Control of electric vehicle charge points

Abstract

An electric vehicle charging system comprising a plurality of electric vehicle charge points, EVCPs (113-120), at a charging site, wherein each EVCP is arranged to provide a charge to an electric vehicle. The system includes at least one controller (122, 123) configured to control the plurality of EVCPs (113-120), and a broker (121) that is in communication with the at least one controller (122, 123) and in communication with each of the plurality of EVCPs (113-120). The broker (121) is configured to send control messages to the EVCPs (113-120) based on messages received from the at least one controller (122, 123). The control messages from the broker (121) to each of the plurality of EVCPs (113-120) use an EVCP-specific open communication protocol, for example OCPP.

Description

[0001] CONTROL OF ELECTRIC VEHICLE CHARGE POINTS

[0002] Field of the Invention

[0003] The present invention relates generally to systems for controlling electric vehicle charge points, in particular the control of multiple electric vehicle charge points at one or more charging sites. Systems in accordance with the invention may be particularly useful in providing dynamic load management for charge points at an electric vehicle charging site.

[0004] Background

[0005] An increase in the number of electric vehicles, EVs on the roads is placing greater emphasis on the need for the rollout of EV charging infrastructure, where typically EV charging systems are being added to premises already having a grid connection, such as business premises, multi-residential sites and other ‘destination’ sites where a grid connection is most likely shared with other, often unpredictable, building loads, giving rise to the risk of the total site load exceeding the available grid capacity.

[0006] Even in cases where an EV charging station has a dedicated grid connection, the total charging capacity of all of the EV charge points, CPs, at the site might exceed the available grid capacity.

[0007] To address this problem Dynamic Load Management, DLM, is used to control the power delivered to each CP, for example to evenly distribute the available power across multiple, active CPs (or distribute in some other way based on rules, for example prioritising some CPs over others). A DLM controller will ideally account for other dynamically changing loads at the site (e.g. building air conditioning, etc) whilst always ensuring that the available grid capacity is not exceeded.

[0008] Currently, there are two general categories of DLM controllers for EV charging sites:

[0009] 1. Local DLM controllers; and

[0010] 2. Cloud-based DLM controllers.

[0011] Local DLM controllers use proprietary communication protocols and are generally hardware specific but they can respond quickly to changes in local load demands. However, local DLM controllers are typically not interchangeable and tend to tie a charging site operator to a specific vendor. Local DLM controllers also lack integration with broader EV charging network management systems, and energy management systems more generally. This makes overall load management across a site difficult, typically requiring expensive bespoke integration, even if it is possible at all. As a consequence, it can be expensive to install, update and maintain a local DLM controller system.

[0012] Cloud-based DLM services are typically provided as part of a more general cloud-based management system for an EV charging network, for managing multiple EV charging sites, each with multiple CPs. These cloud-based management systems normally communicate with the CPs using an EVCP specific open communication protocol, such as an open charge point protocol, OCPP, compliant communication protocol. This has the benefit that management systems and CPs from different vendors can communicate with one another, meaning that operators of charging sites are not tied to a specific vendor.

[0013] However, whilst the use of cloud-based DLM services / controllers, compatible with OCPP, can address the interoperability issues associated with a local DLM implementation, they face other problems. For example, because cloud based DLMs rely on the transmission of data to and from a cloud-based management system, and often, onwards from there to a specific DLM service, across further cloud-based links, their response to changes in local loads can be unacceptably slow. They are also susceptible to communication link failures.

[0014] For these reasons, DNOs, Distribution Network Operators, who control connections to the grid, are reluctant to approve new EV charging sites that rely on cloud-based DLMs, unless there are large safety margins built in to the control protocols. This, in turn, can limit the roll-out of EV CPs at a site, unless the site operator invests in expensive grid connection upgrades.

[0015] It is desirable to improve this situation, as well as more generally to provide more flexible and reliable control of multiple EVCPs at one or more EV charging sites.

[0016] Summary of the Invention

[0017] The invention provides systems, devices and methods as set forth in the accompanying claims. The general approach taken in embodiments of the present invention is to use what will be referred to in the following as a “broker” or “interface” that serves as a site-based intermediary between the EVCPs at an EV charging site and other, local and / or cloud-based, systems and services that are involved in the management and control of the operation of the EVCPs.

[0018] The broker communicates with the EVCPs using a communication protocol intended for communication between EVCPs and central (cloud-based) management systems. The widely used current example of such a protocol is OCPP (Open Charge Point Protocol) but the concepts of the present invention will be equally applicable to other current and future protocols for communication between cloud services and EVCPs. Adopting this approach means that each of the EVCPs sees an OCPP communication link (as they would in the more conventional case where each CP is individually connected to a cloud-based management system), providing the compatibility and interchangeability benefits of the cloud systems, whilst enabling local control.

[0019] In some instances, the broker may directly pass through messages from another system to one or more of the EVCPs at a charging site (or vice versa). Alternatively, the broker may manipulate or otherwise process received messages and then transmit the processed message or a derived message (i.e. a new message derived from or triggered by a received message) on to the EVCP or other system as the case may be. Processing of the messages by the broker may include, for example, conversion from one protocol to another by the broker, parts of the message content being stripped out, and the message content being supplemented or modified, based on predetermined criteria and / or other protocols.

[0020] The broker may locally cache messages, for example so they may be later reviewed or otherwise utilized. Local caching of messages can also enable asynchronous message sending, for example with messages received from CPs being cached and forwarded on to another, e.g. cloud-based, system at a later point in time. Similarly, the sending of processed and derived messages may be delayed. These approaches can be useful to deal with interruptions in the communication link between the charging site and remote, e.g. cloudbased systems (i.e. to enable “offline” operation), and also to manage different transmission rates. This approach can also be used to prioritise the transmission of certain (high priority) message types over others, for example.

[0021] In some embodiments, the broker may also serve as an interface between two or more systems other than the EVCPs, for example to pass messages between a cloud-based management system and a local, site-based management system for the EVCPs. This functionality can be used, for example, to enable the cloud-based system to update a configuration of the local system.

[0022] In some embodiments, the broker also includes one or more interfaces for receiving inputs from site-based sensors (e.g. CT clamps for monitoring site loads), so that data from these sensors can be used to influence the control of the EVCPs, for example for load management at a site level, as well as for the EVCPs at the site. In the same or other embodiments, the broker may also include one or more interfaces for communication with non-OCPP cloudbased (or other remote) systems or services, to introduce further functionality and flexibility to the EVCP management and control. The broker may, for example, communicate (directly, rather than via cloud-based CP management system) with roaming providers and / or card payment providers using different protocols, including, for example, OCPI, OHCI and service-specific APIs.

[0023] Embodiments of the invention can be particularly useful in cases where power to energise the EVCPs is derived from multiple sources, including, for example, a grid connection (which may be specific to the EVCP installation or shared with other site loads), one or more batteries, and / or one or more photovoltaic (PV) panel arrays. In such cases, the broker can facilitate load management taking into account all power sources, as well as other site loads.

[0024] The broker can, for example, monitor loads at a site level (e.g. at the site feed, or feeds, from the grid), and at a system level for each of one or more EV charging systems at the site, as well as for each CP of the (or each) EV charging system.

[0025] Thus, it becomes possible to implement a multi-tier load management approach, responding to local, uncontrolled site loads, ancillary loads associated with an EV charging system, and taking advantage of power available from local battery storage and solar generation (whether at the EV charging system level or site level). A further benefit of using a broker in the manner discussed above in some embodiments of the invention is that resilience for communication links, especially links with cloud-based systems and services, can be implemented at the broker, rather than at each EVCP (as is conventional). For example, multi-channel failover for a cloud connection (e.g. Ethernet, WiFi, 4G / 5G) can be provided at the broker level, rather than having to install a back-up 4G connection at each EVCP.

[0026] The broker can be implemented in software, hardware or a combination of the two. It may be provided as a standalone device / appliance or integrated with other software or hardware components.

[0027] Embodiments of the invention are described and exemplified below mainly with reference to DLM for EVCPs, with the broker acting as an intermediary between the EVCPs and one or more local and / or cloud-based DLM controllers. However, the skilled person will appreciate that the broker concept described herein can also be applied to other EVCP -related management and control functions.

[0028] Some embodiments of the present invention provide an approach to dynamic load management that is able to use a local DLM controller, which can respond quickly to locally changing load conditions, while also retaining CP compatibility and interchangeability benefits associated with a cloud-based DLM approach. In other words, a CP can continue to operate as if connected to a cloud-based service while deriving the benefits of being controlled by a local DLM controller.

[0029] Additionally, this also provides the advantage of introducing resilience to cloud communications failures, where it is possible to seamlessly switch to using a local DLM in the event of loss of communications with a cloud based DLM controller.

[0030] Other embodiments of the present invention provide an approach to user authentication and payment processing that is able to use a local authentication controller, which can, for example, respond quickly to initiate a charge session based on cached credentials, payment tokens and / or black / white list databases which ensure a fast, seamless and user-friendly experience. Brief Description of the Drawings

[0031] Embodiments of the present invention will now be described, by way of example, with reference to the accompanying drawings in which:

[0032] Figure 1 schematically illustrates an electric vehicle charging station network, including a plurality of EV charging sites at each of which an embodiment of the electric vehicle charging system of the present invention is installed;

[0033] Figure 2 schematically illustrates one of the electric vehicle charging sites of the charging station network of fig. 1, including an electric vehicle charging system in accordance with an embodiment of the invention;

[0034] Figure 3 schematically illustrates a broker used in the electric vehicle charging systems installed at each of the electric vehicle charging sites of the network of fig .1;

[0035] Figure 4 illustrates a schematic of a dynamic load management system in accordance with an aspect of the present invention; and

[0036] Figure 5 schematically illustrates and approach to multi-tier DLM that can be implemented for a site at which an electric vehicle charging system in accordance with an embodiment of the invention is installed.

[0037] Description of Exemplary Embodiments

[0038] Fig. 1 illustrates an electric vehicle charging station network including a plurality of EV charging sites. Multiple EV charge points, CPs, are installed at each site, as illustrated more clearly in fig. 2. Each of the sites communicates via the Internet with one or more cloudbased services. These services can include, for example, Charge Point Operators (CPO) / e- Mobility Service Providers (eMSP), grid Flexibility Providers, and Payment Providers.

[0039] As best seen in fig. 2, which illustrates one of the charging sites in the network of fig. 1, the CPs at each site are controlled through a local, site-based broker. The broker communicates directly with each CP over a local network (which could be wired or wireless) using an OCPP compliant communication protocol. The broker also communicates with one or more local controllers, in this example a local DLM controller, as well as communicating via the Internet with cloud-based services, for example those referred to above. In other embodiments, one or more of the charging sites can include multiple EV charging systems, each with multiple CPs and an associated broker.

[0040] In the illustrated example, in addition to a grid connection, the site is served by a solar power generation installation (with multiple PV panel arrays) and battery storage, all of which can be controlled, via the broker, to manage the power delivery to the CPs. More specifically, the broker is in communication with PV management system that manages the PV panel array and also with the battery storage energy management system, to enable the management of these systems alongside the control of the CPs.

[0041] As seen in fig. 2, the broker also takes inputs from site-based sensors, in this example CT clamp energy meters, that are used to monitor site loads, enabling the control of the CPs to react to changes in other site loads (which are often unmanaged and susceptible to sudden changes, for example when an aircon unit is switched on or off). The broker may also make use of load measurements at a sub-system level, for example for a specific EV charging system including multiple CPs.

[0042] Thus, as best seen in fig. 5 the DLM can be multi-tier in nature. In a first tier, the load at the circuit feed for each CP is dynamically controlled. In a second tier, the load for a system of CPs is dynamically controlled. At this tier, power delivered from CP-system level PV power generation and energy storage can be managed, and ancillary loads (e.g. lighting, video screens, payment terminals, etc) can be accounted for. In a third tier, by measuring the load at one or more site feeds (e.g. from the grid), it also become possible to account for building and other site loads, as well as other site power sources, such as PV arrays or energy storage systems (not shown).

[0043] As shown schematically in fig. 3, the broker includes the broker service itself (for receiving, caching, processing and sending messages, for example) and a number of interfaces operating in accordance with a variety of different communication protocols for communication with the other site-based components of the system and the cloud-based services (via the Internet). In particular, in this example, the broker includes OCPP, MQTT, REST, OCPI and OCHI interfaces for communication with cloud-based services, along with an OCPP interface for communication with the CPs, a serial interface for its connection to the site sensors, and a REST interface, for example for communication with a payment terminal.

[0044] The illustrated EV charging system can be used, for example, to provide a hybrid approach to dynamic load management (DLM) combining cloud-based DLM (for ease of central management for the broader network) with local, site-based DLM to ensure speed of response to changing loads and continuing safe operation if the communication link with the cloud system fails. It can be used to implement a multi-tier load management approach, responding to local, uncontrolled site loads and taking advantage of power available from the local battery and solar generation.

[0045] As noted above, the broker communicates with the CPs using OCPP, in the same way that a cloud-based DLM controller would. This means that, despite having a local DLM controller, which can respond very quickly to locally changing load conditions, the CP compatibility and interchangeability benefits associated with a cloud-based DLM approach can be retained.

[0046] This architecture also introduces resilience to cloud communications failures (or offline cloud servers), the local DLM and broker being able to smoothly manage the loss of communications (transparently to the CPs).

[0047] In addition, because the broker communicates with the CPs using OCPP, it can also act as a conduit for communication with a cloud-based EV charging network management system (or multiple such management systems). Operating in this way, the broker can locally cache operationally relevant data from the management system (e.g. registered users account information). This can add further resilience, as in the event of a communication failure, the CPs can continue to access this data, for example allowing new charge sessions to be validated and started without the need for a cloud connection. Messages from the CPs sent to the cloud-based management system can be cached by the broker and sent to the management system once communications are restored (again, all transparently to the CPs, which can continue operating, oblivious to the failure). The locally stored data can be synchronised with the cloud regularly to minimize the risk that offline operation is based on out of date information.

[0048] By using what might be termed a “local data management” approach, as described above, with all of the site-level data required for DLM to be collected locally by the broker, stored and processed at the site-level, the DLM processes can be more reactive and reliable. Only the data actually required for the cloud services need be communicated to the cloud.

[0049] The broker can also be configured to monitor the status of the CPs and, if necessary, respond to CP issues more quickly than possible with cloud-based monitoring. For example, if a CP stops responding to polling from the broker, the broker could (automatically) force the CP to re-boot, without any involvement of cloud-based management services.

[0050] The use of the broker can also improve security in an economic manner, with a secure communication channel between broker and cloud, rather than requiring multiple secure connections where each CP talks directly to the cloud.

[0051] There are also benefits when updating the CPs. An update can be pushed from the cloud to the broker and then distributed locally from the broker to each CP (when the CP is idle), avoiding multiple downloads.

[0052] Adopting this architecture, with the OCPP broker sitting locally at the site, between the CPs and the other elements of the EV charging network, also means that the system as a whole can be CP agnostic (CPs from different vendors can easily be swapped in and out). The approach also enables a many-to-many architecture, with multiple connections to different cloud management systems if desired (e.g. to handle different aspects of the operation of the system).

[0053] In accordance with another embodiment of the present invention, Figure 4 illustrates a three phase mains supply 101, otherwise known as a grid supply, to which is coupled a three phase electrical bus, which include three electrical buses 107, 108, 109 and a neutral 110.

[0054] Coupled to each of the three electrical buses 107, 108, 109 is a respective current sensor 102, for example a current transformer, which are coupled to an interface device 121, otherwise known as a broker, where the interface device 121 is arranged to monitor the current on each of the electrical busses 107, 108, 109 using the current sensor 102 readings. Consequently, the interface device is arranged to receive sensor information from a current sensor arranged to measure current drawn by one or more of the plurality of EVCPs and / or current drawn from other devices. Although not shown, other devices in the dynamic load management system may use the respective current sensors 102 to monitor the current on each of the electrical busses 107. 108, 109.

[0055] Typically, coupled to the three phase electrical bus will be one or more fixed, uncontrolled electrical loads, which in the present embodiment include a first load and a second load. The first load is a three phase device that is coupled to each of the three electrical buses 107, 108, 109. The second load is a single phase device that is coupled to one of the electrical buses 107, 108, 109 and neutral 110. As stated above, the load on the first load and the second load are fixed and uncontrolled. In other words, the current load for the first load and the second load cannot be dynamically varied remotely from the respective loads. Although the present embodiment illustrates two uncontrolled loads being coupled to the three phase mains supply 101, any combination of uncontrolled loads may be coupled to the three phase mains supply 101 or none at all. Preferably, if uncontrolled loads are coupled to the three phase mains supply, the uncontrolled loads are arranged to be balanced across the three electrical phases of the three phase mains supply, in other words, the uncontrolled loads result in a load on each of the three phases that is substantially the same.

[0056] Additionally, one or more electric vehicle, EV, charging ports 113, 114, 115, 116, 117, 118, 119, 120 are coupled to the three phase electrical bus 107, 108, 109, 110 to support single phase AC charging of an EV or three phase AC charging, where the EV charging ports are controlled loads. Additionally, a communication link is provided between the interface device 121 and the EV charging ports 113, 114, 115, 116, 117, 118, 119, 120.

[0057] Coupled to the interface device 121 is a local DLM controller 122, in other words a DLM controller that is situated on or close to the site on which the EV charging ports 113, 114, 115, 116, 117, 118, 119, 120 are located, and a cloud based DLM controller 123 that typically communicates with the interface device via the Internet. In a preferred embodiment, the interface device is integrated into the local DLM controller. Both the local DLM controller 122 and the cloud based DLM controller 123 are arranged to control the power delivered to each EV charging port 113, 114, 115, 116, 117, 118, 119, 120, via the interface device 121, thereby avoiding the total charging capacity of the EV charging points exceeding the available grid capacity and to allow power to be evenly distributed across multiple EV charging ports such that the local DLM controller 122 and the cloud based DLM controller can independently dynamically vary the load that each EV charging port imparts on the electrical system, as described below.

[0058] The three phase electrical bus is preferably coupled to a DC bus 111, 112 via an AC / DC converter 105 that can act as an inverter and / or rectifier.

[0059] Also coupled to the DC bus 111, 112 is a photovoltaic, PV, panel 106 that is arranged to generate an electrical current when exposed to sunlight. Typically the PV panel will be connected to the DC bus via power control electronics, for example a maximum power point tracker, a DC:DC converter or a pulse width modulation, PWM, controller. Preferably, a DC battery (not shown) is also coupled to the DC bus 111, 112 for storing charge from the three phase mains supply and / or the PV panel 106. The battery may be directly or indirectly connected to the DC bus. If the battery is indirectly connected to the DC bus typically this will be via power control electronics. The PV panel 106 will typically comprise an array of PV panels, as such any reference to PV panel includes an array of PV panels or any other PV panel configuration, for example where one or more maximum power point tracking controllers are coupled to one or more PV arrays.

[0060] The interface device 121 is arranged to communicate and control, in response to communications received from the local DLM controller 122 or the cloud based DLM controller 123, the operation of the respective EV charging port 113, 114, 115, 116, 117, 118, 119, 120 using a first communication protocol, for example an EV charging port specific ‘open’ communication protocol such as the open charge point protocol, or a proprietary communication protocol. Preferably the interface device 121 is arranged to handle communication with other local devices using non-proprietary or proprietary communication protocols, for example representational state transfer, REST; or message queuing telemetry transport, MQTT; thereby allowing for high speed data transfer between the interface device 121 and the other devices. The local DLM controller 122 is arranged to communicate with the interface device 121 using a second communication protocol, for example a proprietary communication protocol.

[0061] The cloud based DLM controller 123 is arranged to communicate with the interface device

[0062] 121 using a third communication protocol, for example an EV charging port specific ‘open’ communication protocol such as the open charge point protocol.

[0063] Preferably, the interface device 121 is arranged to switch between the local DLM controller

[0064] 122 and the cloud based DLM controller for controlling power delivery to the plurality of EV charging ports 113, 114, 115, 116, 117, 118, 119, 120 based on predetermined criteria. For example, if the interface device 121 detects a loss of communication with either the local DLM controller 122 or the cloud based DLM controller 123 or based on current sensor 102 readings.

[0065] Preferably the interface device 121 includes a memory for storing operational data from the cloud based DLM controller 123, thereby allowing the local DLM system to continue to use cloud based DLM operational data in the event that communication with the cloud based DLM controller is lost. Additionally, this allows for asynchronous communication to be established with the cloud based DLM controller 123, where only a subset of the data provided by the EV charging points 113, 114, 115, 116, 117, 118, 119, 120 needs to be communicated to the cloud based DLM controller 123, thereby reducing bandwidth demands between the interface device 121 and the cloud based DLM controller 123. In other words, only data that is required by the cloud based DLM controller 123 needs to be transmitted to the cloud based DLM controller 123. For example, user account information and payment information stored on the cloud based DLM controller 123 can be stored locally on the interface device 121. Similarly, data may be provided to the cloud based DLM controller by the interface device 121 based on its priority rather than when the data is received.

[0066] Preferably, the memory in the interface device is arranged to cache data from the plurality of EV charging ports 113, 114, 115, 116, 117, 118, 119, 120.

[0067] Additionally, the present invention allows only a single network connection to be provided between the interface device 121 and the cloud based DLM controller 123, rather than multiple connections between the cloud based DLM controller and the respective plurality of EV charging ports 113, 114, 115, 116, 117, 118, 119, 120.

[0068] Preferably the local DLM controller 122 is arranged to monitor the battery (not shown) and the PV panel 106, thereby allowing the local DLM controller to take advantage of power available from the batter and the PV panel 106 when distributing power between the EV charging ports 113, 114, 115, 116, 117, 118, 119, 120.

[0069] Preferably, the interface device 121 is arranged to monitor the status of both the local DLM controller 122 and the cloud based DLM controller 123 and implement recovery processes if a problem is identified. For example, on establishing a problem with either the local DLM controller 122 or the cloud based DLM controller 123 initiate a reboot of these devices. Similarly, the interface device 121 can be arranged to implement updates received from the cloud based DLM controller 123 at a local level, for example for providing an update to the local DLM controller 122.

[0070] Although the present embodiment describes a single cloud based DLM controller being used to support a single dynamic load management system, as described above, in a preferred embodiment a single cloud based DLM controller may be used to support a plurality of dynamic load management systems, where the cloud based DLM controller is arranged to communicate with the interface devices of a plurality of dynamic load management systems.

[0071] It will be understood that the above description of preferred features is given by way of example only and that various modifications may be made by those skilled in the art. It is, of course, not possible to describe every conceivable modification and alteration of the above methods for purposes of describing the aforementioned aspects, but one of ordinary skill in the art can recognize that many further modifications and permutations of various aspects are possible. Accordingly, the described aspects are intended to embrace all such alterations, modifications, and variations that fall within the spirit and scope of the invention set forth in the appended claims.

Claims

CLAIMS1) An electric vehicle charging system comprising a plurality of electric vehicle charge points, EVCPs, at a charging site, wherein each EVCP is arranged to provide a charge to an electric vehicle; at least one controller configured to control the plurality of EVCPs; and a broker that is in communication with the at least one controller and in communication with each of the plurality of EVCPs, and configured to send control messages to the EVCPs based on messages received from the at least one controller; wherein the control messages from the broker to each of the plurality of EVCPs use an EVCP-specific open communication protocol.2) A system according to claim 1, wherein the broker is configured to receive messages from the EVCPs and, optionally, to pass messages to the at least one controller based on the messages received from the EVCPs; wherein the messages from the EVCPs to the broker use the EVCP-specific open communication protocol.3) A system according to claim 1 or claim 2, wherein the EVCP-specific open communication protocol is a communication protocol that is compliant with the open charge point protocol, OCPP.4) A system according to any one of the preceding claims, wherein the at least one controller is a local controller that is located at the charging site and is either in communication with the broker through a direct connection, through a local site communication network or is integral with the broker.5) A system according to any one of the preceding claims, wherein the at least one controller communicates with the broker using a communication protocol that is not an EVCP-specific open communication protocol.6) A system according to any one of the preceding claims, wherein the at least one controller is a dynamic load management, DLM, controller that is configured to dynamically manage the power delivered to the plurality of EVCPs.7) A system according to any one of the preceding claims, further comprising one or more cloud-based EVCP management systems in communication with the broker.8) A system according to claim 7, wherein the communication between the broker and the one or more cloud-based EVCP management systems uses an EVCP- specific open communication protocol.9) A system according to claim 7 or claim 8, wherein the broker is configured to pass control messages to the EVCPs based on messages received from the one or more cloud-based EVCP management systems and / or to pass messages to the one or more cloud-based EVCP management systems based on messages received from the EVCPs.10) A system according to claim 9, wherein only a subset of messages or message content received from the EVCPs is passed to the one or more cloud-based EVCP management systems.11) A system according to claim 9 or claim 10, wherein the broker is configured to cache messages received from the EVCPs and pass the corresponding messages to the one or more cloud-based EVCP management systems at a later time.12) A system according to claim 11, wherein the messages are prioritized and the order of passing the corresponding messages to the one or more cloud-based EVCP management systems is based on this prioritization.13) A system according to any one of claims 7 to 12, wherein the broker provides an interface between the at least one controller and the one or more cloud-based EVCP management systems to enable communication between the at least one controller and the one or more cloud-based EVCP management systems.14) A system according to claim 13, wherein one or more configuration settings for the at least one controller can be updated based on messages communicated from the one or more cloud-based EVCP management systems.15) A system according to any one of claims 7 to 14, wherein the broker is configured to cache EVCP management data received from the one or more cloudbased EVCP management systems, whereby this data can be used for the control of the EVCPs without being reliant on a working communication link between the broker and the one or more cloud-based EVCP management systems.16) A system according to any one of claims 7 to 18, comprising multiple communication links between the broker and the one or more cloud-based EVCP management systems.17) A system according to any one of the preceding claims, wherein the broker includes one or more interfaces for receiving inputs from one or more sensors at the charging site, for use in control of the system.18) A system according to claim 17, wherein the one or more sensors include one or more load sensors to monitor site loads.19) A system according to claim 17 or claim 18, wherein the one or more sensors include a load sensor to monitor the load at a system feed for an EV charging system comprising a plurality of EVCPs.20) A system according to claim 18 or claim 19, wherein the load sensors are CT clamps.21) A system according to any one of the preceding claims, comprising multiple sources of power for energizing the EVCPs, the power delivered to the EVCPs from the multiple sources being controlled by the at least one controller, the multiple sources of power including any two or more of: a grid connection, one or more batteries, and one or more photovoltaic panel arrays.22) An electric vehicle charging station network, comprising: a plurality of electric vehicle charging systems, each charging system comprising a plurality of electric vehicle charge points, EVCPs, at a charging site, wherein each EVCP is arranged to provide a charge to an electric vehicle;one or more cloud-based management systems for managing operation of the electric vehicle charging station network; and a broker at each charging site in communication with the one or more cloudbased management systems, and in communication with each of the EVCPs of the electric vehicle charging system at the site, and configured to pass control messages to the EVCPs, including control messages based on EVCP control messages received from the one or more cloud-based management systems; wherein the control messages from the broker to each of the plurality of EVCPs use an EVCP-specific open communication protocol.23) A charging station network according to claim 22, wherein the broker is configured to receive messages from the EVCPs and, optionally, to pass messages to the one or more cloud-based management systems based on the messages received from the EVCPs; wherein the messages from the EVCPs to the broker use the EVCP-specific open communication protocol.24) A charging station network according to claim 22 or claim 23, wherein the EVCP-specific open communication protocol is an open charge point protocol, OCPP, compliant communication protocol.25) A charging station network according to any one of claims 22 to 24, wherein at least some of the plurality of electric vehicle charging systems are charging systems in accordance with any one of claims 1 to 21.26) A broker for an electric vehicle charging system according to any one of claims 1 to 21, the broker being adapted to communicate with at least one controller configured to control a plurality of EVCPs and to communicate with each of the plurality of EVCPs, the broker being configured to pass control messages to the EVCPs based on EVCP control messages received from the at least one controller; wherein the control messages from the broker to each of the plurality of EVCPs use an EVCP-specific open communication protocol.27) A dynamic load management system comprising a plurality of electric vehicle charge points, EVCP, wherein each EVCP is arranged to provide charge to an electric vehicle; a first dynamic load management, DLM, controller that is arranged to control the power delivered by the plurality of EVCPs using a first communication protocol; a cloud based DLM controller that is arranged to control power delivered by the plurality of EVCPs using a second communication protocol; an interface device arranged to communicate with the first DLM controller using the first communication protocol and with the cloud based DLM controller using the second communication protocol and with the plurality of EVCPs using a third communication protocol to allow power delivered by the plurality of EVCPs to be controlled via either the first DLM controller or the cloud based DLM controller.28) A dynamic load management system according to claim 27, wherein the first communication protocol is different to the second communication protocol.29) A dynamic load management system according to claim 27 or 28, wherein the interface device is integrated into the first DLM controller.30) A dynamic load management system according to any one of claims 27 to 29, where the second communication protocol is an open charge point protocol, OCPP.31) A dynamic load management system according to any one of claims 27 to 30, wherein the third communication protocol is an open charge point protocol, OCPP.32) A dynamic load management system according to any one of claims 27 to 31, wherein the interface device is arranged to cache data from the cloud based DLM controller.33) A dynamic load management system according to any one of claims 27 to 32, wherein the plurality of EVCPs are connected to a single or multi phase electrical bus, wherein the first DLM controller and the cloud based DLM controller is arranged to control delivery of power from the single or multi phase electrical bus to at least one of the EVCPs.34) A dynamic load management system according to claim 33, wherein the electrical bus is connected to a photovoltaic, PV, panel, wherein the first DLM controller isarranged to control delivery of power from the PV panel to at least one of the EVCPs.35) A dynamic load management system according to claim 33 or 34, wherein the electrical bus is connected to a battery, wherein the first DLM controller is arranged to control delivery of power from the battery to at least one of the EVPS.36) A dynamic load management system according to any one of claims 27 to 35, wherein the interface device is arranged to cache data from the plurality of EVCPs.37) A dynamic load management system according to any one of claims 27 to 36, wherein the interface device is arranged to receive sensor information from a current sensor arranged to measure current drawn by one or more of the plurality of EVCPs and / or current drawn from other devices.38) A dynamic load management system according to any one of claims 27 to 37, wherein the interface device is arranged to switch between the first DLM controller and the cloud based DLM controller for controlling power delivery to the plurality of EVCPs based on predetermined criteria.39) A dynamic load management system according to claim 38, wherein the predetermined criteria is the loss of communication with the cloud based DLM controller.40) A dynamic load management system according to claim 38, wherein the interface device is arranged to receive sensor information associated with the plurality of EVCPs, wherein the predetermined criteria is based on the sensor information.41) An interface device for use in a dynamic load management system having a plurality of electric vehicle charge points, EVCP, wherein each EVCP is arranged to provide charge to an electric vehicle; a first dynamic load management, DLM, controller that is arranged to control the power delivered by the plurality of EVCPs using a first communication protocol; a cloud based DLM controller that is arranged to control power delivered by the plurality of EVCPs using a second communication protocol; wherein the interface device is arranged to communicate with the first DLM controller using the first communication protocol and with the cloud based DLM controller using the second communication protocol and with the plurality of EVCPs using a third communication protocol to allow power delivered by the plurality ofEVCPs to be controlled via either the first DLM controller or the cloud based DLM controller.42) An electric vehicle, EV, charging network comprising a plurality of dynamic load management systems according to any one of claims 27 to 40 having a single cloud based DLM controller arranged to communicate with the interface devices of the respective plurality of dynamic load management systems.43) A method of providing power to a plurality of electric vehicle charge points, EVCP, using a dynamic load management system according to any one of claims 27 to 40, the method comprising switching between the first DLM controller and the cloud based DLM controller for controlling power delivery to the plurality of EVCPs based on predetermined criteria.

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