EP3479309A1 - Gestion d'une installation de recharge de batteries de véhicules automobiles électriques dans un parking collectif - Google Patents
Gestion d'une installation de recharge de batteries de véhicules automobiles électriques dans un parking collectifInfo
- Publication number
- EP3479309A1 EP3479309A1 EP17734798.6A EP17734798A EP3479309A1 EP 3479309 A1 EP3479309 A1 EP 3479309A1 EP 17734798 A EP17734798 A EP 17734798A EP 3479309 A1 EP3479309 A1 EP 3479309A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- charging
- terminals
- vehicle
- value
- management system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/60—Monitoring or controlling charging stations
- B60L53/63—Monitoring or controlling charging stations in response to network capacity
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/30—Constructional details of charging stations
- B60L53/305—Communication interfaces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/30—Constructional details of charging stations
- B60L53/31—Charging columns specially adapted for electric vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/60—Monitoring or controlling charging stations
- B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
-
- G—PHYSICS
- G07—CHECKING-DEVICES
- G07F—COIN-FREED OR LIKE APPARATUS
- G07F15/00—Coin-freed apparatus with meter-controlled dispensing of liquid, gas or electricity
- G07F15/003—Coin-freed apparatus with meter-controlled dispensing of liquid, gas or electricity for electricity
- G07F15/005—Coin-freed apparatus with meter-controlled dispensing of liquid, gas or electricity for electricity dispensed for the electrical charging of vehicles
-
- G—PHYSICS
- G07—CHECKING-DEVICES
- G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
- G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
- Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S10/00—Systems supporting electrical power generation, transmission or distribution
- Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
- Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
- Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
- Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing
Definitions
- the invention generally relates to the management of battery charging of electric motor vehicles in a collective car park.
- the object of the present invention is to propose a method and a system for managing the charging of electric or hybrid vehicle batteries in a collective car park which, in particular, fulfill the preceding objectives.
- the subject of the present invention is a method of management of charging currents delivered by an electric vehicle battery charging installation in a collective car park, said installation comprising a set of electric charging stations connected to an electric power distribution network, each electric charging station being adapted to deliver to an electric vehicle connected to it a charging current value, comprising the following steps:
- transm ission to one or more terminals selected in the first set of an order to reduce the value of recharge current that each delivers to the vehicle connected to them, the the corresponding reductions being intended to cover the difference in absolute value;
- the predetermined charging current value preferably corresponds to a maximum value of the charging current that can be delivered by said determined terminal of the second subassembly;
- the terminals to which a reduction command is transmitted are advantageously selected according to the amount of electrical energy that they have already delivered to the vehicles connected to them, by giving preference to the most important amounts;
- the procedure can furthermore comprise, as soon as a vehicle connected to a charging station of the first set disconnects, an updating of the steps of emigration, of the measurement of the sum of the charging and calculation currents, by the central management system, of the available current value I disp , and a transmission to at least one of the terminals having previously received a reduction command, a new order to increase the current value of charging it delivers to the vehicle connected to it, a value determined by the value of available current I disp updated;
- the step of calculating the difference can be carried out as soon as the new incoming electric vehicle connects to said determined terminal;
- the method may comprise an allocation step for determining the available terminal to which the new incoming vehicle will have to connect;
- the allocation of a terminal is preferably made by the central management system, from at least one identification parameter of the new vehicle and / or its driver;
- the method may further include a step of verifying the pairing between the new incoming vehicle and the allocated charging station to authorize recharging if the result of the verification is positive and prohibit it if it is negative;
- the step of determining a maximum value MAX advantageously comprises a periodical interrogation, by the central management system, of a com m unicant com plete.
- the invention also relates to a load current management system delivered by an electric vehicle battery charging installation in a collective car park, said installation comprising a set of electric charging stations connected to a distribution network connected to a distribution network. electrical energy, each electric charging terminal being adapted to deliver to an electric vehicle connected thereto a charging current value, said management system comprising:
- a central management system connected to said terminals of the assembly and capable of transmitting said maximum admissible value l MAX , said central management system being further able to memorize, on the one hand, the terminals of an electric recharge belonging to a first subset of said set of electric charging stations, said first subsystem comprising the so-called occupied terminals to which a charging electric vehicle is connected, and secondly the electric charging terminals belonging to a second subset of said set of electric charging terminals, said second subassembly including the available terminals to which no electric vehicle is connected;
- said central management system being furthermore capable of calculating, an available current value I disp based on a difference between said value maximum permissible MAX and the sum of the charging currents delivered, and for each new electric vehicle entering the said collective parking lot for recharging purposes:
- the system also includes a first device for exchanging information identifying the new incoming vehicle and / or its driver, placed near or integrated in a control device. access to the car park, said first device being capable of exchanging identification information with a wireless identification and identification m odule enabling the identification of a vehicle and / or its driver and transmitting these credentials to the central management system.
- Said first device is also advantageously able to receive a terminal allocation message transmitted by said central management system, the allocation m essage comprising information representative of an allocated terminal, and to relay this information. m essage to wireless communication and identification m odule.
- the system also comprises a second device for exchanging identifying information of the new incoming vehicle and / or its conductor, placed close to or integrated in said allocated terminal, said second device being able to exchange information.
- identification with said wireless identification and identification m odule permitting the identification of a vehicle and / or its driver.
- the system can furthermore include a device for storing and restoring energy, and the central management system is able to determine and control the periods of storage and return of electrical energy and a value of the charging current. a battery storage device and energy restoration.
- the invention also relates to a central management system for implementing the above management method, said central management system being able to exchange messages with each of the terminals of the charging facility, and
- said value of available current I disp is a function of a difference between said maximum admissible value MAX and the sum of the charging currents delivered,
- Said central management system may also be able to deactivate all or part of the automatic vehicle refills, in particular on receipt of orders received from the electrical power distribution network.
- the invention also relates to an electric charging terminal for implementing the above management method, able to deliver to a connected electric vehicle a charging current value according to a reduction order or an authorization message issued by said central management system.
- the invention finally relates to a wireless communication and identification m odule comprising wireless em ission / reception means capable of exchanging identification information of a vehicle and / or its conductor with said first and said second identification information exchange devices of the management system.
- FIG. 1 schematically represents an exemplary architecture of a management system for an installation of charging stations located in a parking lot
- FIG. 2 diagrammatically represents the central management system of FIG. 1;
- FIG. 3 gives an example of a table used by the central management system of FIG. 1;
- FIG. 4 schematically represents an example of a recharging terminal included in the installation of FIG. 1;
- FIG. 5 schematically represents an example of a wireless communication and identification m odule in the form of a portable medium, for example in the form of a credit card;
- FIG. 6 schematically represents another example of a wireless communication and identification m odule embedded in a vehicle
- FIG. 7 gives an example of an allocation table used by the central management system of FIG. 1;
- FIG. 8 diagrammatically represents a device for storing and restoring the electrical energy that may form part of the management system of FIG. 1;
- FIG. 9 illustrates a succession of steps that can be implemented in a management method according to the invention.
- FIG. 1 schematically illustrates a possible architecture for a management system of an installation 1 for recharging batteries of electric vehicles in a collective car park P.
- the elements illustrated in dotted lines in this FIG. 1 are optional but correspond to an elaborate version of the system .
- the installation 1 comprises a set of N electric charging terminals referenced ⁇ 2 , ... ⁇
- Each terminal B 1 , B 2 , ... B ,, B N of electric charging is able to deliver to the electric vehicle VEi, ... VEj which is connected to it a charging current value h, l 2 , ... I N.
- VEi electric vehicle
- VEj charging current value
- FIG. 1 it has been assumed that only two vehicles, VE 1 and VE j , are already present in the parking lot P and connected to charge their battery to a terminal, respectively ⁇ and B 1.
- the management of the installation 1 is carried out, according to the invention, essentially through a central management system 4 connected to said terminals B 1 , B 2 , ... ⁇ ,, B N of the together by a communication link 5, and is based on the principle that the charging terminals of the invention have a variable recharge power whose value can be modulated or modified by the central management system 4 via an appropriate order or message transmitted to the terminal by the communication link 5.
- the management architecture also includes means for measuring the sum of the charging currents delivered by all the terminals when they are connected to a vehicle, typically an electric meter connected to the central management system 4. and, in an optional configuration, a device 7 for controlling the entrance of a new vehicle, typically associated with a barrier allowing or not access to the car park for electric charging purposes, and also connected to the management system 4 Central.
- the central management system 4 whose simplified architecture is illustrated in FIG. 2, essentially comprises a data processing unit 40, microcontroller or PC type, a memory 41, and at least one interface (no shown) to be able to exchange information with the terminals B ,, the electric meter 6, and, if necessary, the device 7 for controlling the input, via the wired link 5 (of the Ethernet or RS 485 type) or a link wireless.
- the central management system 4 must in particular know, preferably at all times, the status (free / occupied) of each terminal B 1 t B 2 ,... B ,, B N of the installation. To do this, he performs a centralized memory, preferably in real time, at his memory 42, from the information exchanged with the terminals:
- electric charging terminals belonging to a first subassembly of the set of terminals B ! , B 2 ,... BB N of electric charging this first subassembly including the so-called occupied terminals to which a charging electric vehicle is connected, and
- electric charging terminals belonging to a second subset of the set of terminals B 1 g B 2 , ... BB N of electric charging said second subset comprising the terminals available to which no electric vehicle is connected.
- this terminal transmits to the system 4, via the link 5, a m essage of information representative of the connection of the cable, and therefore the occupied status of the thick headed. Equivalently, as soon as a vehicle disconnects from a terminal, this terminal transmits to the system 4, via the link 5, a message information representative of the disconnection of the cable, and therefore the status again available from the terminal.
- the information relating to the terminals is preferably grouped in the form of a table 42 emitted and updated in the memory 41 of the system 4.
- the table 42 preferably includes the following information for each terminal of the installation : terminal identifier, maximum current value or maximum power delivered by the terminal, value of the allocated charging current, for the terminals occupied, status of the terminal (cable connected or not, charging, end of charging), measured value of the charging current, the total energy consumed by a vehicle since the start of recharging.
- the occupied terminals it is also advantageous to have an identifier of the vehicle connected to the terminal, and / or an identifier linked to the driver of this vehicle.
- An example of the values taken in this table, corresponding to the situation of FIG. 1, is given in FIG.
- the central management system 4 must also know the maximum permissible value of the MAX current at the connection point 3 of the installation 1 to the electric power distribution network 2. This value l MAX depends in particular on the section of the conductors of the distribution network 2, the physical characteristics of the connections between the network 2 and the installation 1, and the contractual value of the power allocated by the energy distributor. It can be memorized in memory 41 during a configuration operation. Alternatively, if the measuring device 6 is a com m unicant com plier, the central management system 4 can acquire this value periodically by interrogating the com pector 6.
- the central management system 4 must know the sum of charging currents delivered by the electric charging terminals occupied, that is to say the terminals of the first subassembly. This information is measured by the counter 6 and transmitted for storage in the central management system 4.
- the measurement is made periodically to permanently know the actual current consumed by all vehicles.
- the measurement is made only when the conditions of use of the terminals change, typically when a new connection of a vehicle to a terminal hitherto available, or when a vehicle is disconnected from a busy terminal.
- the central management system 4 will be able to calculate an available current value I disp based on a difference between the maximum permissible value l MAX and the som. me charging currents delivered.
- This calculation can be done and refreshed in real time, or only when a new vehicle comes to the entrance of the car park to recharge its battery.
- the central management system 4 calculates the difference that exists between the value of available current I disp and a current value of recharging able to be delivered by at least one available terminal at the m oment of the entry of this new vehicle, that is to say by a terminal of the second subassembly. Alternatively, this difference is calculated continuously or at least periodically.
- one of the main objectives of the management in accordance with the invention is to accept the charging of any new incoming vehicle which requests it, provided, of course, that it exists at any time. There is a terminal available on the parking lot. This management is made possible by operating differently depending on whether the calculated difference is positive or negative.
- a positive deviation means that the connection of the relevant terminal to the new incoming vehicle will not result in exceeding the permissible maximum value l MAX - In this case, there is no problem to allow , without taking any special measures, the charging of this vehicle entering this terminal.
- the system 4 will, according to the invention, transmit to one or more terminals occupied, that is to say, selected in the first set, an order to reduce the value of recharge current that each delivers to the vehicle connected to them, the sum of the corresponding reductions being intended to cover said difference in absolute value.
- the terminals to which a reduction command is transmitted are preferably selected according to the amount of electrical energy that they have already delivered to the vehicles connected to them, with emphasis on the most important amounts.
- the system 4 will use the memorized information in the last column of the table 42 defined above to identify the vehicles, and hence the terminals connected to them, which have already stored the most data. energy since the beginning of their recharge.
- the central management system 4 ends by transmitting to the terminal considered in the difference calculation an authorization message for charging the new incoming vehicle to a predetermined charging current value.
- the predetermined charging current value corresponds to the maximum value of the recharging current that the terminal concerned is capable of delivering.
- the system 4 will be able, in a preferred embodiment, to transmit to at least one of the terminals having previously received a reduction command, a new order to increase the value of the charging current that it delivers to the vehicle connected to it, a value determined according to the value of available current I disp updated.
- the information processing unit 40 comprises in the form of a computer program means for determining, by calculation and / or analysis, the representative values of the currents and transmitting to the terminals concerned a recharge authorization message, or an order reducing or increasing the charging current.
- FIG. 4 schematically illustrates a possible architecture for each terminal Bj included in the charging installation 1 of electric vehicle batteries of FIG. 1. As in FIG. 1, the elements illustrated in dashed lines in FIG. 4 are optional but correspond to FIG. an elaborate version of the system.
- a recharging terminal Bj essentially comprises a microcontroller 80, an interface 81 for communication with the central management system 4 (Ethernet type or other), an interface 82 for communication with any vehicle connected to the terminal ( allowing in particular exchanges according to EN 61851-1), a specific electrical outlet 83 for receiving a charging cable of a vehicle, a switching relay 84 for the charging circuit, and a module 85 for measuring the current and energy delivered when the relay 84 is closed.
- the terminal Bj further comprises means (not shown) for translating, in accordance with the standard EN 61851-1, the orders for reducing or increasing the value of the charging current received, if necessary, from the central management system 4. , in order to transmit them to the vehicle.
- the vehicle loader interrupts the current and transmits to terminal Bj a "disconnection request" informa- tion in accordance with EN 61 851-1.
- the terminal Bj analyzes the "disconnection request” information and forwards it to the central management system 4 for processing.
- the terminal Bj is also capable of receiving commands to reduce or increase the value of the charging current that it delivers to the vehicle connected to it.
- the terminal analyzes any received and transmitted modulation order and to the vehicle connected to it, in accordance with the standard EN 61 851-1, an information representative of this value, for example in the form of square electrical signals. 'am amplitude + 1 2V and - 1 2V at a frequency of 1000 Hz m in width. These electrical signals are transmitted to the vehicle via the pilot circuit and their duty cycle represents the maximum value of the current that the on-board charger of the vehicle will consume.
- the terminal Bj further optionally comprises a wireless transceiver device 86, and luminous devices 87, e.g. diodes of different colors, the utility of which will be described later.
- a wireless transceiver device 86 and luminous devices 87, e.g. diodes of different colors, the utility of which will be described later.
- This basic version does not take into account another problem that may arise in the management of a car park, in particular with a large number of electric charging stations, this problem being relative on the one hand, the allocation of a particular terminal, from the available terminals, to a new incoming vehicle, and, on the other hand, a verification that a vehicle which is allocated a terminal will effectively connect to the allocated terminal .
- a preliminary terminal allocation step to determine the available terminal to which the new incoming vehicle will have to connect.
- the calculation of the difference which makes it possible to know whether or not to provide for the sending of a reduction order, is then made on the basis of the information relating to the terminal thus allocated.
- the calculation of the deviation is made once the vehicle has effectively connected, so as to avoid that orders of reductions are emitted in the case where the vehicle would not come finally connect to the limit that has been allocated to it.
- the vehicle connects to the allocated terminal, it is furthermore intended to verify that it has effectively connected to the terminal allocated to it.
- the allocation of a terminal is preferably contextual in order to adapt to the new vehicle that is charging.
- the electric or hybrid vehicles that may occur are varied and they have very different technical characteristics, both in terms of the type of electric battery used, the size of vehicles. These may be quadricycles with low power, low battery capacity and a low power on-board charger, or powerful sedans with high battery capacity and a high power charger. It is therefore necessary to allocate a charging station and a location adapted to the technical characteristics of the incoming vehicles.
- the main characteristic is the power of the charger on board the vehicle.
- a first device for exchanging identifying information of the new vehicle and / or its driver is installed in the immediate vicinity of the parking access control device 7 (typically doors or gates). or even integrated into it.
- the second device for exchanging identifying information of the new vehicle and / or its driver is in turn installed in the immediate vicinity of the charging stations, or preferably integrated with the latter, as illustrated in FIG. wireless transmitter / receiver device 86.
- the first device (referenced 7 in the following for the sake of simplification) and the second identification information exchange device (referenced 86 hereinafter also for the sake of simplification) are preferably directional wireless transceiver devices , of short range, connected to the central management system 4 by an information communication link.
- the first and second identification information exchange devices exchange information with at least one wireless communication and identification module, either owned by the driver, for example in the form of a smart card 10 (see FIG. Figure 5), either integrated into the vehicle (see Figure 6).
- the first identification information exchange device 7 transmits, preferably permanently, a first message of invitation to communicate comprising for example the following information: the name of the car park, an invitation to recharging the battery and possibly the number of recharging locations available.
- the wireless communication and identification module 10 transmits in response an identification message of the new vehicle and / or its driver.
- the identification message may include one or more parameters, from which it is possible to derive at least the maximum power from the on-board charger in the incoming vehicle.
- Other information representative of the characteristics of the vehicle may be advantageously used and added to the message such as: the type of vehicle (moto, saloon, utility), its weight, its dimensions, identification information such as: the registration number and / or the serial number.
- the driver identification information notably represents his rights and conditions of use of the car park and the charging stations.
- the identification data transmitted in this reply format are then transmitted to the central management system 4 which will be able to analyze them in order to assign an available charging station which is as adapted as possible to the characteristics of the incoming vehicle. .
- the contextual allocation of the terminals is carried out by the central management system 4 by means of an allocation table, very similar to the table previously described, in which are memorized information related to each terminal, to its environment. and temporarily to the vehicle and / or its driver: terminal identifier, terminal status (free, reserved, charging, unreachable), terminal characteristics, vehicle identifier, loader loader load, charging current value, driver identifier, etc.
- the central management system 4 assigns the incoming vehicle a charging station according to the characteristics of the charger such that a low power terminal will preferably be assigned to a vehicle having a low power on-board charger and a charging terminal. High power will be attributed to a vehicle having a high power em loader.
- the knowledge of the parking characteristics of the incoming vehicle perm and the central management system 4 to assign a specific location if the building of the car park provides em placem ents suitable for various vehicles such as motorcycles, tricycles, small or big sedans.
- Other parameters may be involved for the allocation of a terminal, for example, (i) the current flowing in the phase wires of the electrical installation, (ii) the total power delivered by the various electrical circuits supplying the terminals (iii) the am biante temperature prevailing in the different places of the car park.
- the identification of the driver makes it possible to assign a terminal and / or a specific location to an incoming vehicle. For example, it is the case of drivers with disabilities who need to recharge their vehicles at suitable locations or doctors with dedicated terminals.
- the central management system 4 transmits to the first identification information exchange device 7 a terminal allocation m essage. com providing information representative of the location of the assigned charging station. This information is relayed by the first identification information exchange device 7 to the wireless communication and identification m odule 10.
- a step of checking the pairing between the new incoming vehicle and the allocated charging station is necessary to allow charging if the result of the verification and positive and prohibit it if it is negative.
- a new exchange, this time between the wireless identification and identification module 10 and the second identification information exchange device 86 takes place.
- the identification data received by the second device 86 for exchanging identification information is relayed to the central management system 4 which can then check, thanks to the allocation table, that it is indeed the vehicle to which the terminal has been allocated.
- the luminous devices 87 for example a green lamp, invite the driver to connect the charging cable to the terminal. Refill will not be allowed if the information does not match.
- the luminous devices 87 for example a red lamp, inform the driver of the charging ban.
- Different technologies can be used for the communications between the first device 7 and the second device 86 for exchanging identification information and the module 10 for wireless communication and identification, such as for example RFID (English initials). Saxons set for Radio Frequency Identifier), the DSRC (English initials set for Dedicated Short Range Communications) or an optical device of LIFI technology (English initials set Light Fidelity).
- RFID wireless communication devices include an interrogator and tags.
- the RFID tags transmit, in response to the interrogator, unique information such as a predefined number or sequence of data. This information is, in this case, the identification information of the incoming vehicles and / or their driver.
- the information representative of the location of the charging station is transmitted to the driver in a visual form by means of a display associated with the interrogator of the first device or on the display of a device. smartphone whose RFID function has been used to transmit the identification information to the first device.
- a DSRC system allows the communication of data between two vehicles or vehicles and an infrastructure via a directive radio link.
- the DSRC communication system is used in Europe for motorway toll collection and in car parks and the directional radio transceiver installed in a vehicle is oriented towards the front and / or rear of the vehicle.
- the first and the second identification information exchange device transmit to the management system 4 central identifying information of said vehicle and / or its driver.
- optical LIFI technology using visible light allows wireless communications between two nearby devices. It has several advantages, for example no interference with radio equipment and little or no interference with other LIFI equipment physically close.
- the transmission of information uses an approximately conical optical channel and the well-controlled dimensional characteristics of the optical channel eliminate the risk of interference with a neighboring optical channel. Similar to the DSRC technology devices, the LIFI technology devices are used to transmit the credential information to the central management system 4.
- the verification of the pairing between the vehicle and the terminal is carried out when the vehicle is Approach of the terminal and a light device of green or red color informs the driver of the authorization or prohibition of recharging.
- a light device of green or red color informs the driver of the authorization or prohibition of recharging.
- FIG. 5 schematically illustrates the architecture of a wireless communication and identification module.
- this module is in the form of a portable medium, for example in the format of a credit card, and essentially comprises an information processing unit 11, for example a microcontroller, a transceiver 12 and a receiver.
- storage memory 13 will notably be able to store the information relating to the vehicle and / or the driver. This information can be configured at any time and conventionally by means of a configuration equipment 14.
- the storage memory will also be able to store, at least temporarily, information relating to the terminal that has been allocated. This information can then be included in the identification message exchanged between the module 10 and the second device 86.
- FIG. 6 schematically illustrates another possible architecture of a wireless communication and identification module 10, in the form of a wireless communication system embedded in a motor vehicle.
- the various elements making up the system are interconnected by means of at least one data transmission bus.
- Several types of buses are currently used in motor vehicles such as the Controller Area Network (CAN) bus, the Local Interconnect Network (LIN) bus or the Flexray bus.
- CAN bus will be used for simplification to represent the data transmission bus of the VE.
- module 10 there is an information processing unit 11, which may be an on-board computer of the vehicle, comprising one or more microcontrollers, a transceiver 12 and a storage memory 13.
- the storage memory 13 will notably be able to store information relating to the vehicle and / or the driver.
- the storage memory will also be able to store, at least temporarily, information relating to the terminal that has been allocated. This information can then be included in the identification message exchanged between the module 10 and the second device 86.
- the on-board computer communicates, via the bus, with the charger 15 of the battery 16 of the vehicle to acquire and store in a memory representative information of the maximum power of the charger.
- the module may further comprise different means of interface with the driver, which are for the most part devices or sub systems existing in motor vehicles.
- the on-board computer 11 there is a display 17, a keyboard 18, an audio device 19 comprising at least one loudspeaker and a microphone, a Bluetooth radio interface, etc.
- the means for acquiring, memorizing, and transmitting the identification parameters of the vehicle and / or its driver are made partially or totally by a computer program implemented in the on-board computer 11 in collaboration with the other devices of the vehicle.
- the on-board computer 11 of the vehicle comprises means for acquiring via the keyboard 18 and / or adapted accessories for example an RFID interrogator or the Bluetooth interface 20 the driver identification information.
- An RFID badge or smartphone communicating via Bluetooth, including information representative of the identity of the driver can transmit them to the onboard computer following a request for acquisition of the latter.
- the use of the keyboard 1 8 and the display 1 7 7 may for example allow the driver, during a manual configuration sequence, to enter in a conventional way the identification information concerning him.
- a particular graphical interface is generated by the on-board computer 1 1 and transmitted to the display 1 7.
- the audio device 1 9 comprising a loudspeaker and a microphone associated respectively with a voice synthesis and voice recognition system can be used to configure the identification information.
- the vehicle identification information may also contain, in addition to the maximum power of the loader, additional features such as the mic of the vehicle, its type or variant, registration number or chassis number. This information having been previously stored in the memory 1 3 of the computer board 1 1 by configuration.
- the transceiver 1 2 wireless allowing the exchange of m essages at the entrance of the car park or with the terminals is disposed at the front and / or rear of the vehicle according to its method of construction.
- the central management system 4 is preferably designed to continuously communicate in a conventional manner with the communicating meter 6 placed at the connection point 3 of the parking electrical installation with said distribution network 2, to collect information representative of the maximum permissible value of the current at the point of connection of the electrical installation with the electrical energy distribution network.
- the central management system 4 determines and modifies the value of the recharging current of the vehicles and, conversely, in the event of a decrease in said maximum value of the current.
- the electrical installation of the car park supplies energy to the charging stations and many other electrical equipment such as elevators, electronic computer equipment, among others the central management system 4, the parking lot lighting, etc.
- the electrical energy distribution network 2 can transmit to the communicating meter 6 information representative of particular commands associated or not with modifications of the maximum allowable value of the current.
- the central management system 4 can also advantageously communicate permanently with the communicating counter 6 of the installation to acquire the information representative of particular commands. For example, a first specific command deactivates the charging of vehicles while preserving the recharging of priority vehicles (for example, vehicles of doctors, of disabled drivers); a second particular command disables the charging of all the vehicles. Thus, at the appearance of the first particular order, the Central management system 4 determines, by means of the allocation table previously seen, the priority vehicles whose recharge is preserved (for example, for doctors or disabled drivers).
- priority vehicles for example, vehicles of doctors, of disabled drivers
- the management system of 1 can further include a device 9 for storing and returning electrical energy (Figure 1).
- FIG. 1 illustrates a device 9 for storing and returning electrical energy
- FIG. 8 schematically illustrates such a device 9 for storing and restoring the electrical energy, which essentially comprises at least one battery 90, a battery charger 91, an inverter 92 for generating an alternating electric current from the electrical energy stored in the battery 90, a counter 93 of electrical energy, means 94 for processing information, for example a microcontroller, means 95 for communication with the central management system 4, and at least one switching device 96 for connecting the storage device 9 at the electrical installation of the parking.
- the central management system 4 is able to determine the storage period of the energy that starts when the value of the current available for recharging is sufficient to recharge the battery of said storage device and / or when the energy is available at a good price.
- the central management system 4 is also able to determine the end of the storage period when (i) the storage start conditions disappear and / or the amount of stored energy has reached a predetermined maximum value.
- the central management system 4 also determines the value of the charging current of the battery of said storage device 9 according to the rules used for recharging vehicles and transmits to said device 9 information representative of said value of the storage electric current.
- This information is conventionally transmitted to said information processing means 94 which controls the battery charger 91 of said storage device 9. Accordingly, the storage device 9 being considered as a vehicle, the battery charger 91 adjusts the charging current according to the value transmitted to it by the central management system 4 and starts charging.
- the electric power meter 93 in the storage device 9 measures the amount of energy stored during the storage period.
- the central management system 4 further determines the energy recovery period which starts when the amount of energy stored in the battery 90 has reached a predetermined value and / or when the maximum permissible current value is reached. provided by the power distribution network 2 is insufficient to recharge the vehicles and / or when the distribution network 2 is faulty.
- the central management system 4 determines the end of the playback period when (i) the start of playback conditions disappear and / or the amount of stored energy has reached a predetermined minimum value.
- the central management system 4 determines the maximum acceptable value of the restitution current which depends at least on (i) the technical characteristics of the inverter 92 and the battery 90, (ii) the quantity of stored energy. and (iii) additional energy requirements of the charging facility 1 for recharging the vehicles; this information being transmitted by the central management system 4 in conventional manner to the processing means 94, which informs the inverter 92. Consequently, the inverter 92 regulates the feedback current according to the value that was transmitted to it by Central Management System 4 and starts restitution.
- the electric energy meter 93 com in the storage device 9 measures the amount of energy stored during the return period.
- the unit 94 for processing information of the device 9 for storing and retrieving electrical energy comprises, in the form of a computer program, the means necessary to implement the various functions of said storage and retrieval device.
- the storage period begins with the reception, by said storage device and restitution, from the central management system 4, information representative of the value of the storage electric current. Consequently, the microcontroller 94 analyzes this information then settles and In conventional mode, the battery charger 91 has the value of the storage electric current. When the charger 91 is activated, the inverter 92 is deactivated. During the charging, the electricity meter 93 stores the energy stored in the battery 90.
- the end of the storage period is determined by the central management system 4 which transmits to the storage device 9 and restitution end-of-charge com m iteration m essage.
- the restitution period begins with the receipt, from the central management system 4, of information representative of the value of the electric power of restitution. Consequently, the microcontroller 94 analyzes this information and then activates the control device 96 (i) to avoid the unnecessary supply of energy to the electric power distribution network during the restitution period and (ii) In order to supply the charging terminals via the inverter 92, the information representative of the value of the electric supply current enables the microcontroller 94 to regulate and activate in a conventional manner the inverter 92 to the value of the electric restitution current. When the inverter 92 is activated, the charger 91 is deactivated. During the restitution, the electricity meter 93 records the energy restored. The end of the rendering period is determined by the central management system 4 which transmits and to said storage device 9 and restitution a restitution control message.
- the microcontroller 94 continuously acquires the data from the electric meter 93 and transmits to the central management system 4 the information representative of the energy stored or restored. As a result, the central management system 4 determines the storage and return periods.
- FIG. 9 summarizes steps that can be implemented in a management method according to a possible embodiment of the invention, when presenting a new vehicle:
- Step 1 00 corresponds to the determination of the maximum admissible value l MAX of the current at the connection point 3 of the installation 1 to the electrical energy distribution network 2 and to the memorization of said maximum value adm issible I MAX at central management system 4.
- Step 1 1 0 represents the centralized storage at the central management system 4 of the status of the terminals, in particular their available or occupied state (first and second subsets).
- Step 1 corresponds to the measurement of the sum of the charging currents delivered by the electric charging terminals of the first subset.
- Step 1 corresponds to the calculation, by the central management system 4, of the value of the available current I disp as a function of a difference between the said maximum value admitted MAX and the sum of the charging currents delivered.
- Step 140 corresponds to the allocation of a terminal by the central management system 4, this allocation preferably being contextual.
- Step 1 50 corresponds to the calculation, by the central management system 4, of the difference between the calculated current value I disp and a recharge current value that can be delivered by the allocated terminal.
- Step 1 60 represents the control that is made on the difference thus calculated.
- the transmitting system 4 (step 1 70) at one or more terminals selected in the first set of an order to reduce the recharge current value that each delivers to the vehicle connected thereto. , the sum of the corresponding reductions being intended to cover the difference in absolute value.
- Step 1 80 represents transmitting to the allocated terminal an authorization message for charging said new incoming vehicle to a predetermined charging current value.
- step 1 90 illustrates the check that is made to check the pairing between the new incoming vehicle and the charging station allocated to allow recharging if the result of the verification is positive and prohibit it if it is negative. .
- the preceding steps are not necessarily carried out in the order indicated in FIG. 9.
- the calculation of the deviation and, where appropriate, the sending of the reduction orders may only be carried out after a positive verification of the pairing.
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Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FR1656375A FR3053506B1 (fr) | 2016-07-04 | 2016-07-04 | Gestion d'une installation de recharge de batteries de vehicules automobiles electriques dans un parking collectif |
PCT/FR2017/051495 WO2018007699A1 (fr) | 2016-07-04 | 2017-06-12 | Gestion d'une installation de recharge de batteries de véhicules automobiles électriques dans un parking collectif |
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EP17734798.6A Withdrawn EP3479309A1 (fr) | 2016-07-04 | 2017-06-12 | Gestion d'une installation de recharge de batteries de véhicules automobiles électriques dans un parking collectif |
Country Status (4)
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US (1) | US10882414B2 (fr) |
EP (1) | EP3479309A1 (fr) |
FR (1) | FR3053506B1 (fr) |
WO (1) | WO2018007699A1 (fr) |
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TW201905724A (zh) * | 2017-06-23 | 2019-02-01 | 致伸科技股份有限公司 | 電流/電壓量測系統及其方法 |
CN111823926B (zh) * | 2018-09-28 | 2023-02-10 | 西安艾润物联网技术服务有限责任公司 | 停车场充电管理系统、方法及可读存储介质 |
CN109435753A (zh) * | 2018-12-14 | 2019-03-08 | 山东鲁能智能技术有限公司 | 一种有序充电控制方法、控制器及系统 |
CN111002859B (zh) * | 2019-12-11 | 2023-07-21 | 深圳猛犸电动科技有限公司 | 识别充电桩私接插排的方法、装置、终端设备及存储介质 |
FR3132877A1 (fr) | 2022-02-18 | 2023-08-25 | Dream Energy | Hié r a r c h i s a t i o n d yn a m iq u e d e s c o n s o m m a t io n s é le c t r iq u e s a u s e in d’une station de recharge pour véhicules électriques en charge lente et rapide en fonction de sources d’énergie renouvelable |
CN115473309A (zh) * | 2022-09-20 | 2022-12-13 | 陇东学院 | 一种按序分时限流的充电管理方法和充电管理系统 |
CN116101109B (zh) * | 2023-04-12 | 2023-06-23 | 深圳市百广源科技有限公司 | 并联型储能充电系统 |
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US5202617A (en) * | 1991-10-15 | 1993-04-13 | Norvik Technologies Inc. | Charging station for electric vehicles |
SE9202823L (sv) * | 1992-09-30 | 1994-03-31 | Volvo Ab | Anordning och förfarande för uppladdning av elfordon |
US5803215A (en) * | 1997-01-22 | 1998-09-08 | Schott Power Systems Incorporated | Method and apparatus for charging a plurality of electric vehicles |
US5926004A (en) * | 1997-10-10 | 1999-07-20 | Schott Power Systems Incorporated | Method and apparatus for charging one or more electric vehicles |
US20090115368A1 (en) * | 2007-11-07 | 2009-05-07 | James Kenneth Bullis | Distributed electric power generation |
US20100181957A1 (en) * | 2008-09-19 | 2010-07-22 | Christoph Goeltner | Solar powered, grid independent EV charging system |
US9434268B2 (en) * | 2009-08-11 | 2016-09-06 | Siemens Industry, Inc. | Electrical distribution system recharging station for electric vehicles |
US8314587B2 (en) * | 2009-10-09 | 2012-11-20 | Alcatel Lucent | Method and apparatus of stored energy management in battery powered vehicles |
PT2362362E (pt) * | 2010-02-18 | 2013-07-10 | Kapsch Trafficcom Ag | Processo de carregamento de veículos eléctricos em estações de carregamento distribuídas geograficamente |
US8594859B2 (en) * | 2010-10-18 | 2013-11-26 | Qualcomm Incorporated | Method and system for real-time aggregation of electric vehicle information for real-time auctioning of ancillary services, and real-time lowest cost matching electric vehicle energy demand to charging services |
US9278626B2 (en) * | 2011-03-04 | 2016-03-08 | Nec Corporation | Charging control system, charging control method, and program |
US9221347B2 (en) * | 2011-03-04 | 2015-12-29 | Nec Corporation | Charging control system, charging control method, and recording medium |
JP5214764B2 (ja) * | 2011-03-25 | 2013-06-19 | 株式会社東芝 | 電気自動車充電スケジューリングシステム |
US20130013382A1 (en) * | 2011-07-06 | 2013-01-10 | George William Alexander | System and method for use in delivering energy to an electrically powered vehicle within a parking area |
JP5901906B2 (ja) | 2011-07-26 | 2016-04-13 | 三菱重工業株式会社 | 充電インフラ管理システム、制御方法、及びプログラム |
FR2978624B1 (fr) * | 2011-07-29 | 2013-12-20 | Evtronic | Installation et procede de charge pour batterie electrique |
JP6194795B2 (ja) * | 2011-11-01 | 2017-09-13 | 日本電気株式会社 | 充電制御装置、電池管理装置、充電制御方法およびプログラム |
FR2993514B1 (fr) * | 2012-07-20 | 2015-12-04 | Schneider Electric Ind Sas | Procede et dispositif de distribution d'energie electrique |
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FR3008246B1 (fr) * | 2013-07-03 | 2017-07-07 | Schneider Electric Ind Sas | Systeme de charge electrique d'une pluralite de vehicules electriques et procede de repartition de la puissance electrique delivree par une alimentation electrique d'un tel systeme |
FR3028987B1 (fr) * | 2014-11-20 | 2018-01-05 | Commissariat A L'energie Atomique Et Aux Energies Alternatives | Procede et systeme de gestion de la charge d'un parc de batteries |
-
2016
- 2016-07-04 FR FR1656375A patent/FR3053506B1/fr active Active
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2017
- 2017-06-12 US US16/313,095 patent/US10882414B2/en active Active
- 2017-06-12 WO PCT/FR2017/051495 patent/WO2018007699A1/fr unknown
- 2017-06-12 EP EP17734798.6A patent/EP3479309A1/fr not_active Withdrawn
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US20190225106A1 (en) | 2019-07-25 |
WO2018007699A1 (fr) | 2018-01-11 |
FR3053506B1 (fr) | 2022-09-16 |
FR3053506A1 (fr) | 2018-01-05 |
US10882414B2 (en) | 2021-01-05 |
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