Charging station (electric vehicle)

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Charging station with Type 2 (AC), CCS Combo 2 (DC) and CHAdeMO (DC) connections
Combined charging station in Medenbach West

At a charging station for electric vehicles is one specifically for electric vehicles designed charging station , which usually an in construction dispenser for conventional fuels is modeled. Colloquially, it is therefore charging station , charging stations and in official documents charging point called, with each load point, by definition, only one vehicle can be connected simultaneously. The spread of charging stations to promote electromobility is an important component of the traffic transition .

Charging stations can be publicly or non-publicly accessible and in the simplest case consist of a socket at which the vehicle can be charged via a cable connection and a charger (conductive charging system for electric vehicles according to DIN EN61851-1). There are chargeable, free charging stations operated by associations for their members. Appropriate quick charging stations are primarily intended for long-distance traffic in order to give users of electric vehicles the opportunity to charge their vehicle with high performance in a short time. For daily commuter traffic , which usually only consumes a few kilowatt hours of electrical energy, a normal socket is usually sufficient for charging.

The European Union stipulated the type 2 plug as the standard charging connector for AC and three-phase connections . The Combined Charging System (CCS) is being introduced in the European Union as the standard for fast charging with direct current and is being promoted in Germany by representatives from business and politics. Other common European DC fast-charging systems are from Japan derived CHAdeMO standard and from the electric vehicle manufacturer Tesla operated supercharger system.

In the case of a charging station as a solar filling station , the operator is also responsible for ensuring that the origin of the electrical energy drawn can be traced back to the sun, for example with the help of a solar power system .

Infrastructure

Charging station for electric bicycles
Small charging station, type 2 only, 22 kW, very common

Longer journeys with electric vehicles on unknown routes require charging planning. Different access requirements often hinder easy charging. Many charging points require registration with the operator or operator network (universal charging cards such as NewMotion, which are accepted by almost all operators, usually help) or they are not accessible around the clock. Charging station directories and the navigation systems in the electric vehicles are helpful here . The charging stations Regulation limited in Germany since 2016, the variety of available connectors and power systems, and writes the possibility of selective charging without prior authentication with an operator before. The efficiency of the charging point also affects the charging time (see also charging power and duration ).

In Germany, there are relatively dense charging station networks in some regions (e.g. Stuttgart or Baden-Württemberg in general). Many of them are free. In addition to the connection of public charging points, some charging station networks also offer the connection of private charging stations. (see also operator associations )

In Germany (as of July 2019) there are more than 16,000 publicly accessible charging stations with more than 45,500 charging points. More than half (57 percent, around 26,000) are type 2 alternating current charging stations (AC), each with less than 10 kW (1,100 charging points), 11-21 kW (5,000 charging points), 22-42 kW (20,000 charging points) or 43 -99 kW (17 charging points). The CCS (2300 charging points) and Tesla Supercharger (500 charging points) and CHAdeMO (around 1700 charging points) systems work with direct current (DC) and higher charging power (50 kW, 135 kW, 350 kW ). With CCS, Chademo or Tesla Supercharger, only electric vehicles that have been equipped for this can be charged, s. Connector and cable . The electric car manufacturer Tesla is building a charging station system solely for its vehicle customers in the markets it supplies. Stations with several charging stations have already been set up at many petrol stations and service stations so that two or more vehicles can be charged in parallel. High charging capacities enable short charging stops.

In Europe (as of July 2018) there are more than 29,000 publicly accessible charging stations with more than 87,000 charging points. More than half (55 percent, around 50,000) are type 2 charging points (11 kW: 11,000, 22 kW: 28,000, 43 kW: 3,000). There are 5,000 charging points for Chademo, 4,800 charging points for CCS and 3,100 charging points for Tesla Supercharger.

The European Union is funding the construction of fast charging stations for electric vehicles along the most important motorways with around 3.6 million euros from the transport funding program Trans-European Networks (TEN-T). It is being set up as an openly accessible network of fast charging stations for electric vehicles. The total cost is about 7.1 million.

Several operators are installing charging station networks in Europe with a charging capacity of up to 350 kW along the main transport routes. Such a charging capacity enables a range of 500 km to be charged in around 10 to 20 minutes (see ultra-fast charging stations ).

Loading principles

Charging stations

AC, three-phase and DC charging

Today's accumulator cells can only be charged with direct current. The term DC and AC charging describes the form in which the electricity is fed into the vehicle.

With AC charging , the electric car is connected to a household socket ( Schuko socket ) and thus to the power grid via an in-cable control box (ICCB) or directly via a charging cable . This means that only charging powers <3.6 kW are permanently transferred. 3.6 kW to 7.2 kW can be continuously transmitted via 16 A CEE sockets or via a wall charging station with a type 2 plug. Depending on the provider, AC charging with up to 3.6 kW is referred to as "standard charging" or "emergency charging". The charger is integrated in the vehicle. The on-board chargers in some electric cars are partially limited in their power to charging at normal household sockets (3.6 kW) and are not able to charge three-phase, which then leads to correspondingly long charging times and also at more powerful three-phase or alternating current charging points does not allow any time gain. Vehicles with the type 1 charging connector only charge in one phase.

With three -phase charging , the vehicle is connected to the three-phase AC network using an ICCB cable at a 400 V three-phase socket or a charging cable with a charging station . The cable for charging stations is brought in the vehicle and equipped with a type 2 connector on both sides or is permanently attached to the charging station. There is a charger in the vehicle that rectifies the three-phase alternating current from the power distribution network and takes over the control functions ( charging process ) with the battery management system . The vehicle is informed of the loading capacity of the charging cable and the charging station via the charging cable. The ICCB cable assumes this function for sockets. If necessary, the charger in the vehicle limits the current so as not to overload the supply lines. The charger can be installed as an extra device in the vehicle ( Smart ED or Tesla Model S with up to 22 kW) or it is part of the engine control ( Renault ZOE up to 43 kW).

With direct current charging, direct current from the charging station is fed directly into the vehicle. It is provided by a powerful charger in the charging station either from the power grid or from large buffer batteries at solar filling stations . There is only one battery management system in the vehicle that communicates with the charging station in order to adjust the current strength or to switch it off when the battery is full. The power electronics are located in the charging station. Because of the powerful charger, the charging stations are relatively expensive. DC charging enables very high charging capacities due to the external charger. This leads to short loading times. The prerequisite for this is that the charging station delivers 22 to 150  kilowatts and that there is a corresponding direct current connection on the vehicle. In Asian electric cars, the CHAdeMO connection is integrated into the vehicle and the Tesla Supercharger connection is also standard on the vehicle. Manufacturers of cars with CCS fast charging (as of 2015) offer the DC connection as additional equipment that is subject to a charge.

Connector and cable

Type of connection between the vehicle and the charging station

The IEC 61851-1 standard distinguishes between three ways in which the charging station and vehicle can be connected. A distinction is made between three use cases:

  • A: The cable is firmly attached to the vehicle.
  • B: The cable is plugged in on both ends.
  • C: The cable is firmly connected to the charging station.

Furthermore, four different charging modes were defined in IEC 61851. In mode 1 normal cables with appropriate plugs are used. Mode 2 uses cables that have signaling devices (resistance codes) that specify the current limitation of the charging point for the charging electronics in the vehicle. In mode 3, the charging station and vehicle communicate via the charging cable. Mode 4 is for direct current charging processes in which communication between the vehicle and charging station electronics also takes place.

Household and industrial connections
Park & ​​Charge charging station with Schuko and CEE sockets

Small electric vehicles usually only charge small amounts of energy. Not least because of the power limitation of the chargers , standard household Schuko sockets are sufficient for electric bicycles . In addition, the batteries can be removed and charged at indoor sockets or an extension cable can be laid outside. This is the simplest form of “electric vehicle charging station”.

Before the charging column ordinance was passed in 2016 , which stipulates an IEC type 2 connection for publicly accessible charging stations , non-commercial charging stations were often built on the basis of the CEE system . For this purpose, private external sockets for alternating current or three-phase current were equipped with plugs and cables in accordance with the standards for electrical devices IEC 60309 / CEE, which were available more cheaply than type 2 systems. With this remarkable technology and with the simplest of organizational measures such as the flat-rate billing of the purchased energy, associations such as Park & ​​Charge and the “three-phase network” were created at the beginning of the 2010s , which electric car drivers could join.

Type 1 and Combo 1
Type 1 charging connector

In North America, the standard SAE J1772 from 2001 was revised (it was originally a square connector for floor and lift trucks). The North American automakers agreed on the Yazaki proposal with SAE J1772-2009 . This was later referred to as Type 1 in the international standard IEC 62196-2 . It is a five-pin round plug with a diameter of 43 mm, which is intended for connection to single-phase alternating current. The specification contains requirements for connection to the 120-volt household electricity common in North America (level 1-specified charging current up to 16 amps at a maximum of 120 volts) as well as the 230-volt household electricity common in Europe (level 2-specified Charging current up to 80 amps at a maximum of 230 volts). The plug type has five plug contacts - two contacts for single-phase alternating current, one grounding and two signal contacts that are compatible with the signal contacts as defined in 2001. This connector was later expanded under the term Combined Charging System with direct current contacts to form a Combo 1 connector. Type 1 and Combo 1 have been launched on the North American market. Many Japanese vehicles also use the Type 1 plug for AC charging.

Type 2 and Combo 2
Type 2 charging connector
Combo 2: DC CCS coupling

In the EU member states, it was not until 2013 that the standard EN 62196 Type 2 (also called Mennekes connector) was specified, a universal connector system for electric cars with a power range of 1.9 kW to 240 kW. By then, several incompatible charging standards had been used.

The charging standard EN 62196 Type 2, designed under the leadership of the connector manufacturer Mennekes and supported by several automobile manufacturers and power companies, enables bidirectional communication between the vehicle and the charging station on the CP pin of the connector. The charging station uses the CP signal to read the charging power supported by the car. If several charging stations share a single energy connection at a charging station location, a central load management system can reduce the charging power of the chargers installed in the vehicles (mode 1–3) using pulse width modulation (via CP pin) so that the total charging power of all connected vehicles can be reduced does not exceed the maximum power connection of the filling station system. The charging time can therefore vary.

Type 2 is the most common type of charging station in Europe. Every electric vehicle can charge with type 2, albeit often only with reduced charging power. Conceptually, due to the supported IEC standards, it not only supports communication in two directions, but also current flows in two directions. As a result, vehicle batteries will in future be able to compensate for load fluctuations in the line network - appropriately coordinated and priced.

Combo 2

The combined Combo 2 (CCS) system enables e-cars in Europe to be charged at all common charging stations with just one charging connector. To this end, the seven-pole type 2 coupling for single-phase alternating current (AC) or three-phase three-phase current has been expanded to include two large, powerful plug contacts for direct current (DC). The BMW i3 and Volkswagen e-Golf and e-up, which have been available for some years now, can consume around 40 kW via CCS. With the exception of a few manufacturers such as Smart and Nissan, who brought electric cars onto the market before CCS was introduced, almost all manufacturers of new electric cars in Europe offer CCS as standard equipment or as an option (see vehicle list with CCS ). Tesla has been using the type 2 plug on its Superchargers in Europe since 2013 for direct current charging up to 135 kW, but has also been offering CCS since 2019 - standard on Model 3 and as an adapter on Model S and X.

The current is limited to 200 A with normal CCS plugs, so that depending on the voltage of the car battery, charging capacities of 70 to 80 kW are possible in the usual range of 350 to 400 volts. With cooled cables, outputs of around 200 kW have been possible since 2019, but only a few models ( Tesla Model 3 , Porsche Taycan ) can accommodate this.

CHAdeMo
CHAdeMO charging connector
CHAdeMO (left) in a Nissan Leaf (right Typ1- SAE J1772 )

Japanese e-car manufacturers such as Mitsubishi and Nissan were the first to offer high-performance direct current charging with up to 50 kW under the name CHAdeMO . In addition to two large direct current contacts, the CHAdeMO connector also has eight small contacts for grounding and communication, but no live contacts for alternating current. A second socket is also required in the car for this, mostly single-phase type 1. This requires either a large loading flap behind which there is space for both sockets, or two separate loading flaps. A combined CCS socket, on the other hand, fits e.g. B. in the e-Golf behind the usual small fuel filler flap. In addition to the Nissan Leaf, which was the best-selling electric car in the world for a decade, the Mitsubishi i-MiEV "triplets" offered as Peugeot or Citroen have also relied on Chademo, as well as some commercial vehicles derived from them, and the first generation of the Kia Soul EV . (See vehicle list with CHAdeMO and distribution of CHAdeMO ).

In Japan, CHAdeMO is the standard, imported vehicles such as the BMW i3 are equipped with CHAdeMO. Tesla offers a CHAdeMO adapter for Model S and X, which means that these models, provided they also have the CCS adapter, which has been available since 2019, can use any of the three plugs on the triple charging stations common in Europe. Three-phase current (AC) is offered directly from the mains via Type 2, and direct current either via CCS or Chademo, depending on which connector is used first. Therefore, in Germany, the CHAdeMO offer is mostly linked to CCS, pure CHAdeMO charging stations are practically only available from Nissan dealers. The Nissan Leaf is the only current electric car in Europe that still relies on CHAdeMO, Korean manufacturers such as Kia have switched to CCS, and Honda also offers CCS.

CHAdeMO works in both directions and thus enables the use of the car battery directly via direct current for various applications, such as supplying a house in the event of a power failure or feeding it into the power grid. This is referred to as vehicle-to-X (V2X), where X can stand for house (H), power supply (G for grid) or anything else, for example when camping, at events, at the allotment garden.

The typical expansion stage of the CHAdeMO charging stations is a charging power of up to 50 kW. The new CHAdeMO 2.0 standard enables up to 400 kW, although there are no vehicles for it yet. CHAdeMO works together with the Chinese GB standard for further development.

Tesla supercharger
Tesla Supercharger charging point near Münchberg on the A9

Tesla uses the type 2 plug as an interface for charging its European vehicles. This plug connection enables single or three-phase charging at normal type 2 charging stations as well as the implementation of outputs of up to 135 kW with a direct current charging process used exclusively for Tesla vehicles on the so-called Tesla superchargers. At these stations, cables and plugs are firmly connected to the charging station.

China

In China, the GB / T 20234.2 standard uses a plug connection as the charging plug for alternating current, the mechanical structure of which corresponds to the type 2 plug connection. In contrast to the European system, however, “plug” and “coupling” are interchanged. The charging connector for direct current corresponds to the GB / T 20234.3 standard and looks similar to CHAdeMO , but is incompatible with it.

Charging connections overview

The following table shows typical power sources and their connections that are used to charge electric vehicles.

Power source Voltage / current / max. Power output AC / DC further charging technology
Schuko household socket single-phase 230 V / 10 A / 2.3 kW AC ICCB cable with suitable plug or direct connection in the vehicle; Schuko is only suitable for short-term 16 A loads
Camping socket ("blue") single-phase 230 V / 16 A / 3.6 kW AC ICCB cable with matching vehicle plug and corresponding charger in the vehicle
CEE 16 A socket

("red")

three-phase 400 V / 16 A / 11 kW AC (mobile) wall charging station or ICCB cable with suitable vehicle plug and corresponding charger in the vehicle
CEE 32 A socket

("red")

three-phase 400 V / 32 A / 22 kW AC (mobile) wall charging station or ICCB cable with suitable vehicle plug and corresponding charger in the vehicle
CEE 63 A socket

("red")

three-phase 400 V / 63 A / 43 kW AC (mobile) wall charging station or ICCB cable with suitable vehicle plug and corresponding charger in the vehicle
Type 1 charging station Station-dependent / typical: 240 V / 16 A / 3.8 kW - 240 V / 24 A / 5.8 kW - 240 V / 30 A / 7.2 kW AC Type 1 charging connection on the vehicle side and on-board charger with corresponding power consumption (not yet implemented: 240 V / 80 A)
Type 2 charging station station-dependent / typical: 3.6 / 11/22/43 kW AC Type 2 or Combo 2 charging connection on the vehicle side and on-board charger with corresponding power consumption (400 V / 63 A / 43 kW rarely implemented); Depending on the station equipment, a connection cable may be required
CCS Combo 1 charging station DC (Standard for North America)
CCS Combo 2 charging station station-dependent / typical: 50 kW DC CCS Combo 2 charging connection on the vehicle side (not yet implemented: 150 kW)
CHAdeMO charging station station-dependent / typical: 22/50 kW DC CHAdeMO charging connection on the vehicle side
Tesla Supercharger charging station location-dependent / typically 135 kW DC Tesla brand vehicle

Battery exchange stations

Better Place battery exchange station in Israel

Another variant of the energy supply for electric vehicles is battery swapping . At battery changing stations , the batteries are not charged with electricity in the car, but are exchanged for batteries that have already been charged. This means that it does not matter how long the charging process takes, and unlimited journeys are possible if the station network is sufficiently dense. Such exchangeable battery systems are particularly widespread in the industrial sector in industrial trucks, such as forklifts.

The components and functions of a battery exchange station are named in the DIN IEC / TS 62840-1 standard:

  • Replacement of battery packs
  • Storage of battery packs
  • Charging and cooling of battery packs
  • Testing, maintenance and safety management of battery packs

The first provider of such a solution for cars was Better Place , founded in 2007 , which implemented the battery exchange concept in Israel and Denmark until it filed for bankruptcy in 2013 due to a lack of profitability. A battery change was also planned for the Tesla Model S and is being tested. The solution was implemented primarily to meet CARB's environmental requirements and to take advantage of funding opportunities in the USA.

The Chinese automobile manufacturer NIO is also active in the passenger car segment, and from 2018 it set up battery change stations for its vehicles along a 2000 km long route in China. From the BAIC this is propagated in Beijing for taxis owned subsidiary BJEV; the change process should take three minutes. Since 2018, BJEV has been offering a car with the option of being able to use an unlimited battery exchange with a monthly flat rate, which means that the purchase price can fall below that of a combustion vehicle. Both companies work together with Aulton, a company founded in 2016 that bundles battery replacement patents and technology. In September 2019 INFRAMOBILITY-Dianba GmbH put the first European Aulton exchange station into operation in Berlin at Westhafen.

During the 2008 Olympic Games, a battery exchange station was operated for the around 60 electric buses in Beijing , where the empty batteries were removed from the buses and charged ones were reinserted. This station had a power connection of several 100 kW. There were further large field tests in 2010 at the 2010 Expo in Shanghai and the 2010 Asian Games . However, only a small part of the 400,000 electric buses that were in use around the world in 2018 are powered by battery swap technology. In China there are a few large cities in which buses with this technology are used.

Inductive charging devices

Prototype of an inductive charging system for cars

In addition to energy transmission via cables and plug connections, electrical energy can also be transmitted inductively via alternating electrical fields . Besides avoiding erodible plug connections of electrically conductive contacts is also a contact protection given. In principle, transformer technology is used with a primary-side excitation coil through which alternating current from the power grid flows. The alternating current decoupled in the vehicle-side (secondary side) induction coil is converted into direct current by the charger installed in the vehicle and charges the drive battery .

Inductive charging systems have been around for many years. Battery-operated electric toothbrushes use the same principle. The good coupling of the two coils through a small distance reduces the transmission losses. The energy is therefore transferred in special charging positions. The Magne Charge charging system , standardized in the American standard SAE J1773, used this technology in the 1990s, even if the primary coil had to be pushed into a charging slot on the car as a kind of plug. The two coils were optimally positioned when they were pushed in and the induction losses were minimized due to the small distance. Vehicles with this charging standard include the first generation electric cars General Motors EV1 (1996), Chevrolet S-10 EV (1997) and Toyota RAV4 EV (1997). Charging with 6.6 kW is the most common (level 2). There were demonstrators for level 3 with up to 50 kW. The charging system is still in use in the vehicles that are still active, but no successor system has been specified and it is no longer offered (as of 2016). The action is shown in the feature film Gattaca .

In public road traffic in the Italian cities of Genoa and Turin, experience has been gained with systems for buses that can inductively recharge their batteries at bus stops. Battery buses are also being tested with this charging system in Germany , for example in Braunschweig and Berlin. In Berlin, charging capacities of up to 200 kW are achieved. The German car manufacturers are also working on inductive charging options in order to be able to offer charging without a plug.

In the industrial sector, inductive energy transmission, for example for driverless transport vehicles while driving, has been commercially available for many years. In 2015, the Fraunhofer-Gesellschaft carried out tests at speeds of up to 30 km / h.

Charging power and duration

In the power grid, the electrical current is available as alternating current . However, batteries need direct current to charge . The conversion from alternating current to direct current is carried out by electronically controlled chargers. The charger can either be installed in the charging station or in the electric car. The higher the voltages and currents or the charging power, the more expensive the chargers become. Charging stations that only offer type 2 - i.e. alternating current - save the charger. Such charging stations can be installed for around 1000 euros. Charging stations that offer direct current - i.e. CHAdeMO and / or CCS or Tesla Supercharger - need the charger in the charging station. Such charging stations can cost 50,000 euros and more. Therefore, for reasons of cost, by far the majority of charging stations in Germany and Europe are of type 2, i.e. with alternating current (see infrastructure ).

The charging power offered at the charging stations is an essential factor for the charging time. Type 2 AC charging stations with 11 kW or 22 kW are widespread in Germany (as of 2016). Type 2 connections with 43 kW are occasionally offered. The DC charging stations offer higher charging capacities. For CHAdeMO and CCS, charging capacities of up to 50 kW were common in 2016. Since March 2018, charging capacities of up to 350 kW have also been offered (see ultra-fast charging stations ). The Tesla superchargers usually offer charging capacities of 135 kW.

The charging time depends on both the performance of the charging point and the technical design of the vehicle. At a charging point with a low capacity, a vehicle that can be charged quickly also needs a much longer charging time. On the part of the charging point, the limitation of the maximum possible power output can be due to a limited capacity of the network connection and the connector system used. Stations with several charging connections can also divide the available charging power over several vehicles. In the case of DC charging stations, the performance of the built-in chargers is also important. All other limitations such as fusing or cable cross-sections are subordinate to these conditions.

In addition to the type and capacity of the battery to be charged in the case of alternating current charging, the main influencing factor on the vehicle side for fast charging is, above all, the performance of the built-in on-board charger. With capacities of 10 to 90 kWh used today, charging times of less than 30 minutes require charging capacities of 20–180 kW without even taking additional obstacles such as current limits in the upper charging range of the battery into account. A normal household Schuko socket supplies 2.5 to 3.6 kW; one 400 V / 16 A connection 11 kW; a 32 A connection 22 kW; a 63 A connection 43 kW. It turns out that the widespread power connections with the currently most widespread battery capacities of around 20 kWh and the type 2 plug specified up to 43 kW enable charging in less than an hour. The charging current must be limited depending on the battery in order to avoid damage to the cells. For the lithium-based cells that make up the drive batteries of today's electric vehicles, manufacturers usually recommend 0.5 C to 1 C and thus a charging time of less than 2 hours as normal charge. Chargers that are carried in the vehicle often limit the charging current, although the battery itself could also be charged more quickly. For example, many German electric cars now have on-board chargers with an output of just 3.6 kW, which leads to charging times of 6 to 8 hours.

As a charging method usually the IU charging method (come CCCV ) or variations thereof are used. With the so-called quick charge, the accumulator is often only charged to about 80%. Up to this limit, the full capacity of the charging electronics can usually be used. After that, the charging current must be limited in order to avoid overcharging the battery cells, which, however, entails a very time-consuming "full charging phase". It is therefore more effective from a time point of view to stop charging at 80%. Modern batteries can be charged to 80% in 20–30 minutes.

Chargers in the electric car

In order to be able to charge with type 2 - i.e. alternating current - the electric cars need a built-in charger. In order to save costs, installation space and weight, many manufacturers only install one charger for small charging capacities, which means that the charging time increases significantly. For example, the BMW i3 can only charge with a maximum of 7 kW or 11 kW on Type 2, even if 22 kW or 43 kW are offered. In contrast, the BMW i3 can charge with 50 kW via CCS, which shows that the battery can handle such large charging currents (see disadvantage when charging the BMW i3 ). In the new Nissan Leaf (2017), too, the type 2 charger can only charge single-phase instead of three-phase, which reduces the charging capacity to a third of the capacity offered. With CHAdeMO, however, the Nissan Leaf can also charge with 50 kW (see charging technology for the new Nissan Leaf ). With type 2, the Renault Zoe can charge with 22 kW and with the Q engine (Q90 Q210) with 43 kW AC (see charging system for the Renault Zoe ).

Ultra fast charging stations

Ultra-fast charging stations with a charging capacity of 350 kW have been installed in Europe since October 2016. The term High-Power-Charging (HPC) is also used for this in German-speaking countries. Appropriately equipped vehicles can be reloaded there with a range of 300 km in 20 minutes. The charging stations are equipped with CCS plugs and are compatible with vehicles with 50 kW CCS chargers. Buses, trucks and other commercial vehicles should also be able to be charged at such charging stations.

The automaker VW, Daimler, BMW and Ford build the composite IONITY in Europe by the end of 2020 400 Ultra-fast charging stations with 350 kW. The charging stations will be set up on motorways and busy thoroughfares. The CCS (Combined Charging System) is used as the connector. There are no plans to restrict the registration of electric cars from other manufacturers, but the comparatively high price causes displeasure among their users.

The Dutch fast-charging provider Fastned also builds ultra-fast charging stations with outputs between 150 kW and 350 kW in Germany. In the Netherlands, Fastned already has a network of fast charging stations, mostly at motorway service stations. The company's aim is to set up a network of over 1,000 such fast charging stations in Europe, several hundred of them in Germany. In March 2018 Fastned put the first charging column with 350 kW charging power into operation near Amsterdam. In June 2018, Fastned's first 350 kW charging station went into operation in Germany near Limburg. This is initially distributed over two charging points with 175 kW each, which will later be able to be interconnected for 350 kW.

In March 2018, the wind energy company Enercon put the first ultra-fast charging station with 350 kW into operation in Aurich (East Frisia). The core components are inverters, which Enercon also installs in its wind turbines. Another central element of the charging station is a battery storage system, so that the electricity can be taken slowly and therefore gently or quickly from the grid to the intermediate storage unit if there is an excess of electricity and can later be quickly transferred to the electric car with 350 kW.

Further development of the charging capacity

EVTEC AG (Lucerne, Switzerland) has developed a 150 kW DC charging system based on experience in racing. In June 2016, EVTEC, the IAT of the University of Stuttgart and the Fraunhofer IAO installed the most powerful charging station in Europe with around 200 kW on the Fraunhofer campus in Stuttgart. The ABB charging station presented in October 2017 delivers up to 150 kW at 400 V and up to 350 kW at 800 V. The first 350 kW charging stations have been in real operation since March 2018. (see also ultra-fast charging stations )

Cooling of the cables is necessary for high charging capacities. This was developed by German-speaking manufacturers under the term "High Power Charging" and has been available on the market since 2018. The directives IEC / TS 62196-3-1 and IEC 68151-23 are to be updated for the HPC charging system. Accordingly, a maximum contact temperature of 90 degrees Celsius and a maximum temperature of the touchable parts of 60 degrees Celsius are permitted. A special standard for cooled charging cables is also being prepared. An earlier Tesla field trial was canceled in 2016.

At the end of 2018, an alliance of the companies Allego , Porsche, Phoenix Contact and BMW showed a public station with cooled charging cables that reaches 450 kW. Users report that the prototype of this charging station is relatively noisy due to the powerful cooling systems.

Connection to the distribution network

Charging stations are usually connected to the distribution network at the low voltage level (230/400 volts) . The Low Voltage Connection Ordinance entitles the distribution network operator "in the form of technical connection conditions (TAB) to stipulate further technical requirements for the network connection and other system parts as well as for the operation of the system including its own system, insofar as this is for reasons of safe and trouble-free supply, in particular with regard to the Requirements of the distribution network, is necessary ". In the TAB, "the connection of certain consumer devices ... may be made dependent on the prior consent of the network operator". The current version of the Low Voltage TAB stipulates that the connection of individual devices and thus also of charging stations with a nominal output of more than 12 kW requires the prior assessment and approval of the network operator. The single-phase connection of consumer devices is only permitted up to a rated apparent power of 4.6 kVA. In addition, an even distribution of the power to the three external conductors must be guaranteed.

The network technology / network operation forum in the VDE published the draft of the technical connection rules for low voltage on April 28, 2017. This defines new requirements for charging devices for electric vehicles. After the entry into force, charging devices with a rated output greater than 4.6 kW must be registered with the network operator. In addition, a grid-friendly behavior of the charging device is required, for example a reactive power control strategy. These new requirements are intended to create the prerequisites for the integration of larger numbers of electric cars in the low-voltage networks.

The connection of charging stations for electric vehicles is regulated in VDE 0100-722. A separate fuse and a separate residual current circuit breaker (FI, RCD) must be used for each electric vehicle . DC residual currents can occur when charging electric vehicles. Type A residual current circuit breakers normally used in the AC installation of residential buildings are not designed for this and would then not trip. Therefore, type B residual current circuit breakers must be used. These also switch off in the event of DC residual currents. Type B residual current circuit breakers must not be installed behind type A residual current circuit breakers. Type B residual current circuit breakers are also available in combination with miniature circuit breakers as combination circuit breakers. These can also be part of the charging station.

For fast charging stations with more than 100 kilowatts, depending on the expansion status of the distribution network and the network load, it can be determined that they are connected to a separate transformer outlet. Even larger charging stations that allow simultaneous charging at several rapid charging stations may require a medium-voltage connection with its own transformer station. The ultra-fast charging stations from Enercon with 350 kW charging power use a battery storage as an intermediate storage, which relieves the network. (see also ultra-fast charging stations )

Load management

Local networks or networks in buildings are often insufficiently dimensioned for the requirements of electromobility. Load management systems may be required here. These prevent the respective network from being overloaded by the charging processes.

Use of private parking spaces

BMW wall charging station for parking space or garage

Electric vehicles that are used privately are mostly charged at home or at work. Only a small part is accounted for by public charging stations.

Some garage manufacturers offer electrical installations as additional equipment. However, there are practically no standard packages for charging electric cars in prefabricated garages. Smaller electric vehicles such as electric bicycles , electric motorcycles and small electric cars have a small battery capacity and can be charged with simple means (230 V, 16 A, common household sockets). In order to charge an electric car with a larger battery capacity, special connections are required. Common household sockets in Switzerland are usually not suitable for this. Industrial sockets ( CEE system ) have increased mechanical strength and are protected against the ingress of water.

Single-phase charging with a charging power of 3.5 kW and a charging time of 7 to 10 hours enables a range of 100 to 200 km. It is also possible to install a three-phase connection, which then allows a higher charging power of 11 or 22 kW and significantly shortens the charging time compared to charging via a socket. Charging capacities of 50 kW and more, however, are impractical for households. Manufacturers of electric cars and third-party manufacturers offer wall charging stations for household customers that guarantee a simple charging connection. In any case, the installation instructions of the vehicle manufacturer must be observed and the installation must be carried out by a qualified electrician .

Publicly accessible charging points

Charging station regulation

The Federal Ministry of Economics issued a charging station ordinance for Germany on March 9, 2016 . The background to this was the implementation of EU Directive 2014/94 / EU with the aim of creating a uniform, standardized charging infrastructure for new charging points. For this purpose, a type 2 charging socket in accordance with DIN EN 62196-2 or a Combo 2 type charging connector in accordance with DIN EN 62196-3 has been made a mandatory standard at public charging points. Other connector standards are only additionally permitted for new installations - but no longer independently.

Charging point

A charging point is defined as a facility where only one scooter can be charged at a time. Charging columns, at which several vehicles can charge at the same time, therefore consist of several charging points, all of which must have at least the required plug connections. A charging point is "public, if it is located either in public street space or on private property, provided that the parking lot belonging to the charging point can actually be used by an indefinite group of people or a group of people who can only be determined according to general characteristics."

Billing

DREWAG - ELECTRIC FILLING STATION in Dresden - Pirnaischer Platz

The regulations presented in the draft were discussed controversially. In a statement , the Federal Association for Solar Mobility pointed out fundamental deviations from the EU decision to be implemented and feared the exclusion of private and semi-public charging point providers. On March 29, 2017, an ordinance amending the charging station ordinance was issued. Among other things, it regulates that operators of charging points must enable every user of electric vehicles to charge at certain points without prior authentication. This can be done by supplying the energy free of charge or against payment

  • with cash in the immediate vicinity of the charging point or
  • using a common card-based payment system or payment method or
  • using a common web-based system.

The aim of the new regulation is to enable the unhindered use of electric vehicles across operators, municipalities and countries. This was made more difficult or excluded by activations that differed in some cases depending on the operator of the charging point or the individual municipalities, for example using different RFID cards.

For billing - according to the fuel tank gauge - a reference measuring device for charging processes is being developed.

Operator associations

Park & ​​Charge has been offering charging options for e-mobiles in reserved parking spaces since 1992 . The Park & ​​Charge system with the same key has also existed in Germany since 1997. 143 locations are in operation in Germany (as of September 12, 2011) (in Switzerland: 235, in Austria 69). The basic idea of ​​the three-phase network , which has existed since 2006, is the non-commercial provision of a mutual charging facility. With efforts to introduce more electric cars, more systems are being planned and operated around the world.

Since most associations establish their own payment system, the electric car driver has problems with the multitude of different payment methods. However, payment cards such as NewMotion are establishing themselves here, which can be used by almost every network throughout Europe. In Switzerland, in this regard has in June 2017 MOVE Mobility AG as a joint venture between energy service providers Alpiq , EBM , EWB and Groupe E established.

The number of these networks has risen sharply in recent times. In June 2018, there were more than 50 such associations in Germany alone. It is noteworthy that companies such as Aldi, Lidl, Ikea, Kaufland, Euronics and others offer free charging stations in their parking lots. The free recharge while shopping serves as customer advertising.

Private initiatives are noteworthy. For example, there is a crowdfunding community that sets up charging stations that are accessible to everyone at their own expense and wherever there are still gaps in supply. We are also looking for partners at the location who will benefit from installing a charging station and therefore take on the running electricity costs so that charging remains free.

Charging station directories

Charging stations are hardly or not at all recorded in conventional road maps or navigation systems, and there are constant changes in the scope of services for charging stations. Fault reports must be taken into account in route planning, electric car drivers with electric cars with a large battery capacity often have little alternative if a single charging station fails due to the small area penetration of electric charging stations.

Good directories (see the web links below ) of charging stations are therefore often edited and accessible online. Faults can be communicated to all users at short notice and unbureaucratically using a smartphone app. Current data from the charging station directories can often be imported into the electric car's navigation systems.

Charging station identification EVSEID

Charging station operators need a unique ID for their charging station for cross-border billing, similar to the mobile network roaming system. This is done by means of charging point identification (EVSEID en: Electric Vehicle Supply Equipment ID). The EVSEID identifier consists of the country code (DE), the EVSE operator ID (3 digits), the ID type (E) and the power outlet ID (up to 30 digits).

Since March 1, 2014, the Federal Association of Energy and Water Management (BDEW) has been issuing, on request, for a fee, uniform identification numbers for operators of charging stations intended for the public in Germany, which makes it possible to set up a roaming system in the field of electromobility.

outlook

There are already more advanced concepts with regard to the charging stations. A dense network of charging stations with high charging capacities would make large drive batteries in electric cars superfluous. Drive batteries with high cycle stability and medium charging capacity would then be sufficient.

There are also concepts to allow electric cars to interact with the power grid using vehicle-to-grid technology and thus to use them as power storage devices and as a supplier of system services . Electric cars as well as plug-in hybrids can be charged in the case of (regenerative) surpluses in the power grid and feed energy back into the power grid when there is a lack of energy. In this way, e-cars could supply a large part of the controllable energy consumption. There are already first applications for battery house storage systems with CHAdeMO vehicles.

Standards, reviews, communication protocols

Norms

In DIN VDE 0100-722 VDE 0100-722: 2016-10 - erection of low-voltage systems VDE 0100-722 (power supply for electric vehicles), series of standards IEC 63110, part 7-722: Requirements for production facilities, rooms and systems of a special kind - power supply for electric vehicles. In Austria z. B. the OVE EN 50620 (charging cable for electric vehicles), ÖVE / ÖNORM E 8001-4-722 (power supply for electric vehicles), the ÖVE / ÖNORM EN 61851 (electrical equipment of electric road vehicles - conductive charging systems for electric vehicles) and the ÖVE / ÖNORM EN 62196-3 (plugs, sockets and vehicle plug devices) introduced, adapted or expanded.

Reviews

Like all electrical systems, charging stations for electric vehicles must be subjected to an initial test when the system is set up or put into operation and regular repeat tests, and this must be documented. Due to some special features of charging stations for electric vehicles, e.g. B. In-house standards for charging stations, special manufacturer specifications, low loop impedance , higher voltage drop with longer supply lines to the vehicle, special plug connections, there are higher requirements for the tests on the tester and the measuring devices.

The test must meet and document the effectiveness of the protective measures and compliance with technical standards as well as special manufacturer specifications for safe and intended operation.

Communication protocols

The Open Charge Point Protocol (German: Free Charging Point Communication Standard) is a universal application protocol that standardizes communication between charging stations for electric cars and a central management system.

See also

Web links

Commons : Electric Charging Stations  - Collection of pictures, videos and audio files

Associations:

Directories:

Individual evidence

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