FR2968107A1 - DEVICE FOR ESTIMATING THE ELECTRICITY REQUIREMENT OF A VEHICLE, DEVICE FOR PROCESSING ELECTRICAL DATA AND CHARGING SYSTEM - Google Patents

Abstract

A charging system (1) comprises a service center (2), a standard vehicle (3A) and generic vehicles (3B). The standard vehicle collects the normal power consumption on a road segment and transmits it to the service center. The service center provides normal power consumption to the generic vehicle. In the generic vehicle, the amount of electricity required by the generic vehicle to reach a destination is estimated based on the normal electrical consumption received and a vehicle correction value specific to the generic vehicle. Thus, the processing load can be appropriately shared and the power requirement of the generic vehicle can be calculated accurately.

Description

DEVICE FOR ESTIMATING THE ELECTRICITY REQUIREMENT OF A VEHICLE, DEVICE FOR PROCESSING ELECTRICAL DATA AND CHARGING SYSTEM

The present invention relates to a device for estimating the electricity requirement of a vehicle for estimating the amount of electrical energy required by a vehicle when traveling. The present invention further relates to an electrical data processing device which processes data of an electrical nature in an electrical distribution network. The present invention further relates to a charging system that recharges a battery mounted on a moving object. [Patent Document 1] JP-2007-206889 A [Patent Document 2] JP-2008-136291 A [Patent Document 3] JP-2010-68704 A [Patent Document 4] JP-2008-199752 A [Document Patent 5] JP-2004-007969 A (JP-3539497) [Patent Document 6] JP-H9-294305 A (JP-3385841) [Patent Document 7] JP-2001-183150 A [Patent Document 8] JP-2008-67418 A is described a system or device peimeterant charging a rechargeable battery mounted on a vehicle from an electrical distribution network (see patent documents 1 to 4).

A system for recharging rechargeable batteries in vehicles must be able to accurately estimate the charging power of several vehicles that are connected to the electricity distribution network, and create a plan for the distribution of electrical energy in the electricity distribution network. However, the power consumption of each vehicle varies according to various factors. The load power of vehicles also varies. Therefore, it is difficult to accurately estimate the load power required for each vehicle and pass it on the electrical distribution plan. It is also described a technology for estimating power consumption according to the plane of movement of a vehicle (see patent documents 5 to 7). In patent document 5, power consumption and load power are estimated as a function of a planned travel route. However, information relating to the travel route is based on map data; it is impossible to take into account the variations that appear when the vehicle is actually en route. These factors of variation that can not be accounted for include, for example, driver-specific habits (driving habits), the slope of the road (slope), the class of road, the amount of traffic, and the congestion state of the traffic. It is therefore difficult to estimate electricity consumption accurately.

In patent document 6, the energy consumption of an earlier displacement is stored and reflected on the next displacement. However, we can not estimate the electrical consumption corresponding to a travel route that is taken for the first time. In patent document 7, a displacement model containing the number of stops of the vehicle is prepared, and the energy balance is planned according to the displacement model prepared. However, even such a configuration does not easily pass the aforementioned factors of variation on the estimate of the power consumption. Several charging stations are arranged on an electrical distribution network. It can be assumed that these charging stations have charging capabilities that differ from each other. For example, charging speed may vary depending on the equipment of each charging station. In addition, the charging speed may vary depending on the electrical distribution equipment or the transmission voltage between the electrical distribution network and each charging station.

For example, a charging station capable of performing high speed recharging may coexist with a charging station capable of performing only low speed recharging. In such a case, a simple totalization of the quantities of electrical energy necessary for recharging the different batteries does not make it possible to obtain an accurate estimate of the temporal variation of the electrical demand of the electrical distribution network, which is problematic. Thus, there may be a noticeable gap in the demand for electrical energy, between a recharge performed at high speed and a recharge performed at low speed.

There is described a technology for performing a recharge based on information relating to a recommended recharge time period on the power supply side (see patent document 8). In patent document 8, if recharging is performed on the basis of a convenience factor on the power supply side, that is to say on the power distribution network side, it may happen that the necessary recharge can not be performed. The problem then is that of a decline in the convenience of the system. When a battery is mounted on a moving object such as a vehicle, the charging schedule and / or the charging position may vary depending on factors of variation such as a preference or a user's habit or a driver. It is therefore difficult to estimate the time and / or position of the refill in order to use the estimated result in the charging system. For example, the schedule and / or the position of the refill can not be indicated; thus, it is difficult to take into account the electrical power required for recharging in the electrical distribution plan of the electrical distribution network. The present invention has been realized for the purpose of solving the aforementioned drawbacks. A first object is to propose a device for estimating the electricity requirement of vehicles, making it possible to estimate more accurately the electrical consumption of a vehicle according to its travel plan, and allowing a base station and several vehicles appropriately share a processing load to estimate the electrical power required to move the vehicles. A second object is to provide an electrical data processing device for obtaining an electricity demand that takes into account the charging speed of each charging station. A third object is to propose a recharging system that makes it possible to collectively evaluate the possibility of recharging batteries mounted on several moving objects that are within an electrical distribution network and to estimate a need for electricity more precisely. . To achieve the first object, according to a first aspect of the invention, there is provided a device for estimating the electricity requirement as set forth below. The electrical demand estimating device comprises (i) a plurality of vehicles, the vehicle having a battery that provides electrical power to an electric motor used for displacement, and (ii) a base station that manages the vehicles, to estimate the amount of electricity needed to move vehicles. The electricity requirement estimating device further comprises the following elements. A storage device is provided in the base station for storing the normal power consumption corresponding to the path of each of a plurality of road segments. Communication equipment transmits the normal power consumption of the base station to the vehicles. A calculation section of the vehicle correction value is provided in each of the vehicles, for calculating the vehicle correction value corresponding to a variation of the vehicle resulting from a vehicle factor, the vehicle correction value being contained in the vehicle. the difference between the normal electricity consumption and the actual electricity consumption corresponding to the displacement of the vehicle. An estimating section is provided in the vehicle to estimate the power requirement for a next trip based on normal power consumption and information containing the vehicle correction value. In such a configuration, the method of estimating the electricity requirement during a next displacement can be decentralized and shared by the base station and by the vehicles. In addition, a variation or error resulting from a vehicle-related factor is corrected by the correction value of the vehicle; thus, the electricity requirement can be accurately estimated according to the normal power consumption. To achieve the second object, according to a second aspect of the present invention, there is provided an electrical data processing device as set forth below. An electrical transition calculation section is included to calculate an electrical transition that corresponds to the electrical transition required to charge a battery mounted on a moving object. A storage device is included for storing the charging rate of each of a plurality of charging stations, the charging rate at which the battery is recharged. A modification section is included to modify the electrical transition as a function of the load speed in order to calculate a modified electrical transition. According to the configuration above, the electrical transition is changed according to the charging speeds of several charging stations.

This makes it possible to provide an electrical transition taking into account the charging speeds. To achieve the third object, according to a third aspect of the present invention, there is provided a charging system as described below. A recharge probability calculation section is included to calculate a recharge probability which corresponds to the probability that a charge of a battery mounted on a moving object will be executed. An estimating section of the charging power is included to estimate the power of the charge transmitted to the battery. A recharge prediction value section is included to calculate a recharge prediction value in which the load power is distributed over a time axis and / or a map based on the recharge probability. With this configuration, a recharge prediction value can be provided. The recharge prediction value is an index that takes into account both the charging power and the charging probability. The recharge prediction value is an index that distributes the load power over the time axis and / or the map. The distribution on the time axis and / or on the map is done according to the probability of recharge. Therefore, the charging power can be evaluated according to the recharge prediction value. The possibility of recharging the batteries can be evaluated according to the recharge prediction value. Therefore, it is possible to provide the service according to the possibility of recharging the batteries. The foregoing objects, features and advantages of the present invention, and others, will become more apparent upon reading the following detailed description with reference to the accompanying drawings. In these drawings: Fig. 1 is a block diagram showing the configuration of a charging system according to an embodiment of the present invention; Figure 2 is a block diagram showing the configuration of a service center; Fig. 3 is a block diagram showing the configuration of a standard vehicle; Figure 4 is a block diagram showing the configuration of a vehicle; Fig. 5 is a flow chart diagram showing the method of a charging system; Fig. 6 is a block diagram explaining a method of collecting normal power consumption; Fig. 7 is a flowchart diagram illustrating a method used in a standard vehicle to obtain normal power consumption; Fig. 8 is a block diagram which explains a method of calculating a vehicle correction value; Fig. 9 is a flowchart illustrating a data delivery method performed by a service center for a plurality of vehicles; Fig. 10 is a flowchart diagram illustrating a method used in a vehicle for calculating a vehicle correction value; Fig. 11 is a block diagram explaining a method relating to a recharge prediction value; Fig. 12 is a flowchart illustrating a method taking place in a vehicle which is being recharged; Fig. 13 is a diagram showing an example of the relationship between the remaining power of a battery and a charging probability; Fig. 14 is a flow chart diagram illustrating a method used in a vehicle for estimating a power requirement; Fig. 15 is a flowchart diagram illustrating a method used in a vehicle for calculating a recharge prediction value; Fig. 16 is a diagram that explains the relationship between vehicle travel and the recharge prediction segment in which a vehicle is supposed to be reloaded; Fig. 17 is a diagram showing an example of the relationship between the remaining power of a battery and the recharge prediction segment where a vehicle is supposed to be recharged; Fig. 18 is a diagram showing another example of the relationship between the remaining power of a battery and the recharge prediction segment where a vehicle is supposed to be recharged; Fig. 19 is a diagram showing an example of a recharge prediction value in a vehicle; Fig. 20 is a flowchart illustrating a method relating to a recharge forecast value in a service bureau; Fig. 21 is a flowchart diagram illustrating a method used in a service bureau to calculate an electrical transition from a recharge prediction value; Fig. 22 is a diagram showing an exemplary transition of the recharge prediction value in a segment; Fig. 23 is a diagram showing an exemplary transition of the recharge prediction value in an electrical distribution network; Fig. 24 is a diagram showing an example of association between a transition of a recharge prediction value and a loader; Fig. 25 is a diagram showing an example of a recharge prediction value in each loader; Fig. 26 is a diagram showing an example of a recharge prediction value modified as a function of the load speed of a loader; Fig. 27 is a diagram that explains a modification method; and Fig. 28 is a diagram that explains a modification method. The following text explains various embodiments with reference to the drawings. Each embodiment may include a portion that corresponds to that of a previous embodiment; this part will then have an identical numerical reference, which avoids redundant explanations. When only part of the configuration of each embodiment is explained, the other parts of the configuration may be that of the embodiment previously explained. A partial combination of the different embodiments is possible with respect not only to the parts explicitly described in each embodiment, but also parts that are not explicitly described if this does not pose a problem. Fig. 1 is a block diagram showing the configuration of a charging system 1 according to an embodiment of the present invention. The charging system 1 comprises a displacement data management system which manages the displacement data of several vehicles 3, and an electrical system of an electrical distribution network (ELEC NETWORK) intended to supply electrical energy to the 3. The charging system 1 configures an electrical data processing device for processing data relating to the electrical energy or the quantity of electricity of the electrical distribution network 5. In addition, the "energy" device is used. indifferently hereinafter to designate electrical energy or electricity. The charging system 1 comprises a service center (SVCT) 2 belonging to a management administration for managing data relating to several vehicles 3. The service center 2 is a base station. The vehicle 3 is a mobile object on which is mounted a battery as a rechargeable battery. The vehicle 3 is an electrically operated vehicle, whose driving force is provided at least in part by an on-board battery mounted on the vehicle. More specifically, the vehicle 3 is an electric vehicle whose driving force is provided solely by an on-board battery, or a plug-in hybrid vehicle whose motive power is supplied by both (i) a fuel and (ii) an on-board battery , which is recharged from an external external power source or independent of the vehicle 3. The various vehicles 3 comprise at least one standard vehicle (EVHO) 3A used by the management administration and generic vehicles (EVH1, EVHn ) 3B that belong to the displacement data management system. The vehicle battery 3 can be recharged by charging stations (CGS 1, CGS2, CGSn) 4.

The charging station 4 belongs to the electrical distribution network 5. The electric power is supplied to the charging stations 4 via the electrical distribution network 5. The recharging station 4 is a fixed charger for recharging the vehicle battery 3. The company or home to which each vehicle belongs 3 can also be conceived as a charging station 4.

In other words, the company or home to which each vehicle 3 belongs can house a charging station 4. In the example of Figure 1, the home destination (DSTN) 8B is provided with a charging station 4. The electrical distribution network 5 is a system supply network. The electrical distribution network 5 provides the electrical energy that recharges the battery of each vehicle 3. The electrical distribution network 5 is managed by an electrical control unit 6 (also called the power control management unit: PSCM) owned by the management administration that provides commercial electrical power. The electrical control unit 6 controls the electrical distribution network 5. The electric control unit 6 may include an electrical generating station and an electricity transmission installation such as a transformer station. The electrical control unit 6 executes an electrical control process for the purpose of supplying electrical power to the electrical distribution network 5 in order to meet the electricity demand in the electrical distribution network 5. The electrical control method includes the adjustment of the amount of electrical energy produced in an electrical power plant, the import of electrical energy from another electrical distribution system, the adjustment of the transmission of electrical energy, a plan of a power plant, and a plan for an electricity transmission facility. A communication network 7 is included in the means or equipment for transmitting information, enabling information to be transmitted between the nodes or elements included in the charging system 1.

The service center 2 and the vehicles 3 are interconnected to allow information transmissions via the communication network 7, thus configuring a management system of the displacement data. The displacement data management system provides a device for estimating the electricity requirement making it possible to accurately estimate the electricity requirement, in other words, the amount of electrical energy required for each vehicle 3 to make its next journeys, in based on the normal power consumption information provided by the service center 2. In other words, the service center 2 and the vehicle 3 configure a device for estimating the electricity requirement and perform an estimation process. the need for electricity. In addition, the displacement management system obtains the total values of the amount of electrical energy that several vehicles 3 need, and provides a means or section for preparing demand data that indicates the demand for electricity in the network. 5. This total may involve only a simple addition calculation. As a variant, this total may involve the preparation of a distribution of several digital data on a time axis and / or on a card. In addition, the displacement data management system provides a means or section for estimating schedules and / or locations for performing recharge and for preparing demand distribution data to indicate a distribution. The preparation of the demand distribution data consists of passing the schedules and / or the execution positions of the recharge on the demand data. In addition, the displacement data management system provides a means or section for collecting information relating to the charging stations 4, information which contains the charging speeds of the charging stations 4. The displacement data management system provides means or a section for transmitting the charging speeds of the charging stations 4 to the demand distribution data. The service center 2, the various charging stations 4 and the various vehicles 3 are interconnected to allow transmission of information via the communication network 7. These elements provide means or a section for reserving a charging schedule for the vehicle 3. In addition, the service center 2 and the electrical control unit 6 are interconnected to allow the transmission of information via the communication network 7, thereby configuring an electrical management system. The communication network 7 may be a dedicated link between the service station 2 and the electrical control unit 6. The service center 2 and the electrical control unit 6 adjust the resources of the electrical distribution network 5 according to the data of distribution of demand for electrical energy, thereby providing a means or section for supplying electricity for an electricity demand to the electricity distribution network 5. Demand distribution data may be sold to an administration that manages the supply of electricity. electrical control unit 6 by an administration which manages the service center 2. In addition, the service center 2 and the electric control unit 6 can be managed essentially by the same administration. The standard vehicle 3A travels a route in an area managed by the service center 2. The managed area includes at least some extent of the electrical distribution network 5. The following explanation is based on the assumption that a vehicle 3B travels a route within the electrical distribution network 5. For example, the vehicle 3B moves from a starting position (STPS) 8A to a destination (DSTN) 8B. In addition, the vehicle 3B is recharged in one of several charging stations 4. For example, the vehicle 3B is recharged in the charging station 4A located between the starting position 8A and the destination 8B. FIG. 2 is a block diagram which shows the configuration of the service center 2. The service center 2 comprises a communication device 21 making it possible to communicate with the communication network 7, a control unit 22 and a database 23. The control unit 22 provides several methods P1 to P6. A normal power consumption method pl collects information that contains normal STPC power consumption from the standard vehicle 3A, and provides information that contains the normal power consumption STPC to the generic vehicle 3B. The power consumption correction method P2 modifies the normal power consumption STPC according to the different factors. In addition, the power consumption correction method P2 provides the vehicle 3 correction information for correcting the normal power consumption STPC. The method for summing the recharge forecast values P3 collects the CHXP recharge forecast values of the various vehicles 3, and totals the different CHXP recharge forecast values. The CHXP recharge prediction value is a datum which indicates a possibility and charging power of the recharging performed on an individual vehicle 3, in the form of a distribution with respect to a time axis and / or a map. The preparation of the CHXP recharge prediction value consists in estimating the load power transmitted to the vehicle 3, as well as the time and position of the refill. The different CHXP recharge prediction values are summed to provide a demand for electricity to recharge multiple vehicles. 3. A P4 electrical transition process estimates a requirement for electricity, ie the amount of electrical power required at multiple stations. recharge 4, and prepares a PCSD electrical transition that indicates the transition of a demand into electricity. The PCSD electrical transition contains (i) a basic electrical transition PCSD1 which is obtained by totaling the CHXP recharge prediction values and (ii) a modified PCSD2 electrical transition which is obtained by modifying the basic electrical transition PCSD1 based on charging speeds. The PCSD electrical transition indicates the distribution of electricity demand on the time axis and / or on the map. The electrical transition PCSD is supplied to the central electrical control unit 6. The method of charging reservation P5 provides a service relating to the charging of the vehicle 3. The service includes an indication of the charging time, the proposal of a charging station. specific recharge 4, advice on the route to be followed up to the specific charging station 4, and a recharge reservation for the specific charging station 4. In addition, the other P6 service methods include providing information to the vehicles 3, providing information to the charging stations 4, and providing information to the central control unit 6. The database 23 includes a storage device such as a memory and a hard disk. The database 23 contains several databases 23A to 23F which store data processed by the control unit 22. The database 23A stores data relating to the power consumption of the vehicles 3 which contain the normal power consumption STPC. The normal power consumption STPC is stored for each segment of a predetermined path. The database 23A provides a means or storage device for storing the normal power consumption STPC. The normal power consumption STPC is stored for each segment of a predetermined route.

The database 23A provides means or a storage device for storing the normal power consumption STPC corresponding to the displacement on each of the different road segments. The database 23B stores road condition data that affects the movement of the vehicle 3, including the congestion state of the TRFC traffic. The database 23C stores a CHXP recharge prediction value. The database 23D stores information concerning the charging stations 4 in combination with the charging speeds CHSP of the charging stations 4. The information concerning the charging stations 4 comprise, for each of the charging stations 4, a position, a feature and service available. The database 23D provides means or a storage device for storing the charging speeds of charging stations 4, CHSP charging rates to which the battery 34 is recharged. The database 23E stores information concerning the electricity demand in the charging stations 4 in combination with the electrical transition PCSD. The database 23F provides means or a storage device for storing information about the proposed charging station 4 to the vehicle 3. Figure 3 is a block diagram illustrating the configuration of the standard vehicle 3A. The standard vehicle 3A represents an average category of the various vehicles 3 managed. One can choose, for example, a five-seater sedan. The standard vehicle 3A comprises an electric generator motor 31 for traction, an inverter 32, a circuit breaker 33, a battery 34, a circuit breaker 35, a charging circuit 36 and a charging connector 37. The electric generator motor 31 is a motor electric vehicle that advances the vehicle 3A. The vehicle 3A has an on-board battery 34 that supplies electric power to the electric generator motor 31. When the circuit breaker 35 is closed and the circuit breaker 33 is open, the electrical energy that is supplied to the charger connector 37 charges the battery 34 When the circuit breaker 35 is open and the circuit breaker 33 is closed, the electrical energy of the battery 34 supplies the electric generator motor 31 via the inverter 32. The standard vehicle 3A comprises a control unit 32. line control 38, a battery control unit 39 and a recharge control unit 41. The line control unit 38 commands the inverter 32 and the circuit breaker 33 to advance the standard vehicle 3A in response to the request. driver's order. The battery control unit 39 controls and controls the battery 34 in accordance with the output of the current sensor 40 which detects an electric current arriving in the battery 34. The charge control unit 41 has a power control function. charging means for controlling the charging circuit 36 and the circuit breaker 35 so as to allow the battery 34 to be in a predetermined state of charge when the connector of the charger 37 is connected to the charging station 4. The charging unit Refill command 41 is further provided with a control facility as part of the displacement data management system. The charging control unit 41 of the standard vehicle 3A is provided with the method P7 for collecting the normal power consumption intended to collect the electrical consumption used as a standard. This method P7 measures and records the amount of electrical energy consumed on each of the different previously designated road segments.

The standard vehicle 3A is provided with an on-board communication device 42 which enables it to communicate with the communication network 7. Thus, the communication network 7, the communication device 21 and the communication device 42 provide a means or a means of communication. communication equipment located between the service center 2 and the vehicle 3. In addition, the standard vehicle 3A is equipped with several control units that are usually mounted on a conventional vehicle. An on-board navigation control unit 43 provides a map to the driver, as well as route guidance. The navigation control unit 43 functions as a means or a position indication section for providing position information which indicates the position of the standard vehicle 3A. In addition, the navigation control unit 43 provides means or a route estimation section for estimating a standard vehicle 3A traveling route and providing route data. The navigation control unit 43 acquires position information from the GPS device 44 which is part of the means or position indication section. The standard vehicle 3A contains auxiliary on-board devices that affect the power consumption of the battery 34. These auxiliary devices include an air conditioning device and other onboard electrical charges, for example. The air conditioning control unit 45 controls the air conditioning device 46. The air conditioning control unit 45 controls the operating state of the air conditioning device 46, thereby providing auxiliary power consumption data indicative of the consumption of the air conditioning device. 46. For example, the electrical consumption of the electrically controlled compressor of a refrigeration circuit of the air conditioning device 46 is contained in the auxiliary power consumption data. The body control unit 47 controls an onboard load 48. The body control unit 47 controls the operating state of the load 48, thereby providing auxiliary power consumption data indicative of the power consumption of the load 48. The auxiliary power consumption data includes the power consumption of the various on-board electrical devices, such as the lighting system and the electric windshield wiper.

The different control units 38, 39, 41, 42, 43, 45, 47 mounted on the standard vehicle 3A communicate with each other via an on-board local area network (LAN) 49. FIG. 4 is a block diagram showing the configuration of a generic vehicle 3B. The vehicle 3B has a configuration similar to that of the standard vehicle 3A. It will be noted that the recharge control unit 41 comprises several P8 control methods with a fold for the generic vehicle 3B. The vehicle 3B does not contain any method of collecting the normal power consumption P7. The power consumption estimation method P8 calculates the estimated amount of electricity ESPC estimated to be necessary for a vehicle 3B to travel an estimated route. The method for estimating the electrical consumption P8 provides means or a section for estimating the electricity requirement. The electrical demand estimating means or section estimates the need for electricity during a next trip based on the information including the normal power consumption STPC and the correction value of the vehicle VCR mentioned below. The method for calculating the correction value P9 calculates a particular correction value for the vehicle 3B in order to increase the estimation accuracy of the method P8. This VCR vehicle correction value is a value that makes it possible to compensate for the difference between the standard vehicle 3A and the vehicle 3B in order to accurately estimate the power consumption of the vehicle 3B according to the normal power consumption STPC. The method for calculating the correction value P9 provides means or a section for calculating the correction value of the vehicle. The means or the calculating section of the vehicle correction value calculates a vehicle correction value VCR corresponding to a variation or specific error of the vehicle resulting from a specific factor of the vehicle 3B. This specific variation of the vehicle is contained in the difference between the normal electrical consumption and the actual electrical consumption that have been recorded during the movement of the vehicle 3B. For example, the variation factors, which involve differences in power consumption, include a difference in the weight of a vehicle, a difference in the number of occupants, a difference in embedded devices, a difference in the maneuvers of driving conductors, and a difference in the operating states of the auxiliary devices on board. The above VCR vehicle correction value is a correction value which takes into account these variation factors. The method for calculating the recharge forecast value P10 includes means or a history data accumulation section for accumulating the vehicle recharge history data 3B, and estimation means or section for estimating, according to the historical data, the possibility of charging the vehicle 3B, that is to say a recharge prediction value. The history data of the refills are historical data in which the habits and / or the preferences of the driver of the vehicle 3B are taken into account. For example, the history data may contain a relationship between the remaining power (also called state of charge (SOC) of the battery 34 and the frequency of the recharges, and the history data contains the duration and / or the distance of the journey made by the vehicle 3B between the refills In addition, the history data may contain information on the charging stations 4 such as the types, characteristics and positions of the recharging stations 4 where refills have been The historical data is used to calculate the chargeability that the next recharge is executed on the time axis and / or on the map.The recharge prediction value is expressed as the product of the electrical power needed to the load and loadability on the time axis and / or on the map The predicted recharge value CHXP calculated by the method of calculating the forecast value charge P10 is a value on which is passed the amount of electricity ESPC estimated necessary for the vehicle 3B to travel an estimated route. In addition, the CHXP recharge prediction value is a value on which the timing distribution and / or the distribution on the loadability map is reflected if a recharge is performed. In other words, the CHXP recharge forecast value can also be considered as information indicating the estimated need for ESPC electricity distributed over the time axis and / or on the map. In addition, the CHXP recharge prediction value may indicate the power demand corresponding to the charging of the vehicle 3B. The charging speed collection method P11 collects data concerning the charge rate CHSP of the charging station 4 having actually recharged the vehicle 3B. The charge rate collection method P11 collects information regarding the charging rate CHSP from another charging station 4. Each of the above-mentioned control units is provided with a microcomputer having a central unit and a storage medium that is read. by a computer. The storage medium stores a program that can be read by a computer. The storage medium can be a memory. The program is executed by the control unit so that the control unit operates as a device or section described in this application and operates to execute the control method described in the present application. The means provided by the control unit may also be called section, device, module, or functional block fulfilling a predetermined function. Fig. 5 is a flowchart showing an overall method of the charging system 1. The standard vehicle 3A executes a method of collecting the normal power consumption P7. The normal power consumption STPC collected by the standard vehicle 3A is transmitted to the service center 2. The normal power consumption STPC collected by the standard vehicle 3A is recorded in the database of the service center 2 through the parameterization process. P13. The parameterization process P13 forms part of the normal power consumption method P1. The service center 2 calculates the correction value for the congestion of the traffic TCR according to the congestion status of the traffic TRFC of a road by the correction method for the congestion of the traffic P14. The correction method for the congestion of the circulation P14 is part of the electricity correction method P2. The service station 2 supplies the vehicle 3B with the normal power consumption STPC and the correction value for the congestion of the traffic TCR by the transmission method P15. In the vehicle 3B, the auxiliary electric power method P16 is executed. The auxiliary electric power method P16 estimates the power consumption of the auxiliary devices during a next displacement according to the past electrical consumption of the auxiliary devices during a past movement of the vehicle 3B, and calculates the estimated auxiliary electrical energy EAPC . The auxiliary electric power method P16 consists in obtaining data on an estimated route indicating the route that the vehicle 3B will now take from the navigation control unit 43. In addition, the auxiliary electrical energy process P16 calculates the estimated EAPC auxiliary electrical energy, which is the estimated auxiliary power consumption estimated to be the estimated route, based on the estimated route and past power consumption. The auxiliary electric power method P16 forms part of the method for estimating the electrical consumption P8. In addition, in the vehicle 3B, the calculation method P9 executes to calculate a correction value of the vehicle VCR. After the method P16 and the method P9, it is the method of estimating the electricity requirement P17 that runs. The method for estimating the electricity requirement P17 consists in obtaining data on an estimated route indicating the route that the vehicle 3B will now take from the navigation control unit 43. The method for estimating the need for electricity P17 obtains the normal electrical power consumption STPC over the estimated path from the data transmitted by the service station 2. In addition, the electricity demand estimation method P17 calculates the amount of electricity ESPC which is estimated to be necessary for a power supply. vehicle 3B to travel an estimated route, from the estimated route, of the normal power consumption STPC, the correction value for the traffic congestion TCR, the correction value of the vehicle VCR, and the EAPC estimated auxiliary electrical energy. In addition, in the vehicle 3B, the method for calculating the recharge forecast value P10 is executed. The prediction value CHXP of an individual vehicle 3B is transmitted to the service station 2. In addition, in the service station 2, the method of totalizing the recharge forecast values P3 is executed. The method for summing the recharge forecast values P3 totals the CHXP recharge prediction values of the various vehicles 3. The value of the CHXP recharge forecast of an individual vehicle 3B indicates the electricity demand of the vehicle 3B. Different CHXP recharge prediction values are totalized in order to obtain a basic electrical transition PCSD1 which indicates an electricity demand corresponding to the recharging of the various vehicles 3B in the electrical distribution network 5. The basic electrical transition PCSD1 indicates the distribution of electricity demand at least over time. In addition, the basic electrical transition PCSD1 can indicate the distribution of electricity demand on a map. In parallel with or following the aforementioned method, the service center 2 executes a P5 charging reservation method. In the charging reservation method P5, a specific charging station 4A is selected from the various charging stations 4, and information about the charging station 4A selected are transmitted to the vehicle 3B. In the vehicle 3B, the selected charging station 4A is displayed on a navigation device, and the charging process at the charging station 4A is reserved by the driver of the vehicle 3B. The reservation method can be executed by the service center 2. The method that selects the specific charging station 4A can be executed according to the CHXP recharge prediction value. For example, one or more possible stations are selected based on the CHXP recharge prediction value from the charging stations 4 on the estimated route and / or a charging station 4 located near the estimated route. . The CHXP recharge forecast value indicates a recharge time range in which the recharge is supposed to be performed. For example, the charging station 4A can be selected when the recharge time slot indicated by its CHXP recharge prediction value can be reserved. In addition, the CHXP recharge prediction value indicates a recharge time slot in which recharge is expected to be performed and / or a move position at which recharge is expected to be performed. For example, the charging station 4A can be selected when it can be reserved or available, depending on the charging time period or the traveling position. In addition, a charging station 4A which corresponds to a driver preference or a charging station 4A which is of economic interest for driving can be selected according to the historical data accumulated in the vehicle 3B. In addition, the estimated time of arrival of a vehicle 3B and the charging speeds CHSP of the charging stations 4 can be taken into account in order to select a suitable charging station 4A, having a charging speed CHSP sufficient to allow starting charging at the latest at the expected arrival time of the vehicle B. In response to the P5 recharge booking method, the charging method P12 is performed in the vehicle 3B. For example, the driver of the vehicle 3B executes the charging process P12 in the charging station 4A which is proposed by the service center 2. In the charging process P12, the connector of the charging station 4A is connected to the connector of the charging station 4A. charger 37 of the vehicle 3B; recharge of the battery 34 is executed. During charging P12, a charge rate collection method P11 is executed. The information on the charging station 4A containing the charging speed CHSP is collected by the method of collecting the charging speed P11, and transmitted to the service center 2. In the service central 2, a collecting method is executed. charging information P18 which collects information relating to the charging station. The charging station 4 information collected by the P18 charge information collection method is used for the P5 recharge reservation method. In addition, the charge rate CHSP collected by the charge information collection method P18 is used for the method of correcting the electrical transition P19. In the method for correcting the electrical transition P19, the basic electrical transition PCSD1 obtained by the method of totalizing the recharge prediction values P3 as a function of the charging speed CHSP is modified to obtain a modified electrical transition PCSD2. The maximum amount of electricity that is supplied to a specific charging station 4 is proportional to the charging rate CHSP of the specific charging station 4.

Therefore, the amount of electricity that is supplied to the specific charging station 4 can be limited according to its charging speed CHSP. Thus, in the method for correcting the electrical transition P19, the electricity demand indicated by the basic electrical transition PCSD1 is distributed according to the charging speeds CHSP. More concretely, the method for correcting the electrical transition P19 comprises (i) means or a section that affect the basic electrical transition PCSD1 at several charging stations 4 and (ii) means or a section for distributing the quantity of electricity that is assigned to a specific charging station 4A, on the time axis according to the charging rate CHSP of the specific charging station 4A. A modified PCSD2 electrical transition is thus obtained so as to indicate an electricity demand in which the capacity of each recharging station 4 is taken into account. In the service center 2, the transmission method P20 transmits the basic electrical transition PCSD1 and the modified electrical transition PCSD2 to the electrical control unit 6. In the following explanation, the basic electrical transition PCSD1 and the electrical transition modified PCSD2 are collectively referred to as PCSD electrical transition. The electrical control unit 6 executes a power control method P21 based on the electrical transition PCSD. The power control method P21 includes a method that adjusts the resource allocation in the power distribution network as a function of the PCSD electrical transition. For example, the power control method P21 adjusts the power generated by the power plant so that it can meet the electricity demand indicated by the electrical transition PCSD. In addition, the power control method P21 may include a method that adjusts (i) the power supply to several areas of the power distribution network 5 or (ii) the assignment of the transmission facilities. In addition, the power control method comprises a method that plans the installation of equipment in the electrical distribution network 5.

Figure 6 is a block diagram that explains a method of collecting the normal power consumption STPC. A standard vehicle 3A travels SA, SB segments. The communication network 7 has several stations 7A, 7B and 7C located on roads (also called road stations). The road stations 7A, 7B and 7C are installed at a traffic light, at a crossing, for example. A specific road station has a CR communication area that corresponds to a single crossing. The standard vehicle 3A includes means or a segment designation section to designate the segments SA, SB; means or measuring section for measuring its own power consumption in each segment; means or calculation section for calculating the normal power consumption STPC; and means or a transmission section for transmitting the normal power consumption STPC to the service center 2. The service center 2 comprises means or a receiving section for receiving the normal power consumption STPC from the standard vehicle 3A. For example, when traversing the SA and SB segments, the standard vehicle 3A transmits the normal power consumption STPC on the segment SA and the normal power consumption STPC on the segment SB. For its part, the service center 2 provides means or a cumulative section for storing and accumulating normal electrical power consumption STPC through the normal power consumption method P1 and the database 23A. Fig. 7 is a flowchart illustrating a method 60 of collecting the basic power consumption of the standard vehicle 3A, to collect the normal power consumption STPC. Note further that in the present application, a flowchart, or the processing of this flowchart, includes sections (also called steps) which are represented, for example, by step 61. In addition, each section may be divided into several subsections, and several sections can be grouped together to form one. In addition, each of the sections thus configured may take the name of device, means, module or processor and be realized not only as a software section associated with a hardware device, but also as a hardware section. In addition, the software section may be included in a computer program that may be contained in a computer-readable non-transitory storage medium as a program product. In step 61, a method before moving is executed. In step 62, a plurality of segment identifiers (SCIDs) and several crossing identifiers (CRIDs) are designated to identify the segments and crossings that the vehicle 3A is expected to travel from a plane of travel. In step 63, the initial remaining power SOCi, which indicates the remaining power SOC before the displacement measurement, is measured. The following process takes place when the standard vehicle 3A is en route and arrives at a predetermined crossing. In step 64, a crossing identifier is received from a road station. In step 65, the center of the intersection is designated to determine whether the object vehicle has passed through this center. The center of the cross is used as a reference point that indicates both ends of the segment. The center of the crossing is designated from the object vehicle position information obtained from the navigation control unit 43 or from an image recognition method. For example, calculate the distance between the object vehicle and the center of the crossing; when the object vehicle travels the calculated distance, it is determined that the vehicle has reached the center of the crossing. In addition, each of the road stations 7A, 7B and 7C may designate the center of the intersection according to the communication region CR. It is not necessary for the center of the crossing to be exactly in the middle of a road. Since the center of the crossing is designated as a reference point for passing through the crossing, it may be replaced by one of several points that can be recognized by the vehicle. When standard vehicle 3A passes through the center of the intersection, processing proceeds to section 66.

In step 66, the measurement of the electrical consumption SPC (i) of a new segment (also called electrical consumption of the segment) is started. This consists of measuring and recording the electric current of the battery 34. The electric current of the battery 34 is modified according to the torque required for the generator motor 31. In addition, when the standard vehicle 3A slows down, the generator motor 31 is used. as an electric generator by a regenerative control. Thus, during deceleration, the battery 34 is supplied with electrical energy; the battery 34 is recharged. The current sensor 40 detects the direction and amplitude of the electric current. In step 67, the state of the battery 34 is recorded, in this case the time and the voltage of the battery 34 at the start of the new segment. In step 68, it is determined whether or not there has been a previous segment. When the current segment is the first segment, the segment counter i is incremented. The processing returns to step 64. Thus, the recording of the state of the battery in step 66 continues. Then, when the standard vehicle 3A arrives at the next intersection, the processing from step 64 to step 67 is executed again. This causes the start of the method of measuring the power consumption SPC (i) of the next segment. Conversely, the crossing of step 65 means the end of the preceding segment. In step 68, it is determined that there has been a previous segment. The treatment then proceeds to step 69.

In step 69, the measurement of the power consumption SPC (i-1) of the preceding segment is terminated. The measurement of the electric current of the preceding segment is thus ended. In step 70, the state of the battery 34 is recorded, in this case the time and the voltage of the battery 34 at the end of the preceding segment. In step 71, the power consumption SPC (i-1) of the preceding segment is calculated and recorded. The calculation of the power consumption SPC (i-1) is made from the average of the electric currents flowing in the battery 34 during the course of the segment. The calculation of the SPC (i-1) power consumption is based on the average between the battery voltage at the beginning of the measurement and the battery voltage at the end of the measurement. The calculation of the power consumption SPC (i-1) is based on the expression SPC (i-1) = average current x average voltage x travel time of the segment. The reference point of each segment may correspond to a fixed time interval. For example, the power consumption can be calculated with fixed time intervals. In addition, electrical consumption is calculated with fixed time intervals until arrival at a cross; we can then total them. This technique is effective on a highway that has a long distance segment. On the highway, the power consumption may tend to be large, while the variation of the battery voltage is not linear. Therefore, the aforementioned technique is effective to improve the accuracy of the calculation of the power consumption. In step 72, it is determined whether the path of the segments provided is completed or not. If the movement continues, the processing returns to step 64. By executing the processing of step 64 in step 72 several times, the electrical consumption of several segments is measured and recorded. Once all the expected segments have been traveled, processing proceeds to step 73. In step 73, a process is executed after displacement. In the post-displacement method 73, in order to eliminate a variation or an error, the power consumption of each segment is corrected as a function of the overall power consumption, that is to say of the electrical consumption on all the segments, in order to 'get the normal power consumption STPC of each segment. In step 74, the final remaining power SOCe, which indicates the remaining power SOC after the displacement, is measured. In step 75, the global power consumption CPC (in Wh) is calculated from the initial remaining power SOCi and the remaining power (male SOC) The overall power consumption CPC (also called the balance of the remaining powers) can be calculated from the difference between the initial remaining power SOCi and the final remaining power SOCe In step 76, the total electrical consumption TPC (in Wh) is calculated by totaling the electrical consumption SPC (i) of several segments.

The total electrical consumption TPC is calculated as E SPC (i). In step 77, a segment correction value relative to each segment is calculated based on the power consumption SPC (i) of each segment, the overall power consumption CPC, and the total power consumption TPC.

The processing performed in step 77 comprises three sections: (i) a section for calculating the ratio (in%) of power consumption of a segment by dividing the power consumption SPC (i) of each segment by the total power consumption TPC ; (ii) a section for calculating the difference in the amount of electricity between the overall power consumption CPC and the total power consumption TPC; and (iii) a section for calculating a segment correction value SCR (i) by multiplying the difference in the amount of electricity by the segment-relative segment correction ratio. More concretely, the above is expressed as: segment correction value SCR (i) = (CPC - TPC) x SPC (i) / TPC.

In step 78, a determination method is performed to determine the normal power consumption STPC. Step 78 is to correct the power consumption SPC (i) of each segment by using the correction value of the SCR (i) segment in order to obtain the normal power consumption STPC (i) of each segment. For example, the normal power consumption STPC is calculated by the expression STPC (i) = SPC (i) + SCR (i). The standard vehicle 3A traverses the different road segments in order to execute the processing of step 61 at step 78, thus providing means or a measuring section for measuring the electrical consumption on these segments. In step 79, the determined normal power consumption STPC (i) is transmitted to the service station 2. Therefore, the means or the communication section are provided to transmit the measured power consumption in the standard vehicle 3A to the central station. 2. Conversely, in the service center 2, the normal power consumption STPC (i) is received and stored in the database 23A. More precisely, the database 23A stores, as normal electrical consumption, the electrical consumption measured in the standard vehicle 3A and obtained from the latter. Fig. 8 is a block diagram which explains a method of calculating a correction value of the VCR vehicle. A generic vehicle travels segments SA, SB. The service station 2 comprises means or a transmission section for transmitting the normal power consumption STPC to the vehicle 3B. The vehicle 3B includes means or a segment designation section to designate the SA, SB segments that the vehicle 3B itself travels; means or measuring section to measure its own actual CPC power consumption on each segment; receiving means or section for receiving the normal power consumption STPC of each segment; and means or a calculating section for calculating the correction value of the VCR vehicle based at least on the actual power consumption CPC and the normal power consumption STPC. For example, when the vehicle 3B travels the SA and SB segments, the service station 2 transmits the normal power consumption STPC (SA) on the segment SA and the normal power consumption STPC (SB) on the segment SB. Conversely, the vehicle 3B receives the normal power consumption STPC (SA) and the normal power consumption STPC (SB). The vehicle 3B includes means or a stacking section for storing the received normal electrical loads STPC. Fig. 9 is a flowchart illustrating a data delivery method 90 executed by the service center for a plurality of vehicles 3. Fig. 9 shows part of the normal power consumption method P1. At step 91, the state is received. TRFC traffic congestion in each segment from an existing traffic management system. For example, the congestion condition of the received traffic includes the average annual vehicle speed VSMY and the current speed of the vehicle VSPT relative to a given segment. In step 92, the correction value for the traffic congestion TCR of each segment is calculated and stored in the database 23B as congestion state of the TRFC. Mn to calculate the correction value for traffic congestion TCR, the service station 2 stores data which indicate the relationship between (i) the power consumption corresponding to the displacement of the standard vehicle 3A and (ii) the speed of the vehicle . Compared to these data, the power consumption can be obtained according to the speed of the vehicle. In step 92, the correction value for the traffic congestion TCR of each segment is calculated based on the vehicle speed data of each segment. We start by calculating the power consumption at the current vehicle speed, VSPT. The power consumption is then calculated at the average vehicle speed, VSMY. The correction value for the traffic congestion TCR (in%) can be calculated by the expression TCR = (SPC (VSPT)) / (SPC (VAMY)) x 100, for example. In step 93, the correction value for congestion TCR traffic is transmitted to the vehicle 3B. A series of methods from step 91 to step 93 provide means or a section for calculating the correction value for congestion of the traffic. The traffic congestion correction value calculation means or section calculates the correction value for traffic congestion TCR according to the traffic congestion state of each road segment.

In step 94, the normal power consumption STPC is transmitted to the vehicle 3B. Step 94 provides means or a communication section for transmitting the normal power consumption STPC from the service station 2 to the vehicle 3B. The transmission processing of step 93 and step 94 may be performed according to a request from the vehicle 3B. For example, the correction value for the segment TCR traffic congestion and the normal power consumption STPC can be transmitted only for the segment that is requested by the vehicle 3B. The traffic congestion correction values TCR and the normal electrical loads STPC for all segments can be transmitted with fixed time intervals or when a predetermined update is performed. Fig. 10 is a flowchart illustrating a method 100 used in the vehicle 3B for calculating a correction value of the VCR vehicle. Figure 10 shows a calculation method P9 for calculating a correction value of the vehicle VCR. In step 101, a process is carried out before moving. In step 102, a measurement method and a method for recording auxiliary power consumption APC of auxiliary devices are started. In step 102, the recharge control unit 41 orders the other control units 45, 47 to record the power consumption in the entire network 49. This recording of the power consumption of the auxiliary devices is requested from the units. command that command a relatively large load. In the present application, the instructions are transmitted to the air conditioning control unit 45 and the cash control unit 47. When the instructions are received, the control units 45, 47 start the measurement and the recording of electricity consumption, and they continue until they receive instructions to end it. In step 103, the initial remaining power SOCi is measured, which indicates the remaining power SOC before displacement. The following process takes place when the vehicle 3B is en route and arrives at a predetermined crossing. In step 104, a crossing identifier is received from a road station. In step 105, the path segment traveled by the vehicle 3B is designated. In step 106, the normal power consumption STPC is received for the designated path segment of the service center 2. At step 107, the correction value for the traffic congestion TCR of the data segment is received. 2. In step 108, the total electrical consumption TPC is calculated by the expression TPC = E (STPC x TCR). Thus, the correction as a function of the state of the traffic on the road segment is done by multiplying the normal electrical power consumption of the segment by the correction value for the congestion of the traffic TCR of the segment.

In step 109, it is determined whether the path traveled by the vehicle 3B is completed or not. For example, the end of the trip can be determined from the manipulation of the handbrake, the shift from the shift lever to the park position (P position), or a manipulation of the ignition switch to OFF. If the path continues, the processing returns to step 104. By executing the processing of step 104 in step 108 several times, the normal electrical power consumption STPC of the different segments is summed. Once the vehicle 3B has finished moving, the process returns to step 110. In step 110, a process is performed after displacement. In the method after displacement 110, in order to reduce a variation or an error in the electrical consumption, a correction value specific to the vehicle 3B is calculated. In step 111, the final remaining power SOCe, which corresponds to the remaining power SOC after the displacement, is measured. At step 112, the global power consumption CPC (in Wh) is calculated from the initial remaining power SOCi and the final remaining power SOCe. The CPC global power consumption (also known as the balance of the remaining powers) can be calculated from the difference between the initial SOCi remaining power and the final SOCe remaining power. The overall power consumption CPC is equal to the actual power consumption when the vehicle 3B travels a predetermined segment. Step 112 provides a measuring means or section for measuring the actual power consumption. In step 113, the measurement of the electrical consumption of the auxiliary devices started in step 102 is stopped, and the actual auxiliary power consumption APC of the auxiliary devices is calculated. The power consumption which is transmitted to the recharge control unit 41 by the air conditioning control unit 45 and the power consumption which is transmitted to the charge control unit 41 by the power supply unit 41 is summed. control unit, in order to obtain the actual auxiliary power consumption APC auxiliary devices. As indicated above, the power consumption of the auxiliary devices mounted on the vehicle 3B is called auxiliary power consumption. Step 113 provides means or section for measuring the auxiliary power consumption for measuring the auxiliary power consumption when the vehicle 3B travels a predetermined segment.

In step 114, the correction value of the vehicle VCR relating to the vehicle 3B is calculated as a function of the overall power consumption CPC, the total electrical consumption TPC and the auxiliary power consumption APC. Step 114 may include a section for subtracting the total electrical power consumption TPC for the segments traveled from the overall power consumption CPC to obtain a difference in power consumption; and a section for subtracting the actual APC auxiliary power consumption of the auxiliary devices from the power consumption difference, in order to obtain a variation or an error. The difference in power consumption between the standard vehicle 3A and the vehicle 3B includes a difference in the static characteristics between the vehicles 3A and 3B, a difference in the characteristics of the conductor, and a difference in the operating states of the auxiliary devices. Therefore, the vehicle specific variation 3B, such as the difference in characteristics between the vehicles 3A, 3B and the difference in characteristics between the conductors can be obtained by subtracting the actual power consumption APC of the auxiliary devices from the difference in power consumption. In this case, the correction value of the vehicle VCR is obtained by the expression VCR = (CPC - TPC - APC) / TPC. In other words, the correction value of the vehicle VCR is given as a coefficient with respect to the total electrical consumption TPC which is obtained by correcting the normal power consumption STPC with the correction value for the congestion of the traffic TCR. In addition, in step 115, the correction value of the vehicle VCR is recorded in the vehicle 3B. Thus, step 114 and step 115 provide means or a parameterization section that make it possible to parameterize the correction value of the vehicle. These setting means parameter the VCR vehicle correction value according to the normal power consumption STPC (TPC), the overall power consumption CPC and APC auxiliary power consumption when the vehicle 3B travels a predetermined segment. Thus, the vehicle specific VCR correction value 3B is calculated in vehicle 3B and is stored in vehicle 3B. This makes it possible to obtain a VCR vehicle correction value which takes into account the configuration, the conditions of use and the driving habits of the driver with regard to the vehicle 3B. In addition, the method for calculating the vehicle correction value VCR can be decentralized to each of the different vehicles 3. FIG. 11 is a block diagram which explains a method relating to a CHXP recharge prediction value. In this method, the vehicle 3B moves from a starting position 8A to a destination 8B. The vehicle 3B begins its journey from a starting position 8A, receives a charge at a charging station 4A and then arrives at a destination 8B. In this case, a charge accuracy value CHXP is transmitted to the service center 2 via a road station 7A located at or near the starting position 8A. In addition, before arriving at the charging station 4A, a recharging reservation process is performed via the road station 7B. The vehicle 3A includes means or a section for collecting recharge history information for collecting historical information about refills, and a means or section for collecting information on the loader for collecting information about the refill. charging station 4 containing charging speed of the charging station 4. In addition, the vehicle 3B includes means or segment prediction section for predicting the segments of a route which is to be borrowed, means or receiving section for receiving the normal power consumption of each segment, means or electrical rating section to obtain at least one estimated electricity requirement ESPS, ESPC based on the normal power consumption STPC, means or a section for calculating the CHXP recharge forecast value which indicates the electricity demand to obtain at least part of the estimated electricity requirement ESPS, ESPC through recharge by the power distribution network 5, and means or a transmission section for transmitting this CHXP recharge prediction value. For its part, the service center 2 comprises means or a transmission section for transmitting the normal power consumption STPC to the vehicle 3B. In addition, the service station 2 comprises means or a section for calculating the electrical transition PCSD indicating the electricity demand as a function of the recharge prediction value CHXP, and means or a section for transmitting the electrical transition PCSD to the electrical control unit 6. The electrical control unit 6 comprises means or a section for controlling the power supply of the electrical distribution network 5 according to the electrical transition PCSD. Fig. 12 is a flowchart illustrating a method 120 used in the vehicle 3B when a refill is applied thereto. Fig. 12 shows the charging rate collection method P11 and a part of the method for calculating the recharge forecast value P10. In step 121, the connection of the charger connector 37, which indicates the start of a charging process, is detected. In step 122, a method is performed that accumulates vehicle recharge history information 3B. This history information is indicated by the remaining power SOCc of the battery 34 at the moment when the charging of the vehicle 3B begins. In more detail, the start frequency of the rest power refills SOC is accumulated as history information. In other words, the remaining power SOC at the beginning of the recharge is recorded as history information. This information indicates the probability of starting a recharge of the remaining power SOC of the battery 34. This information can therefore also be called the recharge probability. More specifically, the information indicates the trend observed on the charging action, that the driver decides to recharge the vehicle 3B mainly depending on the remaining charging power SOC. In other words, the information indicates that it is the remaining power SOC that most often leads the driver to decide to start charging. Step 122 provides means or rechargeability calculation section for calculating a CHPB recharge probability which corresponds to the probability of performing recharge of the battery 34. These means calculate the probability of CHPB charging in a function of the frequency of occurrence (i.e., the number of repetitions) of the remaining power SOC of the battery 34 when starting the execution of the recharge. At step 123, the remaining power at the start of the charge, SOCc, is measured, which corresponds to the remaining power SOC at the start of charging. At step 124, the data of the CHPB recharge probability is updated. The probability of CHPB charging is recorded in a database embedded in the vehicle 3. FIG. 13 shows a graph which indicates an example of the probability of CHPB recharging totalized by the method 120. The probability of CHPB charging can be expressed as the distribution of the frequency of occurrence of refills with respect to the remaining power SOC. Thanks to the repetition of the refills of the vehicle 3B, the distribution of the frequencies of occurrence with respect to the remaining power SOC comes to take into account the habits of the driver. The probability of CHPB recharge is indicated with a total of 100%. The probability of CHPB charging corresponds to the probability (in%) that a recharge is performed to a possible remaining power SOC. A CHth recharge probability threshold value is set from the CHPB recharge probability data. This CHth recharge probability threshold value is indicated by the remaining power SOC at which the recharge frequency becomes equal to or greater than a predetermined number of repetitions. In Fig. 13, the remaining power SOC = 50% is designated as the threshold value of CHth recharge probability. The default value of the CHth recharge probability threshold value may be designated as a predetermined value, for example 40%. In addition, the threshold value of CHth recharge probability can be a fixed value. To return to FIG. 12, in step 125, the recharge is performed. The battery 34 is therefore recharged.

In step 126, a method of collecting information about the charging station 4 is performed. Step 126 provides a measurement means or section for measuring the charging speed when the recharge of the battery 34 is performed. 4. In step 127, the information identifying the charging station 4A is collected and stored. For example, the charging station 4A can be identified by means of an identification code which identifies the charging station 4A, by the position of the charging station 4A on a map, or by the segment identifier (SCID) of the segment where the 4A charging station is located.

In step 128, the final remaining power SOCf which corresponds to the remaining power SOC at the end of the load is measured. In step 129, the actual charging power ACPW (in Wh) is calculated as a function of the remaining power at the start of the charge SOCc, and the final remaining power SOCf. The actual load power ACPW is calculated by the expression ACPW = TBPW x (SOCf-SOCc) / 100, where TBPW (in Wh) is defined as the total electrical power of the battery 34. The total electric power TBPW is calculated by the expression TBPW = battery capacity (in Ah) x voltage (in V). In addition, the charging power can be transmitted by the charging station 4A to the vehicle 3. In step 130, the charging speed CHSP is calculated. The charging speed CHSP can be obtained or calculated according to the time required for charging 125 and the charging power calculated in step 129. In step 131, the information that identifies the charging station 4A and the CSHP load rate are transmitted to the service center 2. The service center 2 receives the information that identifies the charging station 4A and the charging speed CSHP and stores them in the database 23D. In the service center 2, the old information about the charging station 4 is deleted and the new information is saved. If no new information relating to a given charging station 4 is acquired for a predetermined period, it is determined that the given charging station 4 is stopped or closed. The information relating to the given recharging station 4 is therefore deleted. FIG. 14 is a flowchart which indicates a method 140 used in the vehicle 3B for estimating the amount of electricity required to move from the starting position 8A to destination 8B. Figure 14 shows a part of the method of estimating the power consumption P8. When performing the method of estimating the power consumption P8, the service center 2 executes the data supply method 90 illustrated in FIG. 9. In step 141, a method is executed which designates a position of 8A and a destination 8B by means of the navigation control unit 43. For example, the destination 8A may be designated by a detection section of the current position provided in the navigation control unit 43. In addition, the destination 8B may be designated by designation manipulation performed by a vehicle occupant 3B. In addition, the destination 8B can be estimated according to a history of movement of the vehicle 3B. In step 142, a route between the start position 8A and the destination 8B is designated by the navigation control unit 43. In step 143, a segment through which the vehicle 3B will pass is identified according to the route designated in step 142. Several segments are thus identified.

In step 144, the normal power consumption STPC (i) of each of the segments identified in step 143 of the service station 2 is received. The normal power consumption STPC (i) is received at the start position 8A. or quickly after departure, via the communication network 7. At step 145, the correction value for the traffic congestion TCR (i) of each of the segments identified in step 143 of the central station is received. 2. At step 146, the estimated EAPC (i) auxiliary power consumption of each of the segments identified in step 143. The estimated EAPC (i) auxiliary power consumption can be calculated from the power consumption. The auxiliary auxiliary power supply APC of the auxiliary devices obtained in step 113. The estimated auxiliary power consumption EAPC (i) can be supplied to the recharge control unit 41 by the control units 45 and 47 which control the auxiliary devices. s, and totaled. In addition, a map of the electrical consumption of each auxiliary device can be recorded in the recharge control unit 41; each estimated EAPC (i) auxiliary power consumption can be calculated from the operating data of each auxiliary device. For example, the estimated EAPC (i) auxiliary power consumption of the air conditioner 46 is derived from season information. For example, the estimated EAPC (i) auxiliary power consumption of a load 48 such as a lighting system is obtained from information indicating the time of day. Step 146 provides means or section for estimating the auxiliary power consumption to obtain the estimated EAPC auxiliary power consumption of the auxiliary devices during a next displacement.

In step 147, the estimated electricity requirement ESPS (i) is calculated by estimating the electricity requirement in each segment. The estimated ESPS (i) electricity requirement of each segment can be obtained by the expression ESPS (i) = STPC (i) x TCR (i) x VCR + EAPC (i), for example. The difference resulting from the congestion condition of the traffic is compensated for in the estimated ESPS (i) electricity requirement of each segment. In addition, the difference resulting from a particular factor in the vehicle 3B is compensated for in the estimated ESPS (i) electricity requirement of each segment. In addition, the difference resulting from the power consumption of the auxiliary devices in each segment is offset in the estimated ESPS (i) electricity requirement of each segment.

In step 148, the estimated ESPS electricity requirement of all segments is calculated from home position 8A to destination 8B. The estimated ESPS electricity requirement for all segments can be calculated by the expression ESPC = E ESPS (i). In step 149, the estimated ESPS electricity requirement (i) of each segment and the estimated ESPS electricity requirement of all segments are recorded in the vehicle database 3B. Fig. 15 is a flowchart illustrating a method 150 used in the vehicle 3B for calculating a CHXP recharge prediction value. Fig. 15 illustrates a part of the method for calculating the recharge forecast value P10. At step 151, the estimated ESPS electricity requirements (i) and the estimated electricity requirement, ESPC, are read. In step 152, the deterioration state of the battery 34 is detected. The state of degradation of the battery 34 can be detected from the charging and discharging capacity of the battery 34. The degradation state detected indicates the rate of decrease of the remaining power SOC of the battery 34. In step 153, the evolution of the remaining power SOC is estimated. The processing performed in step 153 estimates the evolution of the remaining power SOC during the movement of the vehicle 3B from the starting position 8A to the destination 8B. The processing performed in step 153 can be calculated by subtracting the ESPS estimated electricity requirement (i) from each segment, in order, from the remaining power SOC to the start position 8A. In step 153, the degradation state of the battery 34 is taken into account. Indeed, the decrease of the remaining power SOC of the battery 34 is increasingly important as the state of degradation of the battery 34 evolves. For example, when the same estimated electricity requirement ESPS (i) is satisfied, the decrease of the remaining power SOC of a battery 34 whose state of degradation is more advanced is greater than that of a battery 34 of which the state of degradation is less advanced. Then the evolution of the remaining power SOC is estimated as a function of the estimated ESPS (i) electricity requirement of each segment and the state of degradation of the battery 34.

At step 154, a CHSC recharge forecast segment is estimated. This CHSC recharge forecast segment is estimated based on the CHPB recharge probability, which indicates the history of refills, and the evolution of the remaining power SOC. Fig. 16 is a diagram that explains the relationship between the movement of the vehicle 3B and the recharge prediction segment in which a vehicle is supposed to be recharged. If the vehicle 3B moves from the starting position 8A to the destination 8B and the remaining power SOC falls below the threshold value of the charging probability CHth, it can be determined that there is a possibility that the driver recharges the vehicle 3B. Therefore, the CHSC recharge prediction segment can be designated between (i) the position at which the remaining power SOC falls below the threshold CHth recharge probability and (ii) the destination 8B. Fig. 17 is a diagram showing an example of the relationship between the remaining power of the battery 34 and a CHSC recharge forecast segment. The remaining power SOC gradually decreases as the vehicle 3B moves forward. This decrease corresponds to the estimated electricity requirement ESPS (i) of the segment. The incremental evolution of the remaining power SOC is estimated as a function of the estimated ESPS (i) electricity requirement of each segment as the vehicle travels through a plurality of segments, as shown in Fig. 17. At step 153 , the evolution of the remaining SOC power is estimated as shown in Figure 17. The CHSC recharge prediction segment starts from the travel distance Dthl at which the remaining power SOC falls below the threshold value of recharge probability. CHth.

Fig. 18 is a diagram showing another example of the relationship between the remaining SOC power of the battery 34 and a CHSC recharge forecast segment. The degradation of the battery of FIG. 18 evolves faster than that of the battery of FIG. 17. The decrease of the remaining power SOC of FIG. 18 is faster than the decrease of the remaining power SOC of FIG. therefore, the CHSC recharge prediction segment of Fig. 18 is designated to be closer to the start position 8A (i.e., at a shorter path distance from the start position 8A) than the CHSC recharge prediction segment of Fig. 17. For example, in Fig. 18, the CHSC recharge prediction segment starts from a travel distance Dth2. In step 153, the state of degradation of the battery is taken into account in the method for estimating the evolution of the remaining power SOC. In other words, the evolution of the remaining power SOC is estimated in such a way that the faster the degradation of the battery, the lower the remaining power SOC. Thus, the CSHC recharge forecast segment can be designated according to the state of degradation of the battery. Returning to FIG. 15, at step 155, the CHPW charging power is estimated in the CHSC recharge forecast segment. In this case, the charging power CHPW (i) is estimated in each of the different segments in the CHSC recharge forecast segment. The CHPW charging power can be obtained from the remaining SCO power in the CHSC recharge forecast segment. For example, the charging power CHPW is estimated to return the battery 34 to a predetermined target value. This target value can be designated from the history of the previous refills of the vehicle 3B. In addition, the target value may be designated to allow travel to destination 8B. In addition, the target value may be designated as a fixed value, for example 80%. In addition, it is possible to estimate the charging power CHPW required to obtain the estimated quantity of electricity ESPC necessary for a displacement to the destination 8B. Step 155 provides a means or section for estimating the load power to estimate the load power CHPW transmitted to the battery 34. In FIG. 17, it is estimated that the charging power CHPW is necessary to raise the remaining power. Battery SOC 34 at about 80%, when the vehicle 3B arrives at the charging station 4A at the distance Dth3, and is recharged. The remaining power SOC decreases as the vehicle 3B advances; thus, the estimated load power CHPW increases as the vehicle 3B advances. When the vehicle 3B is recharged at the distance Dth3, the remaining power SOC changes, as shown in Figure 17 by a dotted line. Returning to FIG. 15, at step 156, a CHXP recharge prediction value is calculated in each of the different segments that belong to the CHXP recharge prediction segment. The CHXP recharge prediction value can be calculated from the expression CHXP (i) = CHPW (i) x CHPB (i). The CHXP recharge prediction value can be considered as a value that is obtained by a distribution of the estimated charging power, i.e., the amount of electricity required by the vehicle 3B, on the time axis and / or on a map in the CHSC recharge forecast segment. In addition, the CHPW load power is distributed while being weighted with a CHPB recharge probability that serves as a weighting index. Step 156 provides means or section for calculating the recharge prediction value for calculating a CHXP recharge prediction value in which the CHPW load power is distributed over the time axis and / or on the map based on the probability of CHPB charging. In step 157, the CHXP recharge prediction value is transmitted to the service center 2.

Fig. 19 is a diagram showing an example of a recharge prediction value in an individual vehicle. The start time of the process 150 is defined as zero (0). The remaining power SOC gradually decreases as the hour progresses. The probability of CHPB recharge is near normal, with a peak when the remaining power is 15%. As time passes, the vehicle 3B continues its course; the segment on which the vehicle is located changes order. In the example of Figure 19, the CHSC recharge forecast segment starts at segment A. A CHPW charging power is provided in each of the different segments from segment A to segment E. The CHXP recharge forecast value is designated in each of the different segments from segment A to segment E. In this example, the CHXP recharge prediction value indicates a distribution of electricity demand over the time axis.

Fig. 20 is a flowchart illustrating a method relating to a CHXP recharge prediction value in the service center 2. At step 171, the vehicle 3B CHXP recharge prediction value is received. In step 172, the reservation process of the recharging station 4 is executed. In step 173, the recharging station 4 that can be used is allocated according to the CHXP recharge prediction value. At step 174, the charging station 4 that can be used is proposed to the driver of the vehicle 3B. Step 172 provides an information providing means or section for providing information on charging the battery 34 based on the CHXP recharge prediction value of an individual vehicle 3B. These means or this section provide information about the charging station. A charging station 4A and a route to the charging station 4A are proposed by the service station 2 and displayed in the vehicle 3B. The driver reserves the use of the charging station 4A via the cellular phone that he has with him, an onboard communication terminal, or the service station 2. The charging station 4 proposed to the step 174 is designated based on the CHXP recharge prediction value of the vehicle 3B. Therefore, it can be proposed a charging station 4 which corresponds to a time and / or a position where the chances that the driver of the vehicle 3B wants to recharge the latter are high. In other words, it is possible to avoid that the proposed recharging station 4 corresponds to a time and / or a position where the driver of the vehicle 3B has practically never performed recharge in his driving history. In step 175, the PCSD electrical transition is prepared from several CHXP recharge prediction values provided by several vehicles 3B. Step 175 represents the electrical transition method P4. The electricity requirement estimated by the estimation means is taken into account in the CHXP recharge prediction value. Therefore, step 175 provides a means or section for estimating the energy demand that enables the demand for electricity to be estimated from the electricity requirement. It can be said that step 175 provides means or section for estimating the energy demand for estimating the electricity demand based on the CHXP recharge prediction value. The electricity demand is acquired by adding up several charging prediction values related to several vehicles. In step 176, a basic electrical transition PCSD1 is prepared. In step 177, a modified electrical transition PCSD2 is prepared. In step 178, the data from the service center 2 is transmitted to the electrical control unit 6, which data indicates the electrical transition PCSD containing the basic electrical transition PCSD1 and the modified electrical transition PCSD2. Step 178 provides a means or section for providing information for transmitting the electricity demand estimated by the electricity demand estimating means to the electrical control unit 6 which controls the electrical distribution network 5. Fig. 21 is a flowchart illustrating a method 180 used in the service center 2 for calculating the electrical transition from the CHXP recharge prediction values. Figure 21 shows step 175 in detail. Fig. 21 shows the electrical transition method P4. The method 180 is executed with predetermined time intervals which are defined so that the change in the electricity demand for recharging several vehicles 3 can be reflected in the data which indicates the electrical transition. In step 181, the different CHXP recharge prediction values calculated on several vehicles 3 are totaled. In step 182, a basic electrical transition PCSD1 is prepared. At step 183, the CHXP recharge prediction values of each segment are summed. Specifically, the CHXP recharge prediction values provided by several vehicles 3 are summed by focusing on a single segment. Fig. 22 is a diagram showing an example of the evolution of a CHXP recharge prediction value within a given segment. Figure 22 shows the CHXP recharge prediction values for several vehicles and the total CHXP recharge prediction values with respect to an A segment. The segment is represented by a segment identifier (SCID). Each vehicle 3 is represented by a vehicle identifier (VHID). Thanks to the processing carried out at step 183, the evolution on the time axis of the electricity demand on a single segment is obtained.

Returning to FIG. 21, at step 184, the CHXP recharge prediction values of the electrical distribution network 5 are summed. More precisely, the CHXP recharge prediction values of all the segments that are in the FIG. Electrical Distribution Network 5. The CHXP recharge prediction value of each segment is given by the processing performed in step 183. Figure 23 is a diagram showing an example of the evolution of a recharge prediction value. CHXP within a given power distribution network 5.

FIG. 23 shows the totals of the CHXP recharge prediction values of segments A to ZZ belonging to the electrical distribution network identified by NETWORK ELEC. = No. 1. The CHXP recharge forecast values totals indicate a change in the time axis of the electric charge required to recharge multiple vehicles. 3. In other words, the totals of the CHXP recharge prediction values indicate the evolution of the demand for electricity from the different vehicles 3 in the electricity distribution network 5. The totals of the CHXP recharge forecast values are designated as the basic electrical transition PCSD1. Step 182 provides means or a transition calculation section for calculating the basic electrical transition PCSD1, which corresponds to the change in the amount of electricity required to recharge batteries 34 mounted on vehicles 3B which are objects. mobile. To return to FIG. 21, a modified electrical transition PCSD2 is prepared. The recharging of the various vehicles 3 is performed by the different charging stations 4. It may happen that these charging stations 4 have charging capacities that differ from each other. In addition, it may happen that the capabilities of the electrical transmission devices of the electrical distribution network 5 at the charging stations 4 differ from each other. In this case, the difference lies in the amount of electricity per unit of time that can be supplied to a vehicle 3 by a charging station 4. For example, the difference concerns the charging speed. The electricity demand indicated by the CHXP recharge prediction values may be greater than the recharging capacity of the recharging station 4. For this, in step 185, the basic electrical transition PCSD1 is modified as a function of the transmission speeds. 4. Step 185 provides a means or modification section for modifying the basic electrical transition PCSD1 as a function of the charging rates CHSP and for calculating the modified electrical transition PCSD2.

In step 186, the charging station 4 is allocated which can be used in a segment corresponding to the totalized CHXP recharge prediction value for each segment. Fig. 24 is a diagram showing an exemplary association between the evolution of a CHXP recharge forecast value and a charging station 4 (that is, a charger). The charging station 4 is identified by a charger identifier (CHID). In the illustrated example, a loader CHID = 1 and a loader CHID = 10, both belonging to the segment A, are assigned to the evolution of the value of CHXP recharge prediction in the segment A. In the illustrated example, a loader CHID = 2, which belongs to the segment B, is assigned to the evolution of the CHXP recharge prediction value in the segment B. In addition, in the illustrated example, a loader CHID = 3, which belongs to the segment C, is assigned to the evolution of the CHXP recharge prediction value in segment C. To return to FIG. 21, at step 187, the CHXP recharge prediction values are summed with respect to each charging station (ie to each charger). In step 188, the totals of the CHXP recharge prediction values of each charger are modified according to the charging speed of each charger, and a modified electrical transition PCSD2 is prepared. The modified electrical transition PCSD2 may be in a form that indicates the electrical transition of each charger, as shown in Fig. 26 mentioned later. Further, the modified electrical transition PCSD2 can also be in the form of a total of the CHXP recharge prediction values in the power distribution network 5, as shown in FIG. 23. FIG. 25 is a diagram showing the example of a CHXP recharge prediction value in each loader. This diagram shows the charging speeds CHSP of the charging stations 4. For example, a recharge forecast value of 20 kWh is assigned to the charger CHID = 1 in a time slot located one hour later. A recharge prediction value of 80 kWh is assigned to the charger CHID = 1 within a time slot two hours later. Therefore, the charger CHID = 1 is assigned a recharge prediction value of 80 kWh which is greater than the load speed of 50 kW / h of the loader CHID = 1 in a time slot located two hours later. Thus, the charger CHID = 1 is unable to recharge the 80 kWh expected to match the demand for electricity. In addition, the charger CHID = 2 is assigned a recharge prediction value of 30 kWh in a time slot corresponding to the current time (that is, zero hours later). However, the CHSP load speed of the charger CHID = 2 is 3 kW / h. The charger CHID = 2 is therefore unable to recharge the 30 kWh expected to match the demand for electricity. Fig. 26 is a diagram showing the example of a modified CHXP recharge prediction value as a function of the charging rate CHSP of a charging station 4. Fig. 27 is a diagram explaining a modification method. On the CHXP recharge forecast value of 80 kWh allocated to the charger CHID = 1 in a time slot two hours later, the 30 kWh of excess over the load speed of 50 kW / h are assigned to each of the following time slots. This modifies the CHXP recharge prediction value so that there is no possible exceedance of the charge rate CHSP of the charging station 4.

Fig. 28 is a diagram that explains a modification method. The CHXP recharge prediction value of 30 kWh allocated to the CHID = 2 charger within a time slot of zero hours later is divided into several parts, each corresponding to the 3 kWh identical to the charging rate, in the following time slots. This modifies the CHXP recharge prediction value so that there is no possible exceedance of the charging rate CHSP of the charging station 4. To return to FIG. 21, in step 189, the transition electrical basic PCSD1 and the modified electrical transition PCSD2 are transmitted from the service center 2 to the electrical control unit 6. In the electrical control unit 6, the electrical distribution network 5 is controlled by the power control method P21 according to the basic electrical transition PCSD1 and the modified electrical transition PCSD2. The power control method P21 provides means or a control section of the electrical distribution network which makes it possible to control the electrical distribution network 5 as a function of the modified electrical transition PCSD2. For example, in the electric control unit 6, the power supply of the electrical distribution network is controlled according to the basic electrical transition PCSD1 and the modified electrical transition PCSD2. In addition, in the electrical control unit 6, an equipment plan of the electrical distribution network 5 is developed and executed according to the basic electrical transition PCSD1 and the modified electrical transition PCSD2. According to the present embodiment, the service center 2 collects the normal power consumption STPC and supplies it to the vehicle 3B. Meanwhile, in the vehicle 3B, the amount of electricity that is necessary for the movement of the vehicle 3B is estimated according to the nominal power consumption STPC and the correction value of the vehicle VCR particular to the vehicle 3B. Thanks to this sharing of the treatment, it is possible to distribute the treatment load appropriately and the electricity requirement of the vehicle 3B can be calculated precisely. In addition, it is also possible to calculate the electricity requirement accurately, even on a segment that the vehicle 3B travels for the first time. In addition, in order to estimate the electricity requirement, the consumption is taken into account. Thus, the electricity requirement can be correctly estimated taking into account the operating state of the auxiliary devices particular to the vehicle 3B. In addition, it is possible to compensate for the difference in electrical consumption that results from the congestion state of the TRFC traffic on the road. In addition, the CHXP recharge prediction value, which is indicated by distributing the amount of electricity required to move the vehicle 3B over the time axis and / or the map according to the probability of charging CHPB of the vehicle 3B, is prepared. . It is thus possible to correctly evaluate the electricity demand corresponding to the charging of the vehicle 3B. In addition, the possibility that the vehicle 3B is reloaded is indicated by the recharge prediction value. The charging information can therefore be provided to the user of the vehicle 3B at a suitable time and / or location. In addition, according to the demand of the quantity of electricity necessary for the recharging of the vehicle 3B, it is possible to adjust the power supply of the electrical distribution network 5. In addition, the data which represent the electricity demand necessary for the recharging of the 3B vehicle are indicated according to the charging speed of the charging station 4. This avoids the indication of excessive demand for electricity, greater than the charging speed; this avoids unnecessary electricity production. In addition, the demand data can take account of a significant demand for electricity in a recharging station 4 with a large capacity. In addition, the information on charging stations 4 containing charging speeds are collected by vehicles 3B. This makes it possible to react to the construction of a new recharging station 4 or the closing of a recharging station 4. In addition, depending on the electricity demand necessary for recharging the vehicle 3B, it is possible to regulate the power supply. of the electrical distribution network 5. The preferred embodiment of the present invention has thus been described; However, without being limited to the above-mentioned embodiment, it is possible to modify the present invention in various ways, to the extent that these do not depart from the scope of the invention. The configuration of the embodiments described above is only an example, and the scope of the present invention is not limited to that of said embodiments. The scope of the present invention is represented by the description in the claims; furthermore, the scope of the present invention includes all modifications included in the scope and equivalents of the description of the claims. For example, the power distribution network 5 may use a power supply network in the premises of a company, instead of a system power supply. In addition, the charging system 1 can be equipped with several standard vehicles 3A which differ in terms of vehicle category or type of vehicle. In this case, the normal power consumption of a generic vehicle 3B may correspond to the normal electrical power consumption STPC collected from a standard vehicle 3A whose type is the most similar to that of the generic vehicle 3B. In addition, the segment power consumption SPC (i) of each segment and the correction value of the segment SCR (i) can be transmitted from the standard vehicle 3A to the service center 2; the determination method 78 of the normal power consumption STPC can be carried out in the service center 2. In addition, all or part of the various folded methods P7 can be executed by another control unit, for example the control unit. battery control 39, rather than by the recharge control unit 41.

In addition, the means or the route estimation section may use, not the navigation function of the on-board navigation device, but the navigation function of a cellular telephone, for example. In the aforementioned embodiment, the method which calculates the correction value for the congestion of the traffic TCR as a function of the congestion state of the TRFC traffic is provided in the service central 2. However, it can be The above embodiment is directed to a single power distribution network 5. However, the method explained in the above embodiment can be applied to a method covering a plurality of electrical distribution networks. For example, the above method can be performed for several vehicles 3 which circulate within several electrical distribution networks. In this case, the electrical transition can be totaled independently for each of the electrical distribution networks. For example, in the processing carried out at step 187, several charging stations belonging to a single power distribution network are selected, and the charging station CHXP recharge values are summed. This provides an electrical transition that indicates the demand for electricity at a single power distribution grid. This process is carried out for each of the electrical distribution networks; electrical transitions of several electrical distribution networks are thus obtained. In addition, the means, section, or function provided by the controller may be provided only as a software section, only as a hardware section, or as an association between a software section and a hardware section. . For example, the control device can be realized by means of an analog circuit. As will be readily understood by those skilled in the art, various modifications may be made to the embodiments of the present invention described above. However, the scope of the present invention is to be determined by the following claims.

Claims (6)

REVENDICATIONS1. An electricity requirement estimating device (2, 3) comprising (i) a plurality of vehicles (3), the vehicle having a battery (34) which provides electrical power to an electric motor (31) used for a displacement, and (ii) a base station that manages the vehicles, the electricity requirement estimating device for estimating the amount of electricity required for the movements of the vehicles, the electricity requirement estimating device comprising: a storage device (23A) provided in the base station for recording the normal power consumption (STPC) corresponding to the path of each of a plurality of road segments; communication equipment (7, 21, 42) which transmits the normal power consumption (STPC) of the base station to the vehicles; a calculation section of the vehicle correction value (P9) provided in each of the vehicles for calculating the vehicle correction value (VCR) corresponding to a specific vehicle variation which results from a vehicle factor, the correction value the vehicle is a function of the difference between the normal power consumption (STPC) and the actual power consumption (CPC) required for a vehicle movement; and an estimation section (P8) provided in the vehicle for estimating the power requirement for a next trip, based on the normal power consumption (STPC) and information including the vehicle correction value (VCR). . The electricity requirement estimating device according to claim 1, wherein the calculating section of the vehicle correction value comprises: a measurement section (112) for measuring the actual power consumption (CPC) when the vehicle is traveling a predetermined segment; an auxiliary power measurement section (113) for measuring the auxiliary power consumption (APC) of the auxiliary devices mounted on the vehicle when the vehicle travels a predetermined segment; anda setting section (114, 115) for setting the vehicle correction value (VCR) according to the normal power consumption (STPC), the actual power consumption and the auxiliary power consumption (APC) when the vehicle is traveling through a vehicle. predetermined segment. The electricity requirement estimating device according to claim 1 or claim 2, wherein: the estimating section (P8) comprises an auxiliary power consumption estimating section (146) for estimating the auxiliary power consumption (APC) 10 auxiliary devices during a next move; and said information containing the vehicle correction value (VCR) used in the estimation section (P8) including the auxiliary power consumption (APC) estimated by the auxiliary power consumption estimation section (146). 15 The electricity requirement estimating device according to any one of claims 1 to 3, further comprising: a calculation section of the traffic congestion correction value (91 to 93) for calculating the value of traffic congestion correction (TCR) according to the congestion status of a plurality of road segments, wherein the information containing the vehicle correction value used in the estimation section ( P8) having the correction value for traffic congestion (TCR). 25 An electricity requirement estimating device according to any one of claims 1 to 4, wherein: the vehicles comprise a standard vehicle (3A); the standard vehicle includes a measurement section (61 to 78) for measuring the power consumption on segments traveled by the standard vehicle (3A); The communication equipment transmits the power consumption to the base station; and the storage device stores the power consumption obtained from the standard vehicle as normal power consumption (STPC). An electricity requirement estimating device according to any one of claims 1 to 5, further comprising: an electricity demand estimating section (175) for estimating the electricity demand as a function of the demand for electricity; electricity estimated by the estimating section (P8).