FR3096315A1 - Method and device for managing the charge of an electric vehicle - Google Patents

Abstract

The invention relates to a method and a device for managing the charge of a battery of an electric vehicle (10). For this purpose, start (101) and end (102) information of a road trip (103) is received. A first state of charge of the battery at the end of the road trip is determined. The location of the charging stations (12, 13, 14) along the road route (103) is received as well as the waiting times at each charging station. A first charging station among the plurality of charging stations is selected based on the first state of charge, the location of the stations and the waiting times. The selection includes the estimate of the battery charge level when the vehicle reaches the first charging station. The first charging station is selected if the second charging state is greater than a threshold. Figure for the abstract: Figure 1

Description

Description Title of the invention: Method and device for managing the charge of an electric vehicle Technical field

The invention relates to methods and devices for managing the charge of an electric vehicle, in particular of the automotive type.

The invention also relates to the management of a set of charging stations.

The invention also relates to the communication between one or more electric vehicles on the one hand and a network architecture on the other hand with a view to managing the charging of the electric vehicle(s).

Technology background

[0002] Recent years have seen the emergence of an increasing number of battery-operated electric vehicles.

If the range of such electric vehicles was limited to a few tens of kilometers at the beginning, some electric vehicles today have a range of up to several hundred kilometers.

It is thus possible to envisage longer and longer journeys with an electric vehicle, as is possible with vehicles with traditional internal combustion engines.

[0003] In parallel with the increase in the autonomy of electric vehicles, it is now possible to recharge the batteries in a few minutes, for example in 15 minutes to recharge a battery to 80% of its maximum capacity.

It is thus possible to plan long journeys with stops during the relatively short journey to recharge the battery or batteries equipping an electric vehicle.

[0004] However, the recharging times being longer than the time required to fill up with gas, the waiting times at the recharging stations can turn out to be rather long and discourage users from considering long journeys with their electric vehicle.

Summary of the invention

An object of the present invention is to manage the charging of an electric vehicle, in particular the charging time of the battery or batteries fitted to the electric vehicle, by optimizing or reducing the waiting times in the charging stations. located along a route to be traveled with the electric vehicle.

According to a first aspect, the invention relates to a method for managing the electric charge of a battery of a first electric vehicle, the method comprising:

[0007]reception of information representative of the start of a road trip and of information representative of the end of the road trip;

- determination of a first state of charge of the battery at the end of the road trip; 2

[0009] - reception of information representative of the location of a plurality of charging stations along the road route and of information representative of the waiting time in each charging station of the plurality to recharge a vehicle battery electrical;

[0010] - selection of a first charging station from among the plurality according to the first state of charge, the information representative of location and the information representative of the waiting time, the selection further comprising the determination of a second state of charge of the battery at the location of the first charging station, the first charging station being selected if the second state of charge is greater than a first threshold value.

[0011]According to a variant, the start of the road journey corresponds to an entry onto a motorway and the end of the road journey corresponds to an exit onto the motorway.

[0012]According to another variant, no charging station is selected when the state of charge at the end of the road trip is greater than a second threshold value.

[0013]According to yet another variant, the method further comprises a step of transmitting a request to reserve a charging slot in the first selected charging station.

[0014]According to an additional variant, the slot is a function of information on the speed of the first electric vehicle on the road trip and on the information representative of the location of the first charging station selected.

[0015] According to yet another variant, the waiting time in each charging station is a function of information characteristic of each electric vehicle of a set of electric vehicles traveling over at least part of the road journey and of information characteristic of each charging station, the characteristic information of each electric vehicle including:

[0016] the capacity of the battery fitted to each electric vehicle;

[0017] - the speed of each electric vehicle;

[0018] the consumption of each electric vehicle;

[0019] the beginning and the end of the road journey of each vehicle;

[0020] the state of charge of each vehicle at the start of the road journey of each vehicle;

[0021] the characteristic information of each charging station comprising:

[0022] - the number of charging terminals of each charging station;

[0023] the charging power available in each charging station;

[0024] - the location of each charging station;

[0025] - the reserved recharging slot(s).

[0026]According to an additional variant, the selection of the first charging station is also a function of at least one item of information representative of a user preference comprising: 3 100271 - one item of information representative of the origin of the electrical energy;

[0028] - information representative of the identity of the electricity supplier for each charging station.

According to a second aspect, the invention relates to a device for managing the electric charge of a battery of a first electric vehicle, the device comprising a memory associated with at least a processor configured for the implementation of the steps of the method as described above according to the first aspect of the invention.

[0030] According to a third aspect, the invention relates to a vehicle, for example of the automobile type, comprising a device as described above according to the second aspect of the invention.

According to a fourth aspect, the invention relates to a computer program which comprises instructions adapted for the execution of the steps of the method according to the first aspect of the invention, this in particular when the computer program is executed by at least one processor.

[0032] Such a computer program can use any programming language, and be in the form of a source code, an object code, or an intermediate code between a source code and a object code, such as in partially compiled form, or in any other desirable form.

According to a fifth aspect, the invention relates to a recording medium readable by a computer on which is recorded a computer program comprising instructions for the execution of the steps of the method according to the first aspect of the invention.

[0034] On the one hand, the recording medium can be any entity or device capable of storing the program.

For example, the medium may comprise a storage means, such as a ROM memory, a CD-ROM or a ROM memory of the microelectronic circuit type, or even a magnetic recording means or a hard disk.

[0035] On the other hand, this recording medium can also be a transmissible medium such as an electrical or optical signal, such a signal being able to be conveyed via an electrical or optical cable, by conventional or hertzian radio or by self-directed laser beam or by other means.

The computer program according to the invention can in particular be downloaded from an Internet-type network.

[0036] Alternatively, the recording medium may be an integrated circuit in which the computer program is incorporated, the integrated circuit being adapted to execute or to be used in the execution of the method in question.

Brief description of figures

Other characteristics and advantages of the invention will emerge from the description of the non-limiting embodiments of the invention below, with reference to the appended Figures 1 to 4, in which:

[0038] [fig.1] schematically illustrates an electric vehicle traveling in a road environment, according to a particular embodiment of the present invention;

[0039] Vigil schematically illustrates a device for managing dc the charge of the battery of the electric vehicle of FIG. 1, according to a particular embodiment of the present invention;

[0040] [fig.3] illustrates a flowchart of the different steps of a method for managing the charge of the battery of the electric vehicle of Figure 1, according to a first example dc particular embodiment of the present invention;

[0041] [fig.4] illustrates a flowchart of the different steps of a method for managing the charge of the battery of the electric vehicle of FIG. 1, according to a second particular embodiment of the present invention.

Description of embodiments

A method and a device for managing the charge of the battery of an electric vehicle will now be described in the following with reference in conjunction to Figures 1 to 4.

The same elements are identified with the same reference signs throughout the following description.

[0043] According to a particular and non-limiting example of an embodiment of the invention, a method for managing the charge (or the recharge) of a battery of an electric vehicle comprises the reception of information relating to the start and the end of a road journey for the electric vehicle (for example the entrance number on a motorway and the exit number on this same motorway).

A first state dc charge of the battery at the end of the road trip is determined or estimated, for example according to the state dc charge measured at the start of the trip, dc the distance of the trip between the start and the end and the consumption medium electric on the trip.

Information representative of the location of the recharging stations along the road route is received as well as information representative of the waiting time in each recharging station.

The waiting time corresponds for example to the time spent in a queue to reach a charging station and recharge the battery of the electric vehicle.

A first charging station from among the plurality of charging stations is selected according to the first state of charge determined at the end of the journey, the information representative of the location of the charging stations and the information representative of the charging waiting time. .

The selection also includes the determination of a second state of charge of the battery at the location of the first charging station, that is to say the estimation of the level of charge of the battery when the electric vehicle will reach the first charging station.

The first charging station is thus selected (or the selection is validated) if the second state of charge is greater than a first threshold value (for example greater than 15, 20 or 30% of the maximum charge capacity of the battery).

[0044] The selection of a charging station, among a plurality of charging stations located along a route, based on the waiting time in each of the stations allows the vehicle to optimize and/or reduce the time spent charging the vehicle battery, if the battery needs to be recharged during the trip to reach the end of the trip.

[0045] Furthermore, the comparison of the state of charge of the battery when the vehicle reaches the charging station selected a priori with a threshold makes it possible to verify that the vehicle is capable of actually reaching the selected charging station ( in terms of the reserve of electrical energy available).

[0046] [fig.1] schematically illustrates a first electric vehicle 10 traveling in a road environment 1, according to a particular and non-limiting embodiment of the present invention.

[0047] Figure 1 illustrates a first electric vehicle 10 traveling on a highway 103.

The vehicle enters the highway at entrance 101 and exits the highway at exit 102.

The journey made by the first electric car 10 on the highway 103 corresponds to the distance traveled between the entrance 101 and the exit 102.

The exemplary embodiments described in the following description are based on a road journey carried out on a motorway, the journey being delimited by the entrance to the motorway and the exit on the motorway.

However, the invention is not limited to a road trip taken on a motorway but extends to any road trip taken on any road network (motorway, national road, departmental road and/or municipal road).

The road trip is delimited by a start and an end of the trip, corresponding for example to the starting point of the first vehicle and the target arrival point.

The road route is advantageously traced and followed using a navigation system or assistant of the GPS type ((the English "Global Positioning System" or in French "Global Positioning System").

Such a navigation system allows the first electric vehicle to receive information such as motorway entry and exit numbers, the route to follow to arrive at its destination, the current speed, location information from service providers (such as for example the charging stations in which it is possible to recharge the battery or batteries of the first electric vehicle 10).

The first electric vehicle corresponds to a vehicle whose propulsion is ensured by one or more electric motors.

The electrical energy needed to power the electric motor or motors is stored in one or more electric storage batteries (for example of the lithium-ion type).

In the remainder of the description, the term battery will be used in the singular and may designate a battery or a battery assembly comprising several batteries.

The battery of the first electric car 10 is characterized in particular by its capacity, that is to say by the quantity of electrical energy that the battery is capable of restoring after having received a full charge.

Such a capacity is expressed in ampere-hours (Ah) and determines the autonomy of the first electric vehicle 10 expressed in kilometers.

Autonomy is also a function of other parameters such as the speed at which the first electric vehicle travels, the type of journey (city/road/motorway), the climatic conditions.

The first electric vehicle 10 is advantageously part of an ad hoc wireless network (also called WANET (from the English "Wireless Ad Hoc Network") or MANET (from the English "Mobile Ad Hoc Nctwork")) corresponding to a decentralized wireless network.

Unlike a centralized network which is based on an existing infrastructure comprising, for example, routers or access points linked together by a wired or wireless infrastructure, the ad hoc wireless network is made up of nodes which each participate in the routing of data by retransmitting data from one node to another, from the sender to the recipient, depending on the connectivity of the network and the routing algorithm implemented.

The ad hoc wireless network advantageously corresponds to a vehicular ad hoc network (or VANET, standing for “Vehicular Ad hoc NETwork”) or to an intelligent vehicular ad hoc network (or InVANET, standing for “Intelligent Vehicular Ad hoc NETwork”).

In such a network, 2 or more vehicles each embedding a node can communicate with each other in the context of V2V vehicle-to-vehicle communication ((English - vehicle-to-vehicle "); each vehicle can communicate with the infrastructure set up as part of vehicle-to-infrastructure V2I communication (vehicle-to-infrastructure); each vehicle can communicate with one or more pedestrians equipped with mobile devices (for example a smart phone (( the English “Smartphone”)) as part of a V2P vehicle-to-pedestrian communication ((the English “vehicle-to-pedestrian”).

The ad hoc wireless network comprises for example one or more UBR (“Roadside Unit”), each corresponding to a node of the network, in addition to the nodes equipping vehicles or pedestrians.

According to this example, the node 11 corresponds to a UBR.

According to a variant, the ad hoc wireless network comprises one or more relay antennas of a cellular network, for example a so-called 4G or 5G cellular network, in addition to the nodes equipping vehicles or pedestrians.

According to this variant, the node 11 corresponds to a relay antenna.

According to yet another variant, the ad hoc wireless network comprises one or more UBRs and one or more relay antennas of a cellular network, in addition to the nodes equipping vehicles or pedestrians. 7

The node 11 is advantageously connected to a network infrastructure comprising one or more remote servers or to the “cloud” 15 (or in French “cloud”) via a wired and/or wireless connection.

The node 11 can thus act as a relay between the “cloud” 15 and the first electric vehicle 10.

[0052] Charging stations 12, 13, 14 are located along the path 103 of the first electric vehicle 10.

These charging stations 12, 13 and 14 each comprise one or more charging terminals suitable for charging the batteries of electric vehicles such as the first electric vehicle.

The charging stations 12, 13, 14 communicate with a network infrastructure comprising the "cloud" 15.

Each charging station 12, 13, 14 transmits, for example, to the network information such as:

[0053] - the number of charging stations included in the charging station;

[0054] - the power of each charging station;

[0055] - the origin of the electrical energy supplied (i.e. how it is produced, for example from renewable energy (solar, wind, hydroelectricity) or non-renewable energy (oil, coal , gas)) ; and or

[0056] its location in the road environment 1 (geographical coordinates for example), information on the availability of charging homes (reservation schedule).

This information is transmitted to the network infrastructure based on communication technology such as 4G or 5G.

This information or part of it is advantageously transmitted to the first electric vehicle 10, at the request of the first electric vehicle and/or automatically at regular intervals (for example every minute, every 5 minutes or every 10 minutes) without request of the first electric vehicle.

The first electric vehicle 10 advantageously communicates with the network infrastructure via the node 11 using communication technologies such as ITS 05 (from the English “Intelligent Transportation System 05” or in French “Système de transport intelligent 05") in Europe or DSRC (English Dedicated Short Range Communications) in the United States of America which are both based on the IEEE 802.11p standard or the technology based on cellular networks called CV2X ((the English "Cellular - Vehicle to Everything" or in French "Cellulaire - Vehicule vers tout") which is based on 4G based on LTE ((the English "Long Te = Evolution” or in French “Long term evolution”) and soon 5G.

The first electric vehicle 10 (as well as all the electric vehicles in the road environment 1) communicates to the network infrastructure information such as: 8

[0060] - the capacity of its battery;

[0061] - the start and end of the planned journey;

[0062] the state of charge of the battery at the start of the trip (measured) and/or the state of charge (estimated) at the end of the trip; and or

[0063] - its speed.

Such information allows, for example, the charging station manager to make predictions as to the needs of the first electric vehicle in terms of recharging its battery and more generally to analyze the needs of electric vehicles in the road environment. to determine the infrastructure in terms of charging stations needed to meet vehicle charging needs.

[0065] [fig.2] schematically illustrates a device 2 for managing the charge of the battery of the first electric vehicle 10, according to a particular and non-limiting embodiment of the present invention.

The device 2 is for example configured for the implementation of the steps of the method described with regard to FIG. 3 and/or FIG. 4 and/or for the implementation of the operations described with regard to FIG. 1.

Examples of such a device 2 include, but are not limited to, various electronic devices such as a computer, an ECU ("Electronic Control Unit" or ECU in English "Electronic Control Unit") or electronic equipment embedded such as a vehicle's on-board computer, a smart phone.

The elements of device 2, individually or in combination, can be integrated in a single integrated circuit, in several integrated circuits, and/or in discrete components.

The device 2 can be made in the form of electronic circuits or software (or computer) modules or else a combination of electronic circuits and software modules.

According to different particular embodiments, the device 2 is coupled in communication with other similar devices or systems, for example computers or ECUs, for example via a communication bus or via input ports / dedicated output.

The device 2 comprises one (or more) processor(s) 20 configured to execute instructions for carrying out the steps of the method.

The processor 20 can include integrated memory, an input/output interface, and various circuits known to those skilled in the art.

The device 2 further comprises at least one memory 21, for example a volatile at/or non-volatile memory and/or comprises a memory storage device which can comprise volatile and/or non-volatile memory, such as EEPROM, ROM, PROM, RAM, DRAM, SRAM, flash, magnetic or optical disk.

The information received from the network infrastructure and/or the information measured or determined by the device 2 is advantageously recorded and stored in the memory 21.

The computer code comprising the instructions to be loaded and executed by the processor 20 is for example stored on the memory or the memory storage device 21.

According to a particular and non-limiting embodiment, the device 2 comprises a block 22 of interface elements for communicating with external devices, for example the "cloud", a smart phone, a multimedia player, sensors odometers, a GPS sensor.

Block 22 interface elements include one or more of the following interfaces:

- RF radiofrequency interface, for example of the Bluctooth® or Wi-Fi®, LTE 4G or 5G type;

- USB interface (from "Universal Serial Bus" or "Universal Serial Bus" in French);

- HDMI interface (from the English "High Definition Multimedia Interface" or "Interface Multimedia Haute Dcfinition" in French).

According to another particular embodiment, the device 2 comprises a communication interface 23 which makes it possible to establish communication with other devices (such as computers or ECUs of the on-board system) via a communication channel 230, for example a communication bus of the CAN data bus type (from the English "Controller Arca Network" or in French "Network of controllers"), CAN FD (from the English "Controller Arca Nctwork Flexible Data-Rate" or in French Flexible Data Rate Controller Network”), FlexRay (according to ISO 17458) or Ethernet (according to ISO/IEC 802-3).

The communication interface 23 corresponds for example to a transmitter configured to transmit and receive information and/or data via the communication channel 230.

The communication interface 23 comprises for example a modem and/or a network card and the communication channel can for example be implemented in a wired and/or wireless medium.

According to an additional particular embodiment, the device 2 can receive and/or supply input/output signals from/to one or more external devices, such as a display device (touch or not) , one or more loudspeakers and/or other peripherals (microphone for example) via respective output interfaces.

According to a variant, one or the other of the external devices is integrated into the device 2.

[0074] [fig.3] illustrates a flowchart of the different steps of a method for managing the charge of the battery of the first electric vehicle 10, according to a first particular and non-limiting embodiment of the present invention.

The method is for example implemented by device 2 of FIG. 2.

In a first step 31, information representative of the start of the road journey and information representative of the end of the road journey are received.

This information is for example entered by the driver of the vehicle on a graphical interface displayed on a display device associated with the device 2.

According to a variant, this information is received by the device 2 from a GPS-type navigation assistant, for example from a navigation application.

This information corresponds for example to the number of the entrance to the motorway constituting the road route and to the number of the exit from the motorway.

According to a variant, the start of journey information corresponds to the geographical coordinates of the start of the route (for example an address, or a latitude and a longitude) and the end of road journey information corresponds to the geographical coordinates of the start of the route.

In a second step 32, a first state of charge of the battery of the first electric vehicle 10 is determined.

This first state of charge corresponds to the charge level of the battery at the end of the journey.

This first state of charge is for example determined from the state of charge measured at the start of the journey and according to the distance to be traveled to reach the end of the journey.

According to a variant, the type of journey (city/road/motorway) is also taken into account to determine the first state of charge.

In a third step 33, information representative of the location of several charging stations located along the road route is received.

This information is for example supplied by the charging stations to the network infrastructure and then transmitted to the device 2.

According to a variant, this information is received from the navigation assistant of the first electric vehicle 10.

Information representative of the waiting time in each charging station to recharge an electric vehicle battery is also received.

This information is for example provided by each charging station to the network infrastructure and then transmitted to the device 2.

The waiting time corresponds for example to the time to be spent in a queue to reach a charging station.

According to a variant, the waiting time includes the time to be spent in the queue and the time necessary to recharge the battery of the first electric vehicle.

According to this variant, the time required to recharge the battery is determined from the power of the charging station, the state of charge of the battery of the first electric vehicle when it reaches the charging station concerned and possibly the level charge to be reached (for example 80%, 90% or 100% of the maximum battery charge).

The waiting time is, for example, determined by each charging station based on information received from all the electric vehicles in circulation on the road trip (state of charge of the battery at the start of the trip, end of the journey, speed), this information making it possible to estimate the needs in terms of charging for each vehicle.

11 The information relating to the number of charging stations available at each station as well as the available power are also taken into account when determining the waiting time.

The determined waiting time corresponds to the waiting time when the first electric vehicle reaches the charging station concerned.

Concerning the variant according to which the waiting time includes the recharging time of the battery, this recharging time is for example determined by the device 2 (from the information provided by the recharging stations) or by each recharging station ( based on information provided by the first electric vehicle).

[0080] The waiting time in each charging station is a function of information characteristic of each electric vehicle circulating in the road environment (or at least on a part of the latter) and of information characteristic of each station charging.

The characteristic information of each electric vehicle includes:

[0081] the capacity of the battery fitted to each electric vehicle;

[0082] the speed of each electric vehicle;

[0083] - the consumption of each electric vehicle;

[0084] the beginning and the end of the road journey of each vehicle;

- the state of charge of each vehicle at the start of the road trip of each vehicle.

The characteristic information for each charging station includes:

[0087] - the number of charging terminals of each charging station;

[0088] the charging power available in each charging station;

[0089] - the location of each charging station;

[0090] - the reserved recharging slot(s).

[0091] In a fourth step 34, a first charging station is selected (or preselected) from among all of the charging stations located along the road route.

The first charging station is advantageously chosen as a function of the first state of charge determined in step 32, of the information representative of the location of the first charging station received in step 33 and of the information representative of the dwell time. expectation received in step 33.

The first charging station chosen corresponds for example to the one offering the minimum waiting time.

This selection further comprises the determination of a second state of charge of the battery at the location of the first charging station (that is to say the level of charge of the battery of the first electric vehicle when it reaches the first charging station).

The first charging station is selected (or the preselection is validated) if the second state of charge is greater than a first threshold value (for example greater than 10, 15 or 20% of the maximum charge of the battery).

This makes it possible to ensure that the first electric vehicle has sufficient autonomy 12 to actually reach the first charging station and recharge its battery.

If the second state of charge is lower than the first threshold value, then another charging station closer to the first electric vehicle than the first charging station is selected (and it is determined whether the first electric vehicle has the range necessary to reach this other charging station).

No charging station is selected when the state of charge at the end of the road trip is greater than a second threshold value (for example 20, 30 or 50% of the maximum charge level of the battery), c that is to say when it is determined that the estimated state of charge at the end of the journey is sufficient to complete the entire journey without needing to recharge the battery.

According to a variant, information indicating the first state of charge is provided to the driver by the device 2 by proposing to the driver to decide whether or not he wishes to recharge the battery during the journey.

According to an optional variant, the information relating to the waiting time in each station and the state of charge of the battery estimated at the location of each charging station are provided to the driver, leaving him the possibility of selecting from which charging station he wants to charge the battery of his electric vehicle.

[0094] According to an optional variant, a request to reserve a charging slot in the first selected charging station is transmitted following the selection of step 34.

This request is transmitted to the first charging station via the network infrastructure.

The slot is for example chosen by the driver as a function of a set of available slots provided by the first charging station.

According to a variant, the time slot is automatically chosen by the device 2 based on information about the speed of the first electric vehicle on the road trip and information representative of the location of the first charging station selected.

The device 2 can thus determine at what time it will reach the charging station and reserve the first available time slot (for example from a reservation schedule provided by the first charging station).

According to an additional optional variant, the selection of the first charging station is also a function of at least one item of information representative of a user preference comprising:

[0096] information representative of the origin of the electrical energy (for example renewable/non-renewable);

[0097] - information representing the identity of the electricity supplier for each charging station.

[0098]According to another variant embodiment, the device 2 periodically receives the information on the waiting times in each charging station.

If the device 213 observes that the charging station selected no longer corresponds to the one offering the lowest waiting time, then another charging station is selected (the one offering the lowest waiting time and attainable with the available charge of the battery of the first electric vehicle).

The reservation of the time slot for charging at the first charging station is canceled and a new time slot is reserved at the new selected charging station.

[0099] [fig.4] illustrates a flowchart of the different steps of a method for managing the charge of the battery of the first electric vehicle 10, according to a second particular and non-limiting embodiment of the present invention.

The method is for example implemented by device 2 of FIG. 2.

[0100] In a step 401, the process begins with the start of the trip by the first electric vehicle (the first electric vehicle takes for example a freeway entrance).

In a step 402, the device 2 determines whether the state of charge of the battery measured at the start of the trip is sufficient to reach the end of the trip.

If this is the case, the device 2 decides not to recharge the battery during the journey and the method goes to step 404.

If not, the method proceeds to step 403.

[0102] In a step 403, the device 2 selects a recharging station from a set of recharging stations available along the path, as described with reference to FIG. 3.

[0103] In a step 405, the device 2 determines whether the current charge of the battery is sufficient to reach the charging station selected in step 403.

If this is not the case, another station (the nearest recharge) is selected at step 406.

If so, the method proceeds to step 407.

In a step 407, the selection of the selected charging station is validated to recharge the battery of the first electric vehicle.

[0105] In a step 408, the device 2 determines whether the selected charging station indeed has the lowest waiting time.

This determination is made as a function of waiting time information periodically updated by all of the possible recharging stations, the waiting time changing over time.

If the selected charging station actually has the lowest wait time, the method proceeds to step 410.

If this is not the case, another charging station having a lower waiting time (and reachable by the first electric vehicle) is selected in step 409.

[0106] In a step 410, a time slot is reserved in the selected charging station (at step 407 or at step 409).

[0107] In a step 411, the process ends with the end of the road trip (the first electric vehicle for example takes a motorway exit). 14

[0108] The methods described with regard to FIGS. 3 and 4 save time by optimizing waiting times in charging stations, thanks to direct communication between the electric vehicles on the one hand and between the vehicles electricity and the road/network infrastructure on the other hand.

This optimization is made possible by knowing the reservations at each charging station.

When a vehicle enters the highway, for example, it analyzes the availability of charging stations on its route, and makes its reservations based on this analysis. 15

Claims (1)

CLAIMS[Claim 1] Method for managing the electrical charge of a battery of a first electric vehicle (10), said method comprising the following steps: - reception (31) of information representative of the start (101) of a road trip (103) and information representative of the end (102) of said road trip (103); - determination (32) of a first state of charge of said battery at the end (102) of said road trip; - reception (33) of information representative of the location of a plurality of charging stations (12, 13, 14) along said road route (103) and of information representative of the waiting time in each charging station charging said plurality (12, 13, 14) to charge an electric vehicle battery; - selection (34) of a first charging station from among said plurality (12, 13, 14) as a function of said first state of charge, of the information representative of location and of the information representative of the waiting time, said selection further comprising determining a second state of charge of said battery at the location of said first charging station, said first charging station being selected if said second state of charge is greater than a first threshold value. [Claim 2] A method according to claim 1, wherein said beginning (101) of the road path (103) corresponds to an entrance on a freeway and said end (102) of the road path (103) corresponds to an exit on said freeway. [Claim 3] Method according to one of Claims 1 to 2, for which no recharging station is selected when said state of charge at the end (102) of said road trip is greater than a second threshold value. [Claim 4] Method according to one of Claims 1 to 3, further comprising a step of transmitting a request to reserve a recharging slot in said first selected recharging station. [Claim 5] A method according to claim 4, wherein said slot is a function of speed information of said first electric vehicle (10) on said road route (103) and information representative of the location of said first charging station selected. [Claim 6] Method according to one of Claims 1 to 5, for which the waiting time in each charging station is a function of information characteristic of each electric vehicle of a group of vehicles 16 [Claim 7] [Claim 8] [Claim 9] [Claim 10] traveling on at least part of said road route and characteristic information of each charging station, said characteristic information of each electric vehicle comprising: - the capacity of the battery fitted to each electric vehicle ; - the speed of each electric vehicle; - the consumption of each electric vehicle; - the start and end of the road journey of each vehicle; - the state of charge of each vehicle at the start of said road journey of each vehicle; said characteristic information of each charging station comprising: - the number of charging terminals of each dc charging station; - the charging power available at each charging station; - the location of each charging station; - the reserved charging slot(s). Method according to one of Claims 1 to 6, for which the said selection (34) of the first charging station is also a function of at least one item of information representative of a user preference comprising: - information item representing the origin of electrical energy; - Information representing the identity of the electricity supplier for each charging station. Device (2) for managing the electric charge of a battery of a first electric vehicle, said device comprising a memory (21) associated with at least a processor (20) configured for the implementation of the steps of the method according to any of claims 1 to 7. Motor vehicle (10) comprising the device according to claim 8. Computer program product comprising instructions adapted for the execution of the steps of the method according to one of claims 1 to 7, when the computer program is executed by at least minus one processor.