grow with a growing fleet of electric commercial vehicles.

[0035] According to a further aspect of the present disclosure, a method for charging a plurality of electric vehicles, in particular for charging a plurality of electric commercial vehicles, is disclosed.

[0036] In a first step a modular charging infrastructure as described above or hereinafter is provided.

[0037] In a second step a plurality of electric vehicles, in particular a plurality of electric commercial vehicles, is connected to the modular charging infrastructure.

[0038] In a third step the plurality of electric vehicles, in particular a plurality of electric commercial vehicles, is charged.

[0039] It is to be understood that both the foregoing general description and the following detailed description present embodiments, and are intended to provide an overview or framework for understanding the nature and character of the disclosure. The accompanying drawings are included to provide a further understanding, and are incorporated into and constitute a part of this specification. The drawings illustrate various embodiments, and together with the description serve to explain the principles and operation of the concepts disclosed.

[0040] BRIEF DESCRIPTION OF THE DRAWINGS The herein described disclosure will be more fully understood from the detailed description given herein below and the accompanying drawings, which should not be considered limiting to the disclosure described in the appended claims. The drawings are showing:

[0041] Fig. 1 a first schematic block diagram of a charging infrastructure according to a first embodiment;

[0042] Fig. 2 a second schematic block diagram of a charging infrastructure according to a second embodiment;

[0043] Fig. 3 a third schematic block diagram of a charging infrastructure according to a third embodiment; Fig. 4 a flow chart showing a sequence of method steps of a method of operating a charging infrastructure;

[0044] Fig. 5 a schematic view of a plurality of charging infrastructures, which interact with each other. DETAILED DESCRIPTION OF THE DRAWINGS

[0045] Reference will now be made in detail to certain embodiments, examples of which are illustrated in the accompanying drawings, in which some, but not all features are shown. Indeed, embodiments disclosed herein may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements. Whenever possible, like reference numbers will be used to refer to like components or parts.

[0046] Figure 1 shows a first schematic block diagram of a charging infrastructure according to a first embodiment. Figure 2 shows a second schematic block diagram of a charging infrastructure according to a second embodiment. Figure 3 shows a third schematic block diagram of a charging infrastructure according to a third embodiment. Figure 4 shows a flow chart showing a sequence of method steps of a method of operating a charging infrastructure. Figure 5 shows a schematic view of a plurality of charging infrastructures, which interact with each other.

[0047] Figure 1 shows a charging infrastructure 1 according to a first embodiment. The charging infrastructure is configured for charging a plurality of electric vehicles 2, in particular of electric commercial vehicles 2. The charging infrastructure 1 comprises a plurality of grits, sub-grits and components, which form in combination the charging infrastructure 1 and provide the required functionality. The charging infrastructure according to the first embodiment comprises a direct current main grit 3, an input interface grit 6 and an output interface grit 7. The direct current main grit 3, the input interface grit 6 and the output interface grit 7 form sub-grits of the charging infrastructure 1 , which are interconnected with each other. The direct current main grit 3 is configured to transfer direct electric current 4 having specific electric parameters, in particular a main grit voltage 5. The direct current main grit 3 in particular electrically connects the input interface grit 6 with the output interface grit 7. The direct current main grit 3 comprises preferably respective direct current cables or direct current lines, which have e.g. a maximum length of 2000 m preferably of 1000 m. The direct current main grit 3 is modularly structured such that additional sub-grits and / or components may be added later. The modularity of the entire charging infrastructure is schematically shown by dashed lines. The direct current main grit 3 is in particular configured to transmit direct electric current 4 having a voltage of at least 800 V, preferably in the range from 800 V to 1500 V, more preferably in the range from 1000 V to 1500 V, even more preferably in the range of 1123 V to 1497 V (DC).

[0048] The input interface grit 6 is the subsystem or sub-grit of the charging infrastructure 1 , which is configured to be connected to power sources, which provide the required electric power for the charging infrastructure 1. Further, the input interface grit 6 is configured to transmit electric energy from the charging infrastructure 1 to surrounding (local) grits. The input interface grit 6 comprises according to the embodiment shown in Figure 1 an input connection 21 , which connects the input interface grit 6 with the direct current main grit 3. The input interface grit 6 further comprises a local grit connection 8, which provides a connection to a local power grit 9. The local power grit 9 is e.g. a low or medium voltage AC grit. The local power grit 9 is connected to the input interface grit 6 via a grit AC / DC converter 10. The grit AC / DC converter 10 is configured to transform the alternating current from the local grit 9 to the desired direct current 4 for the direct current main grit 3 having the required parameters. The input interface grit 6 further comprises a power source connection 11 , which connects a local power source 12 to the input interface grit 6. The local power source 12 is according to this embodiment a photovoltaic system 14, which is e.g. installed at the main location of the freight forwarder or at the service station. The input interface grit 6 further comprises a battery system connection 18, which connects a battery system 19 to the input interface grit 6. The battery system 19 is configured to store and provide electric energy to the charging infrastructure 1 when required. Further, the battery system 19 may buffer and smoothen the current flow when the charging infrastructure 1 is in operation.

[0049] The battery system 19 may provide an electric capacity in a range of 1 MWh to 5 MWh, preferably in the range of 2 MWh to 4 MWh e.g. 3,3 MWh +-10%. It is also conceivable that a plurality of battery system 19 are connected to the input interface grit 6. The battery system 19 may provide the electric current directly to the input interface grit 6 having the desired electric parameters. In another embodiment respective converters (battery system DC / DC converter 20) may be arranged in between for converting the electric current from the battery system 19 to the input interface grit 6 and vice versa. Further, the battery system 19 may have a box like shape or may be implemented as a container, having a standardized size, which increases the modularity, in particular because a standardized battery system may be advantageously connected to the charging infrastructure 1.

[0050] The input interface grit 6 may additionally comprise connection possibilities to additional power sources, which will be explained in more detail below with respect to the figures 2 and 3. The output interface grit 7 is configured to provide the connection possibility to the electric vehicles 2 to be charged. The output interface grit 7 is therefore electrically connected to the direct current main grit 3.

[0051] The output interface grit 7 as shown in Figure 1 comprises a slow charging direct current grit 22 and a fast charging direct current grit 23. As the names already suggest, the slow charging direct current grit 22 is configured for slow charging and the fast charging direct current grit 23 is configured for fast charging with respect to the slow charging direct current grit 22. In other words, the peak power provided by the fast charging direct current grit 23 is higher compared to the peak power of the slow charging direct current grit 22.

[0052] The slow charging direct current grit 22 is connected to the direct current main grit 3 by a slow DC / DC converter 24, which is configured to convert the direct electrical current 4 from the direct current main grit 3 to the required direct current for slow charging having slow charging parameters 25. The slow charging direct current grit 22 further comprises a direct current line, which provides a connection possibility for a plurality of slow chargers 26. The slow chargers 26, which are e.g. standardized plugs are connected to the respective direct current line via a respective slow charger DC / DC converter 27. The slow charger DC / DC converter 27 is configured to control the electric parameters of the direct current supplied to the electric vehicle 2 by the charger 26 during charging. Each of the chargers 26 comprises preferably one respective slow charger DC / DC converter 27 such that charging is individually controllable for each connected electric vehicle 2. Figure 1 shows that the slow charging direct current grit 22 comprises five chargers 26 providing five slow charging possibilities. Figure 1 additionally indicates that additional chargers 26 might be added at a later point in time to the slow charging direct current grit 22. The slow charging direct current grit 22 is e.g. used for over-night charging or for charging over longer times. The respective slow chargers 26 are e.g. configured to provide peak loads of up to 100 kW, preferably of up to 88 kW.

[0053] Figure 1 further shows the fast charging direct current grit 23, which provides according to this embodiment a single one fast charging possibility via a single one fast charger 30, preferably of the MCS standard. The fast charging direct current grit 23 is e.g. configured to provide a charging power of e.g. up to 3, 75 MW. The direct current in the fast charging direct current grit 23 needs therefore respective fast charging parameters 29, in particular a respective high voltage and a respective high amperage. According to the embodiment as shown in Figure 1 , the required fast charging parameters 29 are provided by a plurality of fast DC / DC converters 28, which are arranged in parallel, and which are both connected to the direct current main grit 3 via a fast grit connection. The output lines of both fast DC / DC converters 28 are combined such that the required direct current for fast charging has the desired fast charging parameters 29. Figure 1 additionally indicates by the dashed lines next to the fast grit connections 33 that it would be possible to add additional fast charging direct current grits 23 to the charging infrastructure if desired at a later point in time.

[0054] Figure 1 additionally indicates a control unit 31 , which forms part of the charging infrastructure 1 and which is configured to control the charging infrastructure 1 . The control unit 31 may be implemented as a single control unit 31 , which controls all the components of the charging infrastructure 1. In another embodiment, the control unit 31 comprises a plurality of sub control units 31 , which control different components or portions of the charging infrastructure 1. E.g. the input interface grit 6 and the output interface grit 7 may comprise at least one sub control unit 31 . Nevertheless, the control unit 31 , regardless of their allocation, is configured to control the entire charging infrastructure 1 . This is a huge advantage compared to known systems, which focus only on one aspect. The holistic charging infrastructure 1 according to the present disclosure can be controlled advantageously centrally by the control unit 31 . Further, the control unit 31 may be configured for external communication 34, e.g. via a mobile or wired communication connection to a server infrastructure. This enables a remote monitoring and controlling of the charging infrastructure 1 .

[0055] The charging infrastructure 1 is e.g. controllable via the control unit 31 using a fleet management software or system 35. The fleet management software 35 knows the planned routes or is used for configuring the planned routes for the respective days for all of the electric trucks 2 of the freight forwarder. The charging infrastructure 1 is controlled such that each electric truck 2 is charged accordingly for the respective route. In addition, the control unit 31 may control the input interface grit 6 such that produced electric energy by the local power source 12 is stored in the battery system 19 and provided to the local grit 9 at the most financially rewarding time. Further, the input interface grit 6 is e.g. controlled such that the battery system 19 is charged e.g. from the local grit 9, the local power source 12 or at least one connected electric vehicle 2 at advantageous times and the respective electric energy is provided to other electric vehicles when desired. In addition, the charging infrastructure 1 , e.g. when installed in a service area, may receive charging requests from electric commercial vehicles in advance such that respective required energy amount is available and that a respective slow charger 26 or fast charger 30 is available and e.g. reserved.

[0056] Figure 2 shows a charging infrastructure 1 according to a second embodiment. The embodiment according to Figure 2 differs from the embodiment as shown in Figure 1 in the input interface grit 6. The input interface grit 6 according to this embodiment comprises a local grit connection 8 for connecting the local grit 9 via the DC / AC connector 10, a battery system connection 18 for connecting the battery system 19, a first power source connection 11 for connecting a first local power source 12 via a first power source DC / DC converter 13 and a second power source connection 11 for connecting a second local power source 12 via a second power source DC / DC converter 13. The first local power source 12 is a wind power system 15 and the second power source is a generator 17. Additional local power sources 12, like a hydropower system 16 might be added as indicated by the dashed lines in Figure 2. Figure 2 additionally shows a plurality of battery systems 19, which are connected to the input interface grit 6 via respective battery system connections 18. Figure 2 in particular shows the modularity and scalability with respect to the input interface grit 6.

[0057] Figure 3 shows a charging infrastructure 1 according to a third embodiment. This embodiment differs from the embodiment shown in Figure 2 at least in the output interface grit 7. The output interface grit 7 according to this embodiment comprises a plurality of slow charging direct current grits 22, each comprising a plurality of slow chargers 26 for providing a charging possibility for the plurality of the electric vehicles 2. In addition, the output interface grit 7 comprises a plurality of fast charging direct current grits 23, each comprising at least one fast charger 30 for providing a fast charging possibility for the plurality of the electric vehicles 2.

[0058] Figure 4 shows a flow chart of a method for charging a plurality of electric vehicles 2, in particular for charging a plurality of electric commercial vehicles 2. The method comprises a plurality of method steps. In step S1 , a charging infrastructure 1 as described above or hereinafter is provided. E.g. provided or installed in a service area or at a freight forwarder main location. In step S2 a plurality of electric vehicles 2, in particular a plurality of electric commercial vehicles 2, are connected to the charging infrastructure 1 , e.g. simultaneously and / or iteratively. In step S3, the plurality of electric commercial vehicles 2 is charged using the charging interface 1 . According to optional step S4, the charging infrastructure 1 is controlled, in particular by the control unit 31 , as described above and hereinafter.

[0059] Figure 5 shows a plurality of charging infrastructures 1 , which interact with each other. The charging infrastructures 1 are e.g. installed at a base location of the freight forwarder or at service stations at high ways. Figure 5 indicates a plurality of electric commercial vehicles 2, which travel along a road and which pass along the charging infrastructures 1 . Figure 5 further indicates schematically a fleet management system 35, which is e.g. used for managing a plurality of electric commercial vehicles 2. The charging infrastructure 1 and the electric vehicles 2 may send and receive data and information via an external communication 34 to the fleet management system 35, which uses the received information to plan the route of the respective vehicles 2 and to control the respective electric vehicles 2 and to control the respective charging infrastructure 1 . One of the electric vehicles 2, may need to change its route, which requires additional charging. The charging request is sent to the fleet management system 35, which reserves a charging slot at the best-situated charging infrastructure 1 at the right time. The fleet man- agement system 35 is configured to control the electric vehicles 2 and the charging infrastructures 1 by using information from the electric vehicles 2, from the charging infrastructures 1 and additional information e.g. route information, weather information etc..

[0060] LIST OF REFERENCE SIGNS

[0061] 1 Charging infrastructure 21 Input connection

[0062] 2 Electric (commercial) ve22 Slow charging direct curhicle rent grit

[0063] 3 Direct current main grit 23 Fast charging direct cur-

[0064] 4 Direct electric current 30 rent grit

[0065] 5 Main grit voltage 24 Slow DC / DC converter

[0066] 6 Input interface grit 25 Slow charging parameters

[0067] 7 Output interface grit 26 Slow chargers

[0068] 8 Local grit connection 27 Slow charger DC / DC con-

[0069] 9 Local grit (AC) 35 verter

[0070] 10 Grit AC / DC converter 28 Fast DC / DC converter

[0071] 11 Power source connection 29 Fast charging parameters

[0072] 12 Local power source 30 Fast charger

[0073] 13 Power source DC / DC 31 Control unit converter 40 32 Slow grit connection

[0074] 14 Photovoltaic system 33 Fast grit connection

[0075] 15 Wind power system 34 External communication

[0076] 16 Hydropower system 35 Fleet management sys¬

[0077] 17 Generator (Diesel) tem

[0078] 18 Battery system connec45 S1 Providing tion 52 Connecting

[0079] 19 Battery system 53 Charging

[0080] 20 Battery system DC / DC 54 Controlling converter

Claims

PATENT CLAIMS1 . Charging infrastructure (1 ) for charging a plurality of electric vehicles (2), in particular for charging a plurality of electric commercial vehicles (2), the charging infrastructure (1 ) comprising: a. a direct current main grit (3) being configured to transmit direct electric current (4) having a main grit voltage (5) of at least 800 Volt from an input interface grit (6) to an output interface grit (7); b. the input interface grit (6) being configured to provide direct electric current to the direct current main grit (3); c. the output interface grit (7) being configured to provide a charging possibility (5) for the plurality of electric vehicles (2), in particular for the plurality of electric commercial vehicles (2).

2. The charging infrastructure (1 ) according to claim 1 , wherein the input interface grit (6) comprises a local grit connection (8) to a local alternating current grit (9) via an grit AC / DC converter (10), which is configured to transform the alternating electric current from the local alternating current grit (9) to the direct electric current (4) having the main grit voltage (5) for the direct current main grit (3).

3. The charging infrastructure (1 ) according to any one of the preceding claims, wherein the input interface grit (6) comprises a power source con-nection (11 ) providing a connection to a local power source (12), in particular via a power source DC / DC converter (13), which is configured to transform the electric current received from the power source (12) to the direct electric current (4) having the main grit voltage (5) for the direct current main grit (3).

4. The charging infrastructure (1 ) according to claim 3, wherein the power source connection (11 ) provides the connection to the local power source (12), which comprises at least one of: a photovoltaic system (14), a wind power system (15), a hydropower plant (16), a generator (17), in particular a diesel generator (17), or any other electric power producing system.

5. The charging infrastructure (1 ) according to any one of the preceding claims, wherein the input interface grit (6) comprises a battery system connection (18) providing a connection to a battery system (19), the battery system (19) being configured to provide and buffer electric energy having the main grit voltage (5) to and from the direct current main grit (3).

6. The charging infrastructure (1 ) according to claim 5, wherein the battery system (19) is configured to provide electric energy in the range from 1 megawatt-hour to 5 megawatt-hours, preferably in the range from 2 megawatt- hour to 5 megawatt-hours, more preferably in the range from 3 megawatt- hours to 4 megawatt-hours.

7. The charging infrastructure (1 ) according to any one of the preceding claims, wherein the input interface grit (6) is connected to the direct currentmain grit (3) by a single input connection (21 ), such that all components, in particular the local grit connection (8), the power source connection (11 ) and the battery system connection (18), are connected to the input interface grit (6) upstream of the single input connection (21 ) when the electric energy flows from the input interface grit (6) to the output interface grit (7).

8. The charging infrastructure (1 ) according to any one of the preceding claims, wherein the output interface grit (7) comprises at least one of: a slow charging direct current grit (22) or a fast charging direct current grit (23).

9. The charging infrastructure (1 ) according to claim 8, wherein the slow charging direct current grit (22) is connected to the direct current main grit (3) via at least one slow DC / DC converter (24), which is configured to transform the direct electric current (4) from the direct current main grit (3) having the main grit voltage (5) to a slow charging voltage (25), which is preferably comparatively lower than the main grit voltage (5), for the slow charging direct current grit (22).

10. The charging infrastructure (1 ) according to claim 8 or 9, wherein the slow charging direct current grit (22) is connected to a plurality of slow chargers (26), in particular via a slow charger DC / DC converter (27), wherein each of the slow chargers (26) is configured to provide a connection possibility for at least one of the plurality of electric vehicles (2), in particular for one of the plurality of electric commercial vehicles (2), for charging.11 . The charging infrastructure (1 ) according to any one of the claims 8 to 10, wherein the slow charging direct current grit (22) is configured to provide a peak electric power in a range from 25 kW to 100 kW, in particular in the range of 50 kW to 90 kW, more preferably of 88kW, to each one of the plurality of connected electric vehicles (2), when connected.

12. The charging infrastructure (1 ) according to any one of the claims 8 to 11 , wherein the fast charging direct current grit (23) is connected to the direct current main grit (3) via at least one fast DC / DC converter (28), which is configured to transform the direct electric current (4) from the direct current main grit (3) having the main grit voltage (5) to a fast charging voltage (29) for the fast charging direct current grit (23).

13. The charging infrastructure (1 ) according to claim 12, wherein the fast charging direct current grit (23) is connected to at least one fast charger (30), wherein the at least one fast charger (30) is configured to provide a connection possibility to at least one of the electric vehicles (2), in particular to at least one of the electric commercial vehicles (2), for fast charging.

14. The charging infrastructure (1 ) according to any one of the claims 8, 12 or 13, wherein the fast charging direct current grit (23) is configured to provide a peak electric power in a range from 0,5 MW to 4 MW, in particular in the range of 0,8 MW to 3,75 MW, more preferably in a range from 1 MW to 2 MW, to one of the connected electric vehicles (2).

15. The charging infrastructure (1 ) according to any one of the preceding claims further comprising a control unit (31 ), which is configured to control the charging infrastructure (1 ), in particular its components, during operation of the charging infrastructure (1 ).

16. The charging infrastructure (1 ) according to any one of the preceding claims, wherein the charging infrastructure (1 ) is modularly configurable such that: a. the direct current main grit (3) provides connection possibilities for a plurality of input interface grits (6) and / or a plurality of output interface grits (7); b. the input interface grit (6) provides connection possibilities for a plurality of power sources; and / or c. the output interface grit (7) provides connection possibilities for a plurality of slow charging direct current grits (22) and / or a plurality of fast charging direct current grits (23).

17. A method for charging a plurality of electric vehicles (2), in particular for charging a plurality of electric commercial vehicles (2), the method comprising the steps of: a. Providing (S1 ) a charging infrastructure (1 ) according to any one of the preceding claims;b. Connecting (S2) a plurality of electric vehicles (2), in particular a plurality of electric commercial vehicles (2), to the charging infrastructure (1 ); c. Charging (S3) the plurality of electric vehicles, in particular a plural- ity of electric commercial vehicles.

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