The intelligent charging system and the design-to-cost approach prevent investment measures in the expansion of the network connection and save costs and time in the construction of the charging infrastructure. The available charging power is distributed to the parked vehicles by the central control unit via dynamic, phase-specific load management.
chargeBIG reacts flexibly to other consumers in the grid and uses the electric vehicles as a controllable load. This enables optimal use of the available power grid.
Static load management
Intelligent and dynamic load management
Grid-optimized load management (under development)
Load and energy management
Via controlled load and energy management, the chargeBIG charging infrastructure can be used to limit the max. total load in a building. Costs for excessive peak power can thus be avoided. chargeBIG can co-regulate other loads by prioritizing these loads, such as the kitchen or test bench, and reducing the e-vehicles as a controllable load in the charging current. If the chargeBIG system is not to regulate autonomously, it can be integrated into the building control system and react to load specifications within a second.
Avoidance of unbalanced loads
The phase-individual load management of chargeBIG has integrated an active unbalanced load prevention. Continuous checks are made to ensure that no unbalanced loads of more than 20A occur on the various phases L1, L2 and L3. If unbalanced loads do occur, the system actively counteracts them and regulates the charging current upwards on the less loaded phases. Unbalanced loads of less than 20A are generally permitted according to the Technical Connection Conditions (TAB).
Complete system with 18 charging points: 200A
Complete system with 36 charging points: 400A
Complete system three-phase with N-conductor (connection to NSHV) and single charging points
charging points single-phase with 6-32A dynamic or three-phase with 32A
Voltage 230 / 400V 3NAC
TT / TN / TNS / TNCS
Single-phase 2.3 – 7.2kW dynamically controlled depending on connected load, number of connected vehicles and control parameters
Residual current device and DC fault detection (charging cabinet)
30mA FI type A and 6mA RDC-MD for each charging point
IP55 (charging cabinet) and IP54 (plug)
Supply line from the charging cabinet possible from above or below, star-shaped
Wiring of the single-phase or three-phase down conductors to the charging points.
Operating temperature range
Charging point: -25°C to +55°C, charging cabinet: -25°C to +35°C
(in each case without direct sunlight)
Passive cooling system (active cooling at extra charge)
Communication and interfaces
Activation and billing via QR code scan and app
LAN, WLAN (optional), integration in GLT via UPC-UALTE, OICP (eRoaming)
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