Charging point unit for charging electric energy storage devices of electric vehicles

Abstract

The invention relates to a charging point unit (1) for charging electric energy storage devices of electric vehicles, wherein the charging point unit comprises a first section (3) which can be inserted into a ground section, a drive unit, and a second section (5), wherein the second section (5) can be moved relative to the first section (3) by means of the drive unit from a retracted position into an extended position and from the extended position back into the retracted position.

Description

[0001] Charging point unit for charging electrical energy storage devices of electric vehicles The present invention relates to a charging point unit for charging electrical energy storage devices of electric vehicles.

[0002] Charging point units for charging electrical energy storage systems of electric vehicles are known from the state of the art.

[0003] In general, it is desirable to improve the functionality of charging point units for charging the electrical energy storage systems of electric vehicles.

[0004] It is therefore the object of the present invention to provide a charging point unit for charging electrical energy storage devices of electric vehicles with improved functionality.

[0005] According to one aspect of the invention, the aforementioned problem is solved by a charging point unit with the features of claim 1. The charging point unit is designed for charging electrical energy storage devices of electric vehicles.

[0006] In summary, it can be stated that a charging point unit for charging the electrical energy storage systems of electric vehicles is provided with improved functionality.

[0007] In one embodiment, the charging point unit comprises a first section that can be inserted into a floor section, a drive unit, and a second section, wherein the second section can be moved relative to the first section from a retracted position to an extended position and from the extended position to the retracted position by means of the drive unit. Compared to the prior art, the charging point unit has advantageous features, which are explained in detail below.

[0008] In summary, it can be stated that a charging point unit for charging the electrical energy storage systems of electric vehicles is provided with improved functionality.

[0009] In one embodiment, the charging point unit comprises a frame unit with multiple slots, each slot being configured to accommodate one or more modules. This configuration ensures that the charging point unit can be functionally expanded using one or more modules. Therefore, the charging point unit can be retrofitted without the need to install additional devices that would provide further functionality. Instead, these functionalities can be integrated directly into the charging point unit using the modules.This can happen, for example, during the initial manufacturing process, or one or more module units can be retrofitted.

[0010] In one embodiment, each of the multiple slots accommodates one module unit from the multiple module units. By accommodating one module unit from the multiple module units in each slot, it is ensured that the charging point unit can be optimally equipped with module units, thus enabling the charging point unit to provide many different functionalities.

[0011] In one embodiment, each slot has a connection section and each module unit has a connection section, wherein each connection section of each slot can be connected to each connection section of each module unit. By providing each slot and each module unit with a connection section, and by ensuring that each connection section of each slot can be connected to each connection section of each module unit, it is guaranteed that the module units can be connected to the slots particularly easily, thus eliminating the need for adapters or other components that might otherwise be required to connect the module units to the slots.

[0012] In one embodiment, each connection section of each slot is connected to a connection section of a module unit. This connection ensures that the charging point unit is optimally equipped with module units.

[0013] In one embodiment, the frame unit has several frame modules, each frame module of the several frame modules having a first connection section with which the corresponding frame module can be connected to a second connection section of another frame module of the several frame modules, wherein each frame module has a second connection section with which the corresponding frame module can be connected to a first connection section of another frame module of the several frame modules.Because the frame unit comprises multiple frame modules, each of which has a first connection section for connecting it to a second connection section of another frame module, the frame unit can be configured with varying degrees of complexity depending on the desired functionality. For example, the frame unit can consist of only one frame module if only a limited range of functions is required and, for instance, the slots in a single frame module are sufficient to accommodate all the desired module units.For example, the frame unit can also have two frame modules or more than two frame modules if a greater range of functions is desired and, for example, the slots of two frame modules or more than two frame modules are necessary to accommodate all the desired module units.

[0014] In one embodiment, the frame modules are identically constructed. Because the frame modules are identically constructed, they can be manufactured particularly efficiently.

[0015] In one embodiment, each frame module of the multiple frame modules has at least one slot. Because each frame module of the multiple frame modules has at least one slot, the number of slots can be determined by selecting the number of frame modules, so that the design of the charging point unit can be chosen according to the desired functionality of the charging point unit.

[0016] In one embodiment, a module unit of the multiple module units is a sensor module, a display module, or a technology capsule module. Preferably, each module unit of the multiple module units is a sensor module, a display module, or a technology capsule module. Thus, the charging point unit can provide different functions using the module units.

[0017] The charging point unit is designed for use in an electric vehicle charging network. This electric vehicle charging network can be a prior art system. Prior art electric vehicle charging networks can be used for electric vehicle energy storage devices. These charging networks can supply electric vehicle energy storage devices with electrical energy to charge them. For example, they can be used to charge battery cells of electric vehicle energy storage devices.

[0018] Direct current (DC) charging is used. For example, an electric vehicle may be equipped with a charger that, in so-called alternating current (AC) charging or three-phase charging, converts the alternating current supplied by a charging station into the direct current required by the electrical energy storage device. This process, also known as rectification, allows the electrical energy storage device to be charged. In so-called DC charging, direct current from the charging station is fed directly into the vehicle, with the DC current being supplied by a charger at the charging station. In particular, if bidirectional charging is provided, the electric vehicle's electrical energy storage device can also be discharged and the electrical energy fed back into the system.

[0019] The electric charging network system can also be configured as follows. The electric charging network system is configured for charging the electrical energy storage systems of electric vehicles. The electric charging network system comprises at least one first distribution unit, at least one second distribution unit, and at least one charging point unit, whereby each charging point unit of the at least one charging point unit can be configured like the charging point unit already described.Each first distribution unit of the at least one first distribution unit has an electrical connection unit with which the first distribution unit can be connected to a third distribution unit of the electrical charging network system, which is configured to supply electrical energy at a voltage on a first voltage level, or to a component of a first voltage level, such that the first distribution unit can be supplied with electrical energy at a voltage on a first voltage level. Each first distribution unit is configured to supply electrical energy at a voltage on a second voltage level. Each second distribution unit of the at least one second distribution unit is connected to a corresponding first distribution unit such that the second distribution unit can be supplied with electrical energy at a voltage on the second voltage level.Every second distribution unit is configured to supply electrical energy at a third voltage level. Each charging point unit of the at least one charging point unit is connected to a corresponding second distribution unit so that the charging point unit can be supplied with electrical energy at a third voltage level. Each charging point unit of the at least one charging point unit has a connection section to which an electric vehicle's electrical energy storage device can be connected, allowing the electric vehicle's electrical energy storage device to be charged with electrical energy. In particular, if bidirectional charging is provided, the electrical...

[0020] The electric vehicle's energy storage system can also be discharged and the electrical energy fed back into the grid. Each first distribution unit has a first data processing unit. Each charging point unit has a charging data processing unit. Each charging point unit of the at least one charging point unit is connected to a corresponding first distribution unit in such a way that first data can be sent from the first data processing unit, first data can be received from the charging data processing unit, charging data can be sent from the charging data processing unit, and charging data can be received from the first data processing unit.

[0021] As previously described, the charging point unit preferably includes the connection section to which the electric vehicle's electrical energy storage device can be connected, allowing the device to be charged with electrical energy. By preferably including the connection section in the charging point unit of the at least one charging point unit, enabling the connection of the electric vehicle's electrical energy storage device, it is ensured that a connected state between the connection section of the charging point unit and the electric vehicle's electrical energy storage device can be established, for example, using a charging cable. This allows the electric vehicle's electrical energy storage device to be supplied with electrical energy and thus charged.In particular, if bidirectional charging is provided, the electric vehicle's electrical energy storage can also be discharged and the electrical energy fed back in.

[0022] Preferably, the charging point unit is freestanding, recessed, or configured as a wallbox for parking garages or underground car parks. Preferably, the charging point unit includes an electricity meter that records the electrical energy used, for example, during a charging process and sends information representing this electrical energy in the form of charging data to a first distribution unit associated with the charging point unit. This first distribution unit processes this information and uses it to initiate a billing process.Preferably, the charging point unit is connected to a corresponding first distribution unit via a wired connection in such a way that first data can be sent from the first data processing unit via the wired connection, the first data can be received from the charging data processing unit via the wired connection, the charging data can be sent from the charging data processing unit via the wired connection, and the charging data can be received from the first data processing unit via the wired connection.By connecting the charging point unit to the corresponding first distribution unit via a wired connection, enabling the transmission of initial data from the first data processing unit, the reception of initial data from the charging data processing unit, the transmission of charging data from the charging data processing unit, and the reception of charging data from the first data processing unit via the wired connection, the possibility of wired data exchange between the charging point unit and the corresponding first distribution unit is ensured, thereby guaranteeing a particularly reliable data exchange between the charging point unit and the corresponding first distribution unit.

[0023] Preferably, fiber optic cables are used for data transmission. Preferably, the charging point unit is connected to a corresponding second distribution unit by means of a fiber optic cable in such a way that third-party data can be sent from the second data processing unit via the fiber optic cable, third-party data can be received from the charging data processing unit via the fiber optic cable, charging data can be sent from the charging data processing unit via the fiber optic cable, and charging data can be received from the second data processing unit via the fiber optic cable.

[0024] Alternatively, copper cables are preferably used for data transmission. Preferably, the charging point unit is connected to a corresponding second distribution unit via a copper cable such that third-party data can be sent from the second data processing unit via the copper cable, third-party data can be received from the charging data processing unit via the copper cable, charging data can be sent from the charging data processing unit via the copper cable, and charging data can be received from the second data processing unit via the copper cable. Preferably, the electrical charging network system is configured such that the data for data transmission is carried out via the power cables provided for the supply of electrical energy.Preferably, the charging point unit is connected to a corresponding second distribution unit via a corresponding third distribution unit such that the charging point unit and the third distribution unit are connected to a corresponding second distribution unit by means of power cables in such a way that third data can be sent from the second data processing unit via the power cables, the third data can be received from the charging data processing unit via the power cables, charging data can be sent from the charging data processing unit via the power cables, and the charging data can be received from the second data processing unit via the power cables.

[0025] Preferably, each charging point unit has means for real-time data acquisition and communication. The data collected through real-time data acquisition and communication enables coordinated control and optimization of energy flows within the electric charging network system. Preferably, data is continuously acquired by the components of the electric charging network system, and the components communicate continuously with each other to ensure seamless and coordinated control. Communication between the components, which can also be referred to as units, enables data analysis and monitoring: real-time monitoring and analysis of power flows, voltage, current, and other important parameters. Communication between the components also enables proactive control: optimization of energy distribution and rapid response to load changes and network disturbances.Communication between the components also enables increased efficiency: improved overall operational efficiency through coordinated control of the various network components. Real-time data acquisition and communication will preferably be carried out using modern technologies and secure communication protocols to ensure reliability and data security.

[0026] According to a second aspect of the invention, the aforementioned problem is solved by a charging bollard unit with the features of claim 11. The features, technical effects, and / or advantages described in connection with the charging point unit according to the first aspect of the invention also apply, at least analogously, to the charging bollard unit, so that a corresponding repetition is omitted here. Further features, advantages, and possible applications of the present invention will become apparent from the following description of the exemplary embodiments and the figures. All features described and / or illustrated, individually and in any combination, constitute the subject matter of the invention, irrespective of their composition in the individual claims or their cross-references. In the figures, the same reference numerals denote identical or similar objects.

[0027] Figures 1, 2 and 3 show schematic representations of a first embodiment of a charging point unit according to the invention, Figure 4 shows a schematic representation of a second embodiment of the charging point unit according to the invention,

[0028] Figure 5 shows a schematic representation of a third embodiment of the charging point unit according to the invention,

[0029] Figure 6 shows a schematic representation of a fourth embodiment of the charging point unit according to the invention,

[0030] Figure 7 shows a schematic representation of a fifth embodiment of the charging point unit according to the invention, and

[0031] Figure 8 shows a schematic representation of a sixth embodiment of the charging point unit according to the invention.

[0032] Figures 1, 2, and 3 show schematic representations of a first embodiment of a charging point unit 1 according to the invention. Figure 4 shows a schematic representation of a second embodiment of the charging point unit 1 according to the invention. Figure 5 shows a schematic representation of a third embodiment of the charging point unit 1 according to the invention. Figure 6 shows a schematic representation of a fourth embodiment of the charging point unit 1 according to the invention. Figure 7 shows a schematic representation of a fifth embodiment of the charging point unit 1 according to the invention. Figure 8 shows a schematic representation of a sixth embodiment of the charging point unit 1 according to the invention. The charging point unit 1 is designed for charging the electrical energy storage devices of electric vehicles. In Figure 4, an electric vehicle is identified by reference numeral 77.

[0033] The first embodiment of the charging point unit 1 according to the invention comprises a first section 3, which can be inserted into a floor section, a drive unit (not shown in Figures 1, 2, and 3), and a second section 5. The second section 5 can be moved relative to the first section 3 from a retracted position to an extended position (shown in Figure 1) and from the extended position to the retracted position by means of the drive unit. Such height adjustment may be provided in the second through sixth embodiments of the charging point unit 1 according to the invention, but is not provided in the embodiments shown in the figures.Unless explicitly stated otherwise, the features, technical effects, and / or advantages described and illustrated in connection with one embodiment of the charging point unit 1 according to the invention also apply, at least analogously, to every other embodiment of the charging point unit 1 according to the invention, and the features, technical effects, and / or advantages described and illustrated in connection with every other embodiment of the charging point unit 1 according to the invention also apply, at least analogously, to the embodiment of the charging point unit 1 according to the invention, so that corresponding repetitions are omitted in the following. The charging point unit 1 has an end plate 7 and an LED arranged in the end plate 7 to indicate a status of the charging point unit 1.Furthermore, the charging point unit 1 has a first charging connection point 9, which includes self-limiting heating cables for the Stimplate 7 and, in the first embodiment of the charging point unit according to the invention, a base 11 of the second section 5 of the charging point unit 1, and in the second to sixth embodiments of the charging point unit according to the invention, a base 11 of the charging point unit 1. The heating cables ensure frost protection for the charging point unit 1, in particular for the Stimplate 7. The charging point unit 1 also has a second charging connection point 13, which has two Type 2 sockets arranged vertically one above the other and an NFC chip 15 (see Figure 3). The charging point unit 1 also has a bollard 17, which is preferably approximately 80 cm high and has a minimum width.

[0034] Furthermore, the charging point unit 1 has a cable duct 19, which can also be referred to as an SCC cable duct. The cable duct 19 is intended for the bollard system. The cable duct 19 preferably has a depth of 1.0 m and is made of plastic and has cable entries. The cable duct 19 can be referred to as a section of the first section 3 or as a section of the charging point unit 1. The cable duct 19 is installed in the ground. Preferably, a power cable 21 and a data cable 23, both shown in Figure 1, are provided. The power cable 21 and the data cable 23 are pre-assembled to a network connection point 25. In the assembled state, the power cable 21 and the data cable 23 are connected to the network connection point 25. The charging point unit 1 has a network connection box, which can also be referred to as an SCC network connection box or SCC-NAB. The network connection box has the network connection point 25.The power cable 21 and the data cable 23 each form a section of a supply line to the charging point unit 1. The power cable 21 is a section of a power supply line with a plug connection, preferably IP69 rated. The data cable 23 is a section of a data connection. Alternatively, preferably, the data cable 23 is omitted, and only the power cable 21 is provided. In this case, the installation effort is reduced, as only the power cable 21 needs to be pre-attached to the network connection point 25. In the installed state, the power cable 21 is connected to the network connection point 25. The power cable 21 forms a section of a supply line to the charging point unit 1. Preferably, both data and electrical current are transmitted via the power cable 21, preferably using Powerline Communication (PLC). The power cable 21 thus preferably forms both a section of the power supply line and a section of a data connection.The bollard system is screwed into the shaft. The bollard 17 and the cable duct 19 are screwed together and, when screwed together, are connected by screws. Cables for the bollard system, i.e., a bollard system cable 27, preferably only for data transmission, as well as for the charging technology, i.e., a charging technology cable 29, preferably for electrical current transmission, and preferably for the pump system, i.e., preferably a pump system cable 31, are each connected to the network connection point 25. Connections, preferably IP69 connections, are provided for this purpose. The network connection point 25 has a connection point for the power grid as well as for the data connection (protection mechanism + residual current device). The functions of the bollard (drive, heating, operation) are also controlled via the network connection point 25. Preferably, no components relevant to the charging process are installed in the network connection point 25.The charging technology cable 29 can also be referred to as the charging point cable. The cable transmits both power and data and is connected to the transfer point via a waterproof key system. Preferably, as shown in Figure 3, the charging technology cable 29 is omitted, and the charging point unit includes the bollard system cable 27, through which both data and electrical current are preferably transmitted, preferably using Powerline Communication (PLC).

[0035] The drive unit has already been mentioned. In the first embodiment of the charging point unit 1 according to the invention, the drive unit is provided for a lifting mechanism. The drive unit can be installed in the side panels, as can a rail system 33 for stabilization.

[0036] Furthermore, the charging point unit 1 preferably includes a pump system 33. The pump system 33 is a pump system with a water contact sensor and prevents consequential damage from prolonged water contact by draining excess water and thus preventing material damage and corrosion. The excess water is drained by means of a valve 35 of the pump system 33.

[0037] Furthermore, in the first embodiment of the charging point unit 1 according to the invention, the charging point unit 1 preferably has a floor button 37 for extending and retracting the bollard 17.

[0038] Figure 3 also shows an NFC interface, preferably external, comprising the NFC chip 15, of the charging point unit 1. The charging point unit 1 also has a first connection point 41, preferably a first IP69 connection point. The first connection point 41, preferably the first IP69 connection point, has an upper interface, which is intended for connecting the Stim plate and can alternatively also be used as a connection point in wallbox operation. The charging point unit 1 also has a second connection point 43, preferably a second IP69 connection point. The combined hybrid cable (power and data cable), in particular the bollard system cable 27, is connected to the second connection point 43, which can also be referred to as the lower interface, preferably the lower IP69 interface. The charging point unit 1 also has a third connection point 45, preferably a third IP69 connection point.At the third connection point 45, the hybrid connection cable transmits power and data and has two connectors, preferably two IP69 connectors. It is connected in the bollard 17 to a charging capsule 49 and at the transfer point, in particular at the network connection point 25, in the base, in particular in the cable duct 19.

[0039] Furthermore, charging point unit 1 has a charging point 47. Charging point 47 has 2x Type 2 sockets vertically, each 22kW (SCC technology), Type 2 sockets vertically for 1 vehicle at 22kW or 2 vehicles at 2kW, an NFC chip, 9 pre-assembled cables with waterproof connectors, 2x viewing windows for legally compliant electricity meters, power electronics, a charging controller, legally compliant electricity meters with viewing windows for users, one meter per socket, protective devices (residual current circuit breaker, miniature circuit breaker), charging cables or charging sockets, and communication interfaces.

[0040] Furthermore, charging point unit 1 features the previously described charging capsule 49. On the front of the capsule, specifically charging capsule 49, are two vertically arranged Type 2 sockets. An NFC interface is integrated above the sockets for communication and authentication purposes. All components are integrated within the capsule, particularly charging capsule 49, to enable operation as a wallbox.

[0041] The charging point unit 1 can also be referred to as an SCC charging bollard and, in the first embodiment of the charging point unit 1 according to the invention, is a retractable charging bollard for electric vehicles.

[0042] Preferred technical field: This invention preferably relates to a retractable charging bollard primarily designed for charging electric vehicles (EVs). Preferably, however, the charging bollard also offers civilian, municipal, and military applications in power supply and communication. The charging bollard can preferably be fully recessed into the ground, integrates all necessary charging technology, offers various payment methods, and incorporates advanced communication and security features.

[0043] Preferred Technical Description

[0044] 1. Retractable charging bollard

[0045] Preferably, in the first embodiment of the charging point unit 1 according to the invention, the charging bollard, or at least a section of the charging point unit 1, can be completely recessed into the ground when not in use. This offers a space-saving and aesthetically pleasing solution in urban environments and reduces the risk of damage and vandalism. The retraction and extension mechanism is implemented, for example, by an electric drive powered by a robust and maintenance-free motor. However, other drive systems besides electric drives can also be used.

[0046] Preferred areas of application: Public, Semi-public, Private

[0047] The bollard is preferably approximately 80 cm high when extended. The upper 50 cm are preferably hollow inside to house waterproof technology, reduce weight, and provide space for additional functions or cabling.

[0048] The hollow interior can be used to integrate additional components such as sensors, communication devices, or other technology.

[0049] Preferably, the cables for power supply and data transmission are designed and routed in such a way that, in the first embodiment of the charging point unit 1 according to the invention, they can move along with the bollard during the lifting and lowering process without being damaged. For this purpose, a flexible cable management system or a cable guide rail could be integrated, which follows the bollard's movements and protects it from wear.

[0050] The cables used are preferably weatherproof and durable in order to withstand the challenges posed by environmental influences.

[0051] 2. Equipment & Charging Technology

[0052] The equipment and charging technology integrated into the bollard preferably comprises a housing made of metallic compounds or other materials. For example, the housing may be in the form of a cylinder, prism, or other shape. The equipment and charging technology integrated into the bollard also preferably includes a drive unit that can be electrically, hydraulically, magnetically, or otherwise powered. The equipment and charging technology integrated into the bollard also preferably includes one or more charging ports: standardized charging sockets for various vehicle types (e.g., Type 2, CCS). The equipment and charging technology integrated into the bollard

[0053] Charging technology preferably includes power electronics: mains connection, DC and / or inverter to cover different charging requirements. The charging technology integrated into the bollard preferably also includes safety electronics: fuses, circuit breakers, and other safety components. The charging technology integrated into the bollard preferably also includes a cooling and heating system for temperature management: an integrated system for efficient temperature control of the electronics under high loads or at low temperatures to prevent freezing, for example. The charging technology integrated into the bollard preferably also includes sensors for monitoring and optimizing the charging process. The charging technology integrated into the bollard preferably also includes an integrated energy meter.The integrated equipment and charging technology in the bollard preferably includes lighting and preferably acoustic signals, or optionally voice output for instructions, confirmations, warnings, etc. The integrated equipment and charging technology in the bollard is also preferably characterized by a modular design. The integrated equipment and charging technology in the bollard also preferably optionally includes active, passive, and inductive sensors such as optical sensors, acoustic sensors, vibration sensors, temperature sensors, radar, etc. The integrated equipment and charging technology in the bollard also optionally includes battery storage to bridge power outages. The integrated equipment and charging technology in the bollard also optionally includes an emergency manual operation for raising and lowering.

[0054] 3. Integrated payment options

[0055] The charging bollard preferably incorporates a payment system that offers various payment methods, including: Credit and debit card payments: A card reader for contactless payments. Mobile payment: NFC-enabled modules for payments via mobile devices. RFID: For subscriber or membership card-based payment systems. QR code: For web payments. App payment. Other systems and payment interfaces: All possible payment processing options.

[0056] 4. Processor, communication module and interfaces

[0057] The bollard is preferably equipped with a high-performance processor that controls and monitors all operations. Integrated modules and interfaces include: Communication modules: To ensure a stable and secure data connection. Interfaces: For maximum compatibility. Data processing and storage: An integrated processor and memory for handling charging operations, transactions, analyses, and communication. IoT & AI

[0058] 5. Water Resistance The charging bollard is preferably designed to IP68 protection class to offer protection against the ingress of water and dust. All electronic components are preferably housed in a sealed enclosure, and the moving parts are equipped with high-quality seals.

[0059] 6. Vandal resistance & robustness

[0060] The bollard is preferably made of robust materials that offer high resistance to mechanical and environmental influences. In addition to withstanding physical stresses, the charging bollard is preferably weather- and corrosion-resistant. Examples of robust materials include: metal, aluminum, steel, and plastic.

[0061] 7. Operation and Maintenance

[0062] The charging bollard is designed for ease of use and maintenance: Remote maintenance: The charging bollard can be monitored and maintained remotely via the communication modules. Modular design: Individual components can be easily replaced if necessary.

[0063] 8. Advantages of the invention

[0064] The present invention offers several advantages: Space saving and aesthetics: The preferably retractable bollard is barely visible when retracted, thus contributing to the visual enhancement of urban spaces. Convenience and flexibility: The integration of charging technology and payment options greatly simplifies the charging process for the user. Safety and security: Thanks to its water resistance and vandal resistance, the charging bollard is ideally suited for use in public and exposed areas.

[0065] Future-proof: The integrated communication and interface modules enable easy integration into existing and future charging infrastructure systems.

[0066] The charging point unit 1 is designed to be integrated into an electric vehicle charging network system comprising at least one first distribution unit, at least one second distribution unit, and at least one charging point unit, wherein the charging point unit 1 is one of the at least one charging point unit, or each of the at least one charging point unit is configured in the same way as the charging point unit 1. The charging point unit 1 can also be referred to as a charging point (LP), charging bollard, charging station, or wallbox. Every electric vehicle is an electric car and has an electrical energy storage device that can be charged electrically using the electric vehicle charging network system. The electric vehicle charging network system is therefore designed for charging the electrical energy storage devices of electric vehicles. In particular, if bidirectional charging is provided, the electric vehicle's electrical energy storage device can also be discharged and the electrical energy fed back into the grid.The charging point unit 1 is preferably connected to a corresponding second distribution unit such that the charging point unit 1 can be supplied with electrical energy at a third voltage level. Preferably, the third voltage level is a low-voltage level. Because the third voltage level is a low-voltage level, each charging point unit can be of a particularly simple design, since, in particular, each charging point unit does not need to have any components that require a high voltage.

[0067] Convert medium voltage to a low voltage. Preferably, in connection with the present invention, a low voltage level is defined such that when electrical energy is supplied at an electrical voltage at the low voltage level, or a component can be supplied with electrical energy at an electrical voltage at the low voltage level, the electrical voltage at the low voltage level corresponds to a nominal voltage of 0.4 kV (400 V).

[0068] The charging point unit 1 has a connection section to which an electric vehicle's electrical energy storage device can be connected, allowing the vehicle's electrical energy storage device to be charged with electrical energy. Thus, when an electric vehicle's electrical energy storage device is connected to the connection section of the charging point unit, it can be charged. In particular, if bidirectional charging is provided, the electric vehicle's electrical energy storage device can also be discharged and the electrical energy fed back into the system. Preferably, the charging point unit 1 is configured to supply the electrical energy at a voltage on the third voltage level.By ensuring that every second distribution unit is configured to provide electrical energy at a voltage on the third voltage level, and that each charging point unit is connected to a corresponding second distribution unit in such a way that the charging point unit can be supplied with electrical energy at a voltage on the third voltage level, and that each charging point unit is configured to provide electrical energy at a voltage on the third voltage level, it is ensured that each charging point unit can be of a particularly simple design, since in particular each charging point unit does not need to have any components that convert the electrical voltage between different voltage levels.Preferably, the charging point unit 1 has two connection sections, each connection section of the two connection sections having a type 2 socket, so that each charging point unit has two electrical connections.

[0069] Energy storage devices can be charged, one of which is an energy storage device belonging to a first electric vehicle, and the other of which is an energy storage device belonging to a second electric vehicle. Both the first and second energy storage devices can be charged using a charging point unit and two charging cables with Type 2 connectors. The charging point unit provides 22 kW of electrical energy at each Type 2 socket. Specifically, if bidirectional charging is enabled, the electric vehicle's energy storage device can also be discharged and the electrical energy fed back into the system.

[0070] Preferably, the charging point unit 1 comprises a charging data processing unit and a transmitting and receiving unit. The charging data processing unit preferably comprises a processor and a data storage unit.

[0071] The charging point unit 1 is preferably connected to a corresponding first distribution unit such that initial data can be sent from a first data processing unit of the first distribution unit, initial data can be received from the charging data processing unit, charging data can be sent from the charging data processing unit, and charging data can be received from the first data processing unit. The transmit and receive unit of each first distribution unit, i.e., each first transmit and receive unit, is configured for transmitting the initial data and receiving the charging data. The transmit and receive unit of the charging point unit is configured for transmitting the charging data and receiving the initial data.Furthermore, the charging point unit is preferably wired to the corresponding first distribution unit in such a way that the first data can be sent from the first data processing unit via the wired connection, the first data can be received from the charging data processing unit via the wired connection, the charging data can be sent from the charging data processing unit via the wired connection, and the charging data can be received from the first data processing unit via the wired connection.The charging point unit 1 is preferably wired to the corresponding first distribution unit by means of an electrically conductive cable, which can also be referred to as an electrical line or as an electrically insulating sheathed electrical line or power cable, such that the first data can be sent from the first data processing unit via the wired connection using Powerline Communication (PLC), the first data can be received from the charging data processing unit via the wired connection using Powerline Communication, the charging data can be sent from the charging data processing unit via the wired connection using Powerline Communication, and the charging data can be received from the first data processing unit via the wired connection using Powerline Communication.

[0072] For example, if an electric vehicle driver wants to charge their vehicle's battery, they drive to a connection point of a charging station. The driver scans a QR code attached to the charging station with their mobile phone. This QR code contains a unique identification number (UIN) in encoded form, which uniquely identifies the connection point of the charging station. Using an app installed on the driver's mobile phone, the unique identification number of the charging station's connection point can be determined from the scanned QR code, and the driver can then confirm, via a user input, that they wish to charge their electric vehicle's battery at that connection point. The following describes the process using an app.However, other applications are also possible in connection with the present invention, such as a wallet provided in the mobile phone.

[0073] After user input, the driver's mobile phone wirelessly transmits the unique identification number of the charging point unit's connection section and a unique driver identification number stored in the driver's app to a transmitter / receiver unit for wireless transmission and reception of the charging point unit. Preferably, the driver's mobile phone wirelessly transmits the unique identification number of the charging point unit's connection section and a unique driver identification number stored in the driver's app using Near Field Communication (NFC) to a transmitter / receiver unit for wireless transmission and reception of the charging point unit. Preferably, the transmitter / receiver unit for wireless transmission and reception of the charging point unit is an NFC transmitter / receiver unit.The wireless transmitting and receiving unit sends the unique identification number of the charging point unit's connection section and the driver's unique identification number to a processor within the charging point unit, which is connected to the charging point unit's data storage. This combination of processor and data storage can also be referred to as the charging data processing unit. Thus, the charging data processing unit comprises both the charging point unit's processor and its data storage.The processor then reads the unique identification numbers of the two connection sections of the charging point unit stored in the data memory of the charging point unit and compares these unique identification numbers with the unique identification number of the connection section of the charging point unit sent by the transmitting and receiving unit to the processor of the charging point unit for wireless transmission and reception.If one of the two unique identification numbers stored in the charging point unit's data memory for the two connection sections of the charging point unit matches the unique identification number of the charging point unit's connection section that the transmitter / receiver unit sends wirelessly to the charging point unit's processor, the charging point unit's processor sends the unique identification number of the charging point unit's connection section and the driver's unique identification number to a transmitter / receiver unit of the charging point unit. The combination of the charging point unit's connection section's unique identification number and the driver's unique identification number can also be referred to as charging data.The charging point unit's transmitter and receiver now sends the unique identification number of the charging point unit's connection section and the driver's unique identification number via the previously described wired connection between the charging point unit and the first distribution unit assigned to it. This connection is formed by an electrically conductive cable between the charging point unit and the first distribution unit. The electrically conductive cable connects the charging point unit to the first distribution unit. Specifically, no data exchange takes place between each charging point unit and a second distribution unit assigned to it.In particular, there is no direct data exchange between each charging point unit and the second distribution unit assigned to it. Because direct data exchange takes place between each charging point unit and the second distribution unit assigned to it, the second distribution unit can be designed very simply, as no data processing equipment is required for data communication with the charging point unit(s) beyond the equipment needed for supplying electrical energy.The transmitter and receiver of the first distribution unit now forwards the unique identification number of the charging point unit's connection section and the driver's unique identification number to a processor of the first distribution unit, which stores the unique identification number of the charging point unit's connection section and the driver's unique identification number in a data memory of the first distribution unit. The processor of the first distribution unit then reads the data stored in the first distribution unit's data memory, which can also be referred to as reference data, and uses this data to verify, i.e.,Based on the reference data, the system determines whether the unique identification number of the charging point unit's connection section, the driver's unique identification number, or a combination of both will result in an "OK" or "Not OK" status. For example, the reference data might contain an error message related to the charging point unit's connection section selected by the driver because a charging attempt with that section was unsuccessful and a replacement of that section is already scheduled for the next few hours. In this case, the check would, for example, result in a "Not OK" status.

[0074] If the check results in an "OK" status, the processor of the first distribution unit sends the "OK" status, which could, for example, consist of a "0" (zero), to the transmitter / receiver of the first distribution unit. This transmitter / receiver then sends the "OK" status via the electrically conductive cable to the transmitter / receiver of the charging point unit. The transmitter / receiver of the charging point unit then sends the "OK" status back to the processor of the charging point unit, which in turn sends the "OK" status back to the wireless transmitter / receiver of the charging point unit. Finally, the wireless transmitter / receiver of the charging point unit sends the "OK" status to the mobile phone and the app installed on the mobile phone, which then displays a message indicating that the charging process can begin.

[0075] When the mobile app displays a message indicating that charging can begin, the driver connects a charging cable to both the selected connection point of the charging unit and the electric vehicle's battery. A sensor unit in the charging unit detects that a charging cable is connected to the selected connection point and sends this information, also known as charging data, to the charging unit's processor. The processor then sends the information that the charging cable is connected to the selected connection point to the unit's transmitter / receiver, which in turn transmits the information via the wired connection between the charging unit and the first distribution unit to the transmitter / receiver of the first distribution unit.The transmitter and receiver of the first distribution unit now forwards the information that the charging cable is connected to the selected connection section of the charging point unit to the processor of the first distribution unit. The processor then stores this information in a data memory of the first distribution unit. The first distribution unit then provides the electrical energy required to charge the electric vehicle's electrical energy storage device at the voltage on the second voltage level, thus supplying the second distribution unit with electrical energy at the voltage on the second voltage level.The second distribution unit now provides the electrical energy with the electrical voltage at the third voltage level, so that the charging point unit is supplied with electrical energy at the electrical voltage at the third voltage level, so that the electrical energy storage of the electric vehicle is charged with electrical energy.

[0076] Once the electric vehicle's battery is charged, the app installed on the driver's mobile phone displays a message indicating that the driver wishes to end the charging process. The driver's mobile phone wirelessly transmits this information to the charging point unit's wireless transmitter / receiver. The transmitter / receiver then sends this information to the charging point unit's processor. This information can also be referred to as charging data. The charging point unit's processor then sends this information back to the transmitter / receiver.The transmitter and receiver of the charging point unit now sends the information via the wired connection between the charging point unit and the first distribution unit assigned to the charging point unit to the transmitter and receiver of the first distribution unit. The transmitter and receiver of the first distribution unit then forwards this information to the processor of the first distribution unit, which stores the information that the driver wishes to end the charging process in the data memory of the first distribution unit.The first distribution unit now ceases supplying the electrical energy required to charge the electric vehicle's battery at the second voltage level, thus cutting off the supply to the second distribution unit at the second voltage level. The second distribution unit also now ceases supplying the electrical energy required to charge the electric vehicle's battery at the third voltage level, thus cutting off the supply to the charging point unit at the third voltage level.As described in the section on the start of charging, the processor of the first distribution unit now sends an "OK" status to the processor of the charging point unit. The charging point unit's processor then transmits this information wirelessly to the driver's mobile phone via the transmitter / receiver unit. The app then indicates that the driver can disconnect the charging cable from the selected connection point of the charging point unit. The driver disconnects the charging cable from the selected connection point and drives their electric vehicle away from the connection point with the now-charged battery.

[0077] If the check results in a "not OK" status, the processor of the first distribution unit sends the "not OK" status, which might consist of a "1" (one), to the transmitter / receiver of the first distribution unit. This transmitter / receiver then sends the "not OK" status via the electrically conductive cable to the transmitter / receiver of the charging point unit. The transmitter / receiver of the charging point unit then sends the "not OK" status to the processor of the charging point unit, which in turn sends the "not OK" status to the wireless transmitter / receiver of the charging point unit. Finally, the wireless transmitter / receiver of the charging point unit sends the "not OK" status to the mobile phone and the app installed on the mobile phone, which then displays a message indicating that the charging process cannot be started.If the app installed on the mobile phone displays the information that the charging process cannot be started, the driver scans a QR code of the second connection section of the charging point unit and the steps already described are repeated for the second connection section of the charging point unit.

[0078] In particular, since the verification for multiple charging point units can be performed centrally by the first distribution unit, and only very small amounts of data need to be transmitted and processed by each charging point unit, the charging point units can be designed very simply, as, for example, low-power processors and small data storage capacities are sufficient. Furthermore, because the verification for multiple charging point units can be performed centrally by the first distribution unit, an update of the reference data for multiple charging point units can be carried out at a central location, namely at the first distribution unit. The status "OK" and the status "not OK," and especially the "0" (zero) or "1" (one), can also be referred to as the initial data.

[0079] Preferably, the charging point unit 1 is designed to be retractable. For this purpose, the charging point unit has a first section that is embedded in the ground and a second section that can be moved relative to the first section from a retracted position to an extended position and vice versa by means of a drive unit. When the charging point unit's transmitter and receiver sends the status "OK" to the charging point unit's processor at the start of charging, the processor sends a control signal to the drive unit, causing the drive unit to move the second section relative to the first section into the extended position, so that the second section protrudes from the ground. The second section includes the connection section of the charging point unit selected by the driver, making the selected connection section accessible to the driver.If, after charging, the sensor of the charging point unit detects that the charging cable has been removed from the selected connection section of the charging point unit, the processor of the charging point unit sends a control signal to the drive unit, causing the drive unit to move the second section relative to the first section into the retracted position, so that the second section is again recessed into the ground. In another embodiment, the charging point unit can be attached to or mounted on the wall of a parking garage. In yet another embodiment, the charging point unit can be attached to or mounted on the wall of an underground parking garage. As already described, the charging point unit 1 preferably comprises the transmitter and receiver unit for wireless transmission and reception.The wireless transmitting and receiving unit can also be referred to as the first transmitting and receiving unit of the charging point unit, and the transmitting and receiving unit can also be referred to as the second transmitting and receiving unit of the charging point unit.

[0080] Figure 4 schematically illustrates that the charging point unit 1 can include a sensor unit 51 of a current measurement system (CMS). The sensor unit 51 of the charging point unit 1's current measurement system can detect the electric current, in particular an electric current intensity and / or an electric voltage, at a predetermined section of the charging point unit 1 and send a signal representing the detected electric current to a control unit of a second distribution unit associated with the charging point unit 1. For this purpose, the sensor unit 51 of the charging point unit 1's current measurement system is connected to the control unit of the second distribution unit. The charging point unit 1 also includes an electrical connection unit 53. The electrical connection unit 53 includes a corresponding sensor unit 51.The electrical connection unit 53 can also be referred to as the first electrical connection unit 55 of the charging point unit 1. The first electrical connection unit 55 has four electrical connections. The charging point unit 1 also has a switching unit 57, which can also be referred to as a power switch module (PSM).The switching unit 57 can optionally connect either the first electrical connection unit 55 and a first electrical connection section 59 of the charging point unit 1, which can be referred to as a connection section of the charging point unit 1, or the first electrical connection unit 55 and a second electrical connection section 61 of the charging point unit 1, which can also be referred to as a connection section of the charging point unit 1, or the first electrical connection unit 55 to both the first electrical connection section 59 of the charging point unit 1 and the second electrical connection section 61 of the charging point unit 1. An electrical energy storage device of an electric vehicle can be connected to the first electrical connection section 59 of the charging point unit 1, so that the electric vehicle's electrical energy storage device can be charged with electrical energy.In particular, if bidirectional charging is provided, the electric vehicle's electrical energy storage system can also be discharged and the electrical energy fed back into the system. Likewise, the second electrical connection section 61 can be used for...

[0081] Charging point unit 1 can also be connected to an electrical energy storage device of another electric vehicle (not shown in Figure 4), so that the electrical energy storage device of the other electric vehicle can be charged with electrical energy. In particular, if bidirectional charging is provided, the electrical energy storage device of the electric vehicle can also be discharged and the electrical energy fed back into the system. Thus, charging point unit 1 can charge two electrical energy storage devices, where the first electrical energy storage device can be an electrical energy storage device of a first electric vehicle and the second electrical energy storage device can be an electrical energy storage device of a second electric vehicle. In particular, if bidirectional charging is provided, the electrical energy storage device of the electric vehicle can also be discharged and the electrical energy fed back into the system.The control unit of the second distribution unit can send a control signal to the switching unit 57, causing the first electrical connection unit 55 and the first electrical connection section 59 of the charging point unit 1 to be connected by the switching unit 57, thus bringing them into a connected state and maintaining that state. Furthermore, the control unit of the second distribution unit can send a control signal to the switching unit 57, causing the first electrical connection unit 55 and the first electrical connection section 59 of the charging point unit 1 to be disconnected by the switching unit 57, thus bringing them into a disconnected state and maintaining that state.Similarly, the control unit of the second distribution unit can send a control signal to the switching unit 57, so that the first electrical connection unit 55 and the second electrical connection section 61 of the charging point unit 1 are connected to each other by means of the switching unit 57, thus bringing them into a connected state and keeping them in that state. Furthermore, the control unit of the second distribution unit can send a control signal to the switching unit 57, so that the first electrical connection unit 55 and the second electrical connection section 61 of the charging point unit 1 are disconnected from each other by means of the switching unit 57, thus bringing them into a disconnected state and keeping them in that state. For this purpose, the switching unit 57 of the charging point unit 1 is connected to the control unit of the second distribution unit. The charging point unit 1 also has several sensor modules.Each sensor module 63 can also be referred to as an IoT (Internet of Things, IoT) sensor module. A first sensor module includes a proximity switch, which can also be called a proximity initiator, proximity switch, or (proximity) sensor; a second sensor module includes an ultrasonic sensor, which can also be called an ultrasonic receiver; a third sensor module includes a radar sensor; and a fourth sensor module includes a 3D camera. Additional sensor modules may include, for example, a camera, a microphone, parking space monitoring, and / or other sensors. Each sensor module 63 is designed to be connected modularly to a section of the charging point unit 1, such that the corresponding sensor module 63 forms a section of the charging point unit 1.Each sensor module 63 can therefore be understood as a module that can be added to and removed from the charging point unit 1 at will, with the full functionality of the charging point unit 1 being maintained for each additional module added and each additional module removed, regardless of the other modules intended for the charging point unit 1. Because each sensor module 63 is designed to be connected to a section of the charging point unit 1 in a modular manner, the functionality of the charging point unit 1 is expanded.

[0082] Furthermore, the charging point unit 1 has an interface 65, which can also be referred to as a sensor interface or sensor I / O interface. The interface 65 is connected to each integrated sensor module 63. When a sensor module 63 detects a specific property, such as a physical or chemical property in its environment, and sends a signal representing this property to the interface 65, the interface 65 can forward this signal to the control unit of the second distribution unit. For this purpose, the interface 65 is connected to the control unit of the second distribution unit. The charging point unit 1 can therefore have a particularly simple design, as it does not require a control unit to process the signals provided by the sensor modules.

[0083] Furthermore, the charging point unit 1 has a user interface 67, which can also be referred to as a user interface, human-machine interface, MMS, or HMI. A driver 69 of an electric vehicle can input commands via the user interface 67. For example, a user input could be that the driver 69 wants to start or stop a charging process. The charging point unit 1 also has an RFID (radio-frequency identification) reader 71, which can also be referred to as an RFID reader. Using the RFID reader 71, an identifying code stored on a transponder can be read. For example, a driver 69 can identify themselves using the identifying code.Preferably, two RFID (radio-frequency identification) readers are provided: a first RFID (radio-frequency identification) reader for the first electrical connection section 59 and a second RFID (radio-frequency identification) reader for the second electrical connection section 61. Preferably, a second electrical connection unit of a second distribution unit, preferably a UVT, is connected to the first electrical connection unit 55 of the charging point unit 1 assigned to the second distribution unit, so that the charging point unit 1 can be supplied with electrical energy at an electrical voltage on the third voltage level.

[0084] 50. An electric vehicle's energy storage system can be charged using charging point unit 1. In particular, if bidirectional charging is provided, the electric vehicle's electrical energy storage system can also be discharged and the electrical energy fed back into the grid.

[0085] The second distribution unit, preferably the UVT, is connected to its associated charging point unit 1 in such a way that data can be transmitted between the second distribution unit and the charging point unit 1. A suitable cable is provided between the second distribution unit and its associated charging point unit 1 for data transmission, via which data transmission is ensured using powerline communication. Preferably, three such cables are provided between the second distribution unit and its associated charging point unit 1 for data transmission, via which data transmission is ensured using powerline communication. The second distribution unit has a first connection section to which the cable can be attached and via which data can be transmitted between the second distribution unit and its associated charging point unit 1. Preferably, there are three such first connection sections.Each first connection section is a section of the control and regulation unit of the second distribution unit or can be connected to the control and regulation unit of the second distribution unit.

[0086] The charging point unit 1 also has a first connection section 73 to which the cable can be attached and through which data can be transmitted between the second distribution unit and the charging point unit 1. Preferably, there are three such first connection sections. A first connection section 73 is a section of the sensor unit.

[0087] 51 or can be connected to the sensor unit 51. A first connection section 73 is a section of the interface 65 or can be connected to the interface 65. A first connection section 73 is a section of the switching unit 57 or can be connected to the switching unit 57. The charging point unit 1 also has a second connection section 75. Preferably, two second connection sections are provided. Using the second connection sections, the charging point unit 1 can be connected to a data transmission network, such as the internet, which differs from the data transmission options described in connection with the first connection sections. The data transmission options described in connection with the first connection sections are ensured by connections between the individual components of the electric charging network system.These various connections between the individual components of the electric vehicle charging network can also be referred to as the first data network or private data network. The data transmission options described in connection with the second connection sections are ensured, for example, by connections between the individual components of the electric vehicle charging network and other components that are not part of the electric vehicle charging network. These various connections between the individual components of the electric vehicle charging network and other components can also be referred to as the second data network or public data network.

[0088] As previously described, charging point unit 1 includes switching unit 57. Switching unit 57 of charging point unit 1 can preferably be controlled by the control unit of the second distribution unit assigned to charging point unit 1, i.e., the UVT assigned to charging point unit 1. Switching unit 57 of charging point unit 1 then preferably enables the energy flow to the corresponding energy storage device of the respective electric vehicle. Enabling the energy flow to a specific electric vehicle preferably occurs exclusively upon instruction from an SCC master, i.e., a control unit of the first distribution unit, and can be individually controlled according to user ID, charging profile, and / or energy availability. Charging point unit 1 can also be referred to as an infrastructure connection point or IAP.The infrastructure connection point is the endpoint at the low-voltage level and fulfills three key functions: Charging point: Direct connection for end users (e.g., 2 x 22 kW charging points); IP-based control and data connection: Preferably receiving control data from the UVT / UVT+, preferably forwarding status or consumption data, especially to the UVT / UVT+, preferably receiving control data and / or sending status or consumption data via the internet, for example, using WLAN, mobile data using a SIM card, or via a wired internet connection; Integration of IoT sensors: Modular design allows the integration of IoT components, also known as sensor modules, for monitoring the charging point units' environment, consumption, condition, security, environmental data, smart city functions, advertising and marketing functions, and services such as parking management, traffic counting, etc.The sensors preferably use the same infrastructure connection (power and data), which reduces installation effort. Typical IoT applications include temperature, air quality, presence, or energy consumption sensors. Control is preferably via UVT+: The entire energy and communication flow in charging point unit 1 is preferably controlled by the UVT+ via the UVT, such as load enabling or disabling, assignment of energy priorities, configuration of IP components, control of IoT communication, and real-time monitoring of operating states.

[0089] As previously described, the charging point unit 1 has several sensor modules. Each sensor module 63 is an example of a module unit that the charging point unit 1 can have. The charging point unit 1 also has a frame unit 79, which can also be referred to as the SCC CoreFrame. The frame unit 79 has several slots. Each slot 81 is designed such that the slot 81 can accommodate each module unit of several

[0090] Each module unit can be individually accommodated. Furthermore, each module unit is designed so that it can be individually accommodated by any of the multiple slots 81. In the assembled state of a module unit, the module unit is thus accommodated by a corresponding slot 81. Each module unit has a connection section 83, and each slot 81 has a connection section 85, whereby each connection section of each module unit can be connected to each connection section of each slot 81.Preferably, each connecting section 83 of each module unit has two rail elements, and each connecting section 85 of each slot 81 also has two rail elements, wherein a first rail element of the two rail elements of each connecting section 83 of each module unit can slide along a first rail element of the two rail elements of each connecting section 85 of each slot 81, and a second rail element of the two rail elements of each connecting section 83 of each module unit can slide along a second rail element of the two rail elements of each connecting section 85 of each slot 81, so that insertion of each module unit into the frame unit 79 is particularly easy for an operator. Each slot 81 can also be referred to as a slot.The fact that the charging point unit 1 includes the frame unit 79, which has multiple slots, ensures flexible integration of various module units within the charging point unit 1, and in particular within a predefined frame system with defined dimensions and housings. In addition to the sensor modules already described, each of which can be an example of a module unit, a module unit among the multiple module units can also be a display module or a technical capsule module. Specifically, the charging capsule 49 is designed as a technical capsule module. Furthermore, predefined height units can be specified using the slots, particularly through the arrangement of the slots relative to each other. Thus, IoT technology and the technical capsule can be mounted within the height units, especially using plug-and-play interfaces.This makes it particularly easy to supply the module units with electricity and data.

[0091] The frame unit 79 can, as shown in Figures 6 and 7, have several sections, each section 87 of which can be called a frame module. The frame unit 79 can therefore have several frame modules. The frame modules of the several frame modules are preferably identical in construction. Each frame module has a first connecting section 89 by which the corresponding frame module can be connected to a second connecting section 91 of another frame module of the several frame modules. Furthermore, each frame module has a second connecting section 91 by which the corresponding frame module can be connected to a first connecting section 89 of another frame module of the several frame modules.The frame unit 79 can therefore comprise several preferably identically constructed and interconnected frame modules, such that the frame unit 79 can, for example, have stacked frame modules that are securely fixed to one another. Preferably, the frame unit 79 comprises two or three frame modules. Preferably, each frame module has a height of 100 cm. Each frame module has several slots as already described. Each frame module can therefore be individually equipped with a wide variety of sensors according to customer requirements. For example, manufacturers of IoT sensors, monitoring systems, and other technologies can adapt their existing components to the frame unit 79, the frame modules, and especially the slots, and integrate them seamlessly.

[0092] As previously described, various sensor modules can be provided. For traffic control and monitoring, one or more sensor modules can incorporate one or more of the following sensors or detection devices: radar and lidar sensors, particularly for detecting vehicle movements, speeds, and distances – even under adverse weather conditions; AI-powered cameras, particularly for license plate recognition, traffic flow analysis, and traffic light monitoring; Bluetooth and Wi-Fi tracking, particularly for analyzing average travel time and congestion development through mobile device data collection; and license plate and vehicle recognition sensors, particularly for use in automatic toll systems, parking enforcement, and traffic flow analysis. Parking fees can also be calculated using license plate recognition.Furthermore, for parking management purposes, one or more sensor modules 63 may include one or more of the following sensors or detection devices: ultrasonic sensors, in particular for detecting available parking spaces in parking garages or on streets; AI-supported cameras, in particular for parking space monitoring and preventing illegal parking. Furthermore, for pedestrian and bicycle traffic detection, one or more sensor modules 63 may include one or more of the following sensors or detection devices: infrared sensors, in particular for detecting pedestrians and cyclists for, e.g., traffic light control and safety measures.

[0093] Thermal imaging cameras, especially for detecting people movements even in poor lighting conditions; radar sensors, especially for detecting pedestrians at dangerous crossings. Furthermore, for Smart City & Environmental Monitoring, one or more sensor modules may include one or more of the following sensors or detection devices: multi-sensor weather stations, especially for recording temperature, humidity, wind speed, and precipitation to support traffic management and infrastructure maintenance; air quality sensors (NO2, CO2, particulate matter, ozone, VOCs), especially for measuring environmental pollution to support environmental zone regulations; noise sensors, especially for monitoring traffic noise to optimize noise abatement measures; shock and vibration sensors, especially for the early detection of road damage or structural changes to buildings.Furthermore, for intelligent street lighting and street monitoring, one or more sensor modules (63) may include one or more of the following sensors or detection devices: motion sensors (radar, PIR sensors), in particular for adapting the lighting to the traffic flow; light sensors, in particular for optimizing street lighting depending on ambient light; AI-supported cameras, in particular for detecting accidents or unusual activities.Furthermore, for safety and emergency management purposes, one or more sensor modules (63) may include one or more of the following sensors or detection devices: emergency call systems with cameras and microphones, in particular for rapid assistance in emergencies through integrated emergency call boxes; fire and smoke detectors, in particular for use in parking garages, facilities or critical infrastructure points; AI-supported surveillance cameras, in particular for analyzing crowd flows and detecting emergencies.

[0094] Various sensor modules have already been described, and it has been shown that the frame unit 79 has several slots, each slot 81 being designed to accommodate each of the multiple sensor modules individually. Just as with each sensor module 63, a technology capsule, specifically the charging capsule 49 in the examples shown, can also be provided, designed to accommodate each slot 81. The technology capsule can also be referred to as a technology capsule module. The technology capsule module has a connection section with which the technology capsule can be connected to each connection section 85 of each slot 81. For example, the technology capsule has the second charging connection point 13 already described.The technology capsule preferably has two Type 2 sockets, allowing for particularly flexible expansion of the EV charging infrastructure, as it can provide two 22 kW AC charging points for electric vehicles. The technology capsule preferably also includes the previously described first electrical connection unit 55, the switching unit 57, the first electrical connection section 59, the second electrical connection section 61, and the interface 65. For example, in addition to the technology capsule module already described, the charging point unit may have another technology capsule module or modules, which may be identical to the technology capsule module already described or have a different design.

[0095] Just as with each sensor module 63, one or more display modules can also be provided. Each display module is designed so that it can be accommodated by any slot 81. For example, for laser image display and holography, one or more display modules can have one or more of the following components: a laser projector, in particular for the dynamic display of traffic and environmental information, navigation, advertising, or public notices on surfaces or as interactive projections; holographic displays, in particular for 3D visualizations for interactive city information, safety instructions, or as wayfinding systems for autonomous driving and smart city applications.

[0096] The charging point unit 1 can thus be used to collect various data. The electric vehicle charging network system in which the charging point unit 1 is integrated can collect comprehensive data via various sensors and modules, such as traffic data, in particular vehicle movements, speeds, license plate recognition, and congestion; parking monitoring data, in particular parking space availability and illegal parking detection; pedestrian and bicycle traffic analysis data, in particular pedestrian flows, route usage, and transitional use; environmental monitoring data, in particular air quality, noise levels, vibrations, and structural changes; weather data, in particular temperature, humidity, wind speed, and precipitation; lighting and energy consumption data, in particular dynamic adjustment of street lighting depending on traffic and lighting conditions; and safety monitoring data, in particular emergency detection, accident detection, and fire and smoke detection.

[0097] The collected data is preferably transferred from charging point unit 1 to a UVT (Universal Transfer Station) assigned to charging point unit 1, and then from the UVT to a UVT+ assigned to the UVT, where it is preferably processed. Alternatively, it is transferred from the UVT+ to a cloud, where it is preferably processed, particularly using data encryption methods. If multiple charging point units are provided, corresponding data from each charging point unit 1 is preferably transferred to a corresponding UVT assigned to the charging point unit 1, and then from the UVT to the UVT+ assigned to the UVT. This allows the data to be analyzed and used centrally. For example, traffic optimization can be carried out. In particular, the causes of congestion can be analyzed, dynamic traffic light sequences implemented, and intelligent traffic flow control can be implemented. Furthermore, efficient parking management can be implemented.In particular, this can enable the operation of an automated parking guidance system, thus avoiding traffic congestion caused by drivers searching for parking spaces. Furthermore, it can support urban planning and infrastructure optimization. Specifically, it can identify high-traffic pedestrian and bicycle paths for better infrastructure planning. Environmental and noise management can also be supported. In particular, real-time data can be used to regulate environmental zones, noise abatement measures, and urban air quality. Additionally, street lighting can be operated adaptively. Specifically, energy can be saved through demand-based lighting control. Finally, safety measures can be implemented. Specifically, early accident detection, emergency detection, and proactive measures can be carried out using AI-supported analysis.

[0098] The connection of different charging point units via the UVT with the UVT+ or via another network, such as the internet, an open or closed (especially secure) network, or an electric vehicle charging network system with multiple charging point units, can also be referred to as an SCC CoreFrame system and enables data-driven, intelligent city management that increases efficiency, sustainability, and safety. The SCC CoreFrame system and the SCC CoreFrame enable a flexible and future-proof infrastructure for urban areas by providing modular and intelligent components.

[0099] Technologies are combined in a scalable system. In particular, charging point unit 1 forms the basis for urban mobility and energy infrastructure, for scalable infrastructure in public spaces, and for the development of a charging and data network – including IoT sensors as a foundation for modern smart cities, urban security, municipal resilience, and for traffic, environmental, or condition monitoring. Furthermore, charging point unit 1 can form the basis for an economically optimized and grid-supporting energy system with high benefits for municipal utilities, mobility providers, and municipalities.

[0100] Preferably, for example, in the charging point unit 1 shown in Figure 4, a network connection box (not shown in Figure 4) is also provided, which is connected to each electrical connection of the four electrical connections of the first electrical connection unit 55 of the charging point unit 1, to each first connection section 73 of the charging point unit 1 and to each second connection section 75 of the charging point unit 1.

[0101] The charging point unit 1 shown in Figure 4 also includes, as shown in Figure 1, a bollard system cable 27 (not shown in Figure 4), through which data is preferably transmitted, and a charging technology cable 29 (also not shown in Figure 4), through which electrical current is preferably transmitted. The bollard system cable 27 (not shown in Figure 4) connects the network connection box (not shown in Figure 4) to each first connection section 73 of the charging point unit 1 and to each second connection section 75 of the charging point unit 1. The charging technology cable 29 (not shown in Figure 4) connects the network connection box (not shown in Figure 4) to each of the four electrical connections of the first electrical connection unit 55 of the charging point unit 1.Preferably, in the charging point unit 1 shown in Figure 4, as shown in Figure 3, the charging technology cable 29 is omitted, and the charging point unit 1 has the bollard system cable 27, via which both data and electrical current are preferably transmitted, preferably using Powerline Communication (PLC). The charging point units shown in Figures 5 to 8 are also equipped with corresponding components.

[0102] As previously described, the charging point unit 1 has an end plate 7 and an LED arranged in the end plate 7 to indicate the status of the charging point unit 1. Alternatively, the charging point unit 1 can also have, in addition to the end plate 7, a light source unit 93 shown in Figures 1 and 3 to indicate the status of the charging point unit 1. Preferably, the light source unit 93 has one or more LEDs. Preferably, the light source unit 93 extends around a section of the charging point unit 1 so that the status of the charging point unit 1 can be seen from different viewing angles.

[0103] The direction of the charging point unit 1 is visible. Preferably, the light source unit 93 is arranged at an end section 95 of a charging bollard unit 97 of the charging point unit 1. The charging bollard unit 97 extends from a mounting section 99, with which the charging bollard unit 97 is attached to the cable duct 19, to the end section 95. The end section 95 is thus arranged on a side of the charging bollard unit 97 that is opposite the side of the charging bollard unit 97 on which the mounting section 99 is arranged. Because the light source unit 93 is arranged at the end section 95 of the charging bollard unit 97 of the charging point unit 1, the status of the charging point unit 1 can be detected over long distances.

[0104] The cable duct 19, which can also be referred to as the base unit of the charging point unit 1, has a pivotally mounted door unit 101 on section [section number missing in original text]. This door unit 101 can be pivoted into a closed position, as shown in Figures 6 and 7, in which it separates the interior of the cable duct 19 from its surroundings, and into an open position, as shown in Figure 5, allowing access to the interior of the cable duct 19 from its surroundings, particularly for maintenance work. The network connection box, which has the network connection point 25, is attached to the door unit 101 in such a way that it can pivot together with the door unit. When the door unit is in the closed position, the network connection box is located inside the cable duct 19 and protected from external influences.When the door unit is in the open position, the network connection box is located near cable duct 19 and is easily accessible by one person, particularly for maintenance work. Specifically, the network connection box allows for establishing the network connection during installation, serving as an interface between the charging point or IoT modules and the distribution network – for both power and data. Specifically, the charging point unit 1 can either be integrated into the SCC ecosystem, in which case the power and data connections run via UVT and UVT+, or it can be integrated into or connected to the regular distribution network. In this case, the charging point unit 1 is connected to the local distribution network for power and directly to the internet via cable, Wi-Fi, or SIM card for data. Data processing then takes place in an SCC cloud.The cable duct 19, which can also be referred to as the mounting duct, serves as the foundation for the charging point unit 1. The previously described charging bollard unit 97 can be connected to the cable duct 19, which can also be described as anchoring it within the cable duct. With the height-adjustable charging point unit 1, the drive unit and at least a section of the charging bollard unit 97, or even the entire charging bollard unit 97, can be arranged in the interior of the cable duct 19 when retracted.

[0105] The charging bollard unit 97, as shown in Figure 5 and Figure 8, comprises a frame unit 79 with one section 87 of the frame unit, i.e., with one frame module. As shown in Figure 6 and Figure 7, the charging bollard unit 97 comprises a frame unit 79 with two sections of the frame unit, i.e., with two frame modules. Each frame module can also be referred to as a tubular frame. As already described, different module units are attached to each frame module. Furthermore, the charging bollard unit 97 has a casing 103, preferably cylindrical, for each frame module. Each casing 103 defines an interior space in which a corresponding frame module is arranged in the assembled state. Thus, in the assembled state, each frame module is protected from influences from the surrounding environment by means of a corresponding casing 103.The module units attached to each section 87 of the frame unit can therefore be protected by means of corresponding casings 103. Each casing 103 extends from a first end section 105 to a second end section 107. Each casing 103 has a first opening 109 at the first end section 105 and a second opening 111 at the second end section 107. The second opening 111 can be closed by means of a previously described stim plate 7, as with the charging point units shown in Figures 5 and 8 and as with the casings shown above in Figures 6 and 7. As already described, the stim plate 7 can also integrate technology or sensors. With the aid of a support structure of the tubular frame, the individual sections of the charging bollard unit 97 can be stacked so that the charging bollard unit 97 can be extended to twice its original height.As with the charging point unit 1 shown in Figure 6, a surveillance camera 113 can, for example, be provided at an optimal height.

[0106] Although only the casing 103 is visible in Figure 5, a section 87 of the frame unit 79, i.e., a frame module, is located in the interior space defined by the casing 103. Figures 6 and 7 each show two casings and two frame modules. In the assembled state, one of the two frame modules is arranged in each interior space defined by a corresponding casing 103. Similarly, in the charging point unit 1 shown in Figure 8, the frame module is arranged in the interior space defined by the casing 103 when assembled.When means are described in connection with the present invention, such as means for real-time data acquisition and communication, these means are preferably a component of a component of the electric charging network system, such as a component of the charging point unit 1, or a component of several components of the electric charging network system, such that several components of the electric charging network system have means and the means of the individual components are coordinated with each other to perform the described steps. Each means preferably has a processor that can execute a corresponding computer program and a data memory on which the computer program is stored. It should be further noted that "having means" does not exclude any other elements or steps and "a" or "an" does not exclude a plurality.Furthermore, it should be noted that features described with reference to one of the above embodiments can also be used in combination with other features of other embodiments described above. Reference numerals in the claims are not to be considered as limitations.

[0107] Reference symbol list

[0108] 1 charging point unit

[0109] 3 first section

[0110] 5 second section

[0111] 7 Front plate

[0112] 9 first charging point

[0113] 11 sockets

[0114] 13 second charging point

[0115] 15 NFC Chip

[0116] 17 bollards

[0117] 19 cable duct

[0118] 21 power cables

[0119] 23 data cables

[0120] 25 Network connection point

[0121] 27 bollard system cables

[0122] 29 Charging cables

[0123] 31 Pump system cables

[0124] 33 Pump system

[0125] 35 valve

[0126] 37 floor sensors

[0127] 39 external NFC interface

[0128] 41 first connection point

[0129] 43 second connection point

[0130] 45 third connection point

[0131] 47 charging points

[0132] 49 charging capsules

[0133] 51 Sensor unit of a current measuring system

[0134] 53 electrical connection unit

[0135] 55 First electrical connection unit 57 Switching unit

[0136] 59 first electrical connection section

[0137] 61 second electrical connection section

[0138] 63 Sensor module

[0139] 65 Interface

[0140] 67 User interface

[0141] 69 drivers

[0142] 71 RFID reader

[0143] 73 first connecting section

[0144] 75 second connecting section

[0145] 77 Electric vehicle

[0146] 79 frame unit

[0147] 81 slots

[0148] 83 Connection section of a module unit

[0149] 85 Connection section of a slot

[0150] Section 87 of the framework unit

[0151] 89 first connecting section of a frame module

[0152] 91 second connecting section of a frame module

[0153] 93 light source unit

[0154] 95 Final section

[0155] 97 Charging bollard unit

[0156] 99 Fastening section

[0157] 101 Door unit

[0158] 103 Sheathing

[0159] 105 first final section

[0160] 107 second final section

[0161] 109 first opening

[0162] 111 second opening

[0163] 113 Surveillance camera

Claims

Patent claims 1. Charging point unit (1) for charging electrical energy storage of electric vehicles .

2. Charging point unit (1) according to claim 1, wherein the charging point unit (1) comprises a first section (3) which can be inserted into a floor section, a drive unit and a second section (5), wherein the second section (5) can be moved relative to the first section (3) from a retracted position to an extended position and from the extended position to the retracted position by means of the drive unit.

3. Charging point unit (1) according to one of the preceding claims, wherein the charging point unit (1) has a frame unit (79) having several slots, wherein each slot (81) of the several slots is designed such that the slot (81) can accommodate a module unit of several module units.

4. Charging point unit (1) according to claim 3, wherein each slot (81) of the multiple slots accommodates a module unit of the multiple module units.

5. Charging point unit (1) according to one of the preceding claims 3 or 4, wherein each slot (81) has a connection section and each module unit has a connection section, wherein each connection section of each slot (81) can be connected to each connection section of each module unit.

6. Charging point unit (1) according to claim 5, wherein each connection section of each slot (81) is connected to a connection section of a module unit.

7. Charging point unit (1) according to one of the preceding claims, wherein the frame unit (79) has several frame modules, each frame module of the several frame modules having a first connection section with which the corresponding frame module can be connected to a second connection section of a further frame module of the several frame modules, wherein each The frame module has a second connecting section with which the corresponding frame module can be connected to a first connecting section of another frame module of the several frame modules.

8. Charging point unit (1) according to claim 7, wherein the frame modules are identically constructed.

9. Charging point unit (1) according to one of the preceding claims 7 or 8, wherein each frame module of the multiple frame modules has at least one slot (81) of the multiple slots.

10. Charging point unit (1) according to one of the preceding claims, wherein a module unit of the several module units comprises a sensor module, a display module or a It is a technical capsule module.

11. Charging bollard unit of a charging point unit according to one of the preceding claims.

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