FR3109339A1 - SYSTEM AND METHOD OF CHARGING MOTOR VEHICLES - Google Patents

Abstract

SYSTEM AND METHOD FOR CHARGING MOTOR VEHICLES The charging system comprises:. two chargers (2a, 2b) which provide instantaneous electrical energy for charging an electric vehicle, with different electrical charging characteristics,. a switching system (6) which connects or not an electric vehicle to the first or to the second charger (2),. a control system (8) which controls the switching system (6). Figure for the abstract: Fig. 1

Description

MOTOR VEHICLE CHARGING SYSTEM AND METHOD

FIELD OF THE INVENTION

The present invention relates to systems and methods for charging electrical devices, in particular electrically chargeable motor vehicles.

TECHNOLOGICAL BACKGROUND

More specifically, the invention relates to a motor vehicle charging system.

For a hundred years, motor vehicles have essentially been powered by energy from fossil sources. For decades, the way of distributing energy to motor vehicles has implemented stations, at which the fuel tank of the vehicle is filled in a few seconds. These stations allow flexibility, offering different types of fuels from fossil sources. In addition, motor vehicles being intended to move, the result is a fine territorial network of stations.

In recent years, more and more motor vehicles need to be charged with a complementary or alternative source of energy, such as electricity in the case of hybrid fossil fuel/electric vehicles, or all-electric vehicles. The autonomy of a vehicle equipped with an on-board alternative energy tank is generally lower. In addition, the charging time of such a tank is longer than for fossil energy. In addition, there are many new energy systems, so it becomes complicated to have all the services in the station. In addition, there are still few vehicles powered by alternative energies, which does not justify each station equipping itself with numerous alternative energy charging systems. This results in a paradigm shift in the motor vehicle energy charging system. This paradigm shift has led to the relocation of the charging service from traditional stations to parking places. Today, energy charging is possible in many reserved locations arranged in the immediate vicinity of an energy source.

However, this solution is not optimal because, if there are not enough of them, the reserved equipment is all occupied, which prevents the charging of a motor vehicle. And, if there are enough of them, they are often unoccupied, but reserved, which is problematic with respect to traditional vehicles. This solution is therefore not flexible enough to meet the mobility needs of users and the rapid increase in the number of vehicles using alternative energy sources.

US 2018/254,643 describes a system for timing the charging of electric vehicles. However, this system remains greedy in terms of infrastructure.

The invention thus aims to improve the availability of electrical energy charging systems for motor vehicles, and to adjust the installed charging capacity of the charging infrastructure as well as possible.

Thus, the invention relates to a system for charging electric vehicles with electrical energy comprising:
. at least a first charger and a second charger, each charger being suitable for supplying instantaneous electrical energy for charging an electric vehicle, said electrical energy having different electrical charging characteristics,
. a switching system adapted to alternatively connect or not the electric vehicles to the first charger or to the second charger,
. a computerized module for receiving a control system suitable for receiving electrical charge demand information from electric vehicles,
. a processor of a control system adapted to determine, in a repeated manner, a map of connections between the electric vehicles and the chargers, as a function at least of the charging request information received and of the said electrical charging characteristics,
the control system being adapted to repeatedly control the switching system to electrically connect one of the electric vehicles to the first charger and another of the electric vehicles to the second charger.

Thanks to these arrangements, many electric vehicles can be charged over a given period of time using fewer chargers. Parking spaces may not be reserved for electric vehicles only.

Depending on various aspects, it is possible to provide one and/or the other of the provisions below.

According to one embodiment, the processor is suitable for determining the map of connections from one and/or more electrical load demand information chosen from:
- information on the time of arrival of an electric vehicle at the charging system;
- information on the estimated departure time of an electric vehicle from the charging system;
- information on the estimated duration of presence of an electric vehicle in the charging system;
- information on the initial charge level of an electric vehicle;
- Information on the desired final charge level for an electric vehicle;
- instantaneous charge level information for an electric vehicle;
- a set of physical parameters of the state of an electric vehicle such as the temperature of the battery, its electrical voltage.

According to one embodiment, the processor is suitable for determining the map of connections also from information chosen from:
- instantaneous time information provided by a clock;
- information on the availability of the energy source such as the electrical network.

According to one embodiment, the electrical charging characteristics of the chargers comprise an instantaneous direct current electrical charging power.

According to one embodiment, the processor is suitable for determining the map of connections by minimizing a difference between the nominal load power available at the level of the charging system and the load power consumed, taking into account, in terms of constraints, the configuration of the charging system, the current connection map and an estimate of the future charging demand.

According to one embodiment, the switching system comprises a switching device associated respectively with each charging location of an electrical device.

According to one embodiment, the charging system comprises a first electric line adapted to connect the first charger to an electric vehicle arranged at any location.

According to one embodiment, the charging system further comprises one and/or other of the following characteristics:
. the second charger is arranged in a location, and each location is provided with a second charger;
. a second electric line is adapted to connect the second charger to an electric vehicle arranged at any location.

According to one embodiment, the switching system comprises a plurality of switching devices, each switching device being able alternately:
- electrically connecting the location associated with the switching device to the first charger,
- electrically connect the location associated with the switching device to the second charger,
- electrically disconnect the location from any charger and any other charging location.

According to one embodiment, at least one of the chargers is mobile, the control system being adapted to repeatedly control the switching system to electrically connect one of the electrical devices to the first charger and another of the electrical devices to the second charger depending on the location of chargers.

According to one embodiment, the mobile charger connects to a power line at a location.

According to one embodiment, the mobile charger is an electric vehicle.

According to another aspect, the invention relates to a method for charging electrical devices with electrical energy in which, having:
- at least a first charger and a second charger, each charger being suitable for supplying instantaneous electrical energy for charging an electric vehicle, said electrical energy having different electrical charging characteristics
- a switching system adapted to alternatively connect or not the electric vehicles to the first charger or to the second charger,
- A computerized reception module of a control system receives electrical load demand information from electric vehicles;
- a processor of the control system determines, in a repeated manner, a map of connections between the electric vehicles and the chargers as a function at least of the electrical load demand information received and of the said electrical load characteristics,
- the control system repeatedly controls the switching system to electrically connect one of the electric vehicles to the first charger and another of the electric devices to the second charger.

According to another aspect, the invention relates to a computer program comprising instructions which, when the program is executed by a computer, lead the latter to implement this method.

Embodiments of the invention will be described below with reference to the drawings, briefly described below:

schematically represents a charging system according to one embodiment.

schematically represents a charging terminal equipping the charging system of Figure 1.

schematically represents a switching device equipping the charging system of Figure 1.

is a diagram similar to Figure 1, illustrating another embodiment.

is a diagram similar to Figure 1, illustrating another embodiment.

is a diagram similar to Figure 1, illustrating another embodiment.

In the drawings, identical references designate identical or similar objects.

DETAILED DESCRIPTION

FIG. 1 schematically represents a charging system 1 according to one embodiment. Charging system 1 includes a first charger 2a and a second charger 2b. Here, the chargers can be designated either by the general reference "2", or individually by the reference "2" followed by a letter. Each charger 2 is connected to an energy source, and is capable, instantaneously, of supplying electrical energy to an electric vehicle, according to a particular charging mode. In the present example, for simplicity, the electric charger 2a implements a single particular charging mode, namely, for example, a so-called “faster” charge according to the standards published and in force on the priority date of this patent application. This is for example a direct current load, with a power equal to or greater than 50 kW, or even 100 kW, or even 200 kW, or even 350 kW. The electric charger 2b implements a single particular charging mode, namely, for example, a so-called “slower” charge according to the standards published and in force on the priority date of the present patent application. This is for example a direct current charge, with a power lower than the power of the electric charger 2a, for example at most equal to 50 kW. Thus, the electric chargers 2a and 2b have different electric charging characteristics, and in particular a different direct current power. By “different”, it is understood here that the difference in electrical characteristics of the two chargers goes beyond the intrinsic dispersion between electrical chargers designed to be identical. The energy source from which the energy supplied by the charger 2 comes is for example one and/or the other of the electrical network, of a renewable energy source, of energy storage (battery , fuel cell with hydrogen storage, etc.).

In this example, the two chargers 2a, 2b are distant from each other.

The charging system 1 comprises an electric chain 3 extending from one of the two chargers to the other. The electric chain 3 is able to transport the electric energy coming from each charger 2 intended for electric vehicles (not shown) arranged in electric locations 5a-5h arranged along the electric chain 3 between the two chargers.

Charging system 1 further comprises a plurality of charging terminals. Here, the charging stations can be designated either by the general reference "4", or individually by the reference "4" followed by a letter. In this embodiment, the number of charging terminals 4 is greater than or equal to the number of chargers 2. The various charging terminals 4 are interposed between the chargers. More specifically, the arrangement in the embodiment of FIG. 1 is as follows, from left to right: charger 2a, then charging terminal 4a, then charging terminal 4b, then charging terminal 4c, and so on, until the charging terminal 4h, and finally the charger 2b.

The chargers 2 and the charging terminals 4 are arranged along the electrical chain 3. Thus, by “interposed between” two devices, it is meant that the charging terminal is between two other devices along the electrical chain 3.

Each charging terminal 4 serves an electric vehicle charging location. Here, the charging slots can be designated either by the general reference "5", or individually by the reference "5" followed by a letter. The letter designating the charging slot is the same as the letter designating the charging station associated with the charging slot.

Each charging location 5 is capable of receiving an electric vehicle capable of being charged with electrical energy by the charging system 1 via the associated charging terminal 4.

The charging system includes a switching system 6. The switching system 6 includes a set of switching devices. The switching devices can be designated either by the general reference "7", or individually by the reference "7" followed by a letter. A switching device 7 is associated with each charging terminal 4. The letter designating the switching device is the same as the letter designating the charging terminal associated with the switching device.

Each switching device 7 is electrically connected to the charging terminal 4 with which it is associated. The switching devices 7 are also interposed one between the other along the electric chain 3.

In addition, switching devices 7 are connected one by one by an electric line of the electric chain 3. Each switching device 7, associated and connected to a charging terminal 4, allows the connection to the charger 2a on the one hand or to the charger 2b on the other hand via the electric chain 3.

A switching device 7 is adapted to be able to be switched between several configurations. Depending on the configurations (for the illustrative example of charging station 4a):
- The switching device 7a allows electrical connection of the charging terminal 4a with which it is associated with the charger 2a,
- the switching device 7a allows electrical connection of the charging terminal 4a with which it is associated with the charger 2b,
- The switching device 7a does not connect the charging terminal 4a with which it is associated with any charger and electrically isolates the terminal 4a from the chargers and the other charging terminals.

Moreover, the switching system 6 is configured so that, if a charging terminal 4 is connected to a charger 2, the other charging terminals are not connected to this charger 2.

It follows that, instantaneously, a charger 2 is connected to at most a single charging terminal 4.

The charging system 1 also comprises a control system 8. The control system 8 is in communication, wired or wireless, with each of the switching devices 7. The control system 8 is configured to repeatedly control the switching devices 7 between their three configurations.

The control system 8 is clocked by a clock, for example according to a predetermined rate. The rate can for example be parameterized, and modified over time. According to an exemplary embodiment, the rate is one verification operation of a need for switching every 5 minutes. It is for example possible to provide an operation for verifying a need for switching according to a frequency comprised between once every ten seconds and once every twenty minutes.

This determination is not necessarily periodic. For example, provision can be made for a new switching necessity verification operation to be implemented on connection of a new vehicle or on disconnection of a new vehicle.

When an operation for verifying a need for switching is triggered, the control system 8 verifies the need for switching. Depending on the result of this operation, either the control system 8 does not control any switching, or the control system 8 controls one or more switchings of the switching devices 7. Since each switching device 7 has three configurations, we call “ switching” the switching of a switching device 7 from its current configuration to another configuration. As will be seen below, this switching control may require the switching of several switching devices 7, or even of several individual switches forming part of the switching devices 7.

FIG. 2 schematically represents a charging station 4. Charging station 4 may comprise a support 9 delimited by a casing 10, and fixed to the ground. The support 9 receives a charging cable 11 comprising a first end 11a and an opposite second end 11b. The first end 11a is electrically connected to the switching device 7. The second end 11b comprises a charging interface adapted to be electrically connected to a complementary charging interface of the electric vehicle.

Although, in the diagram, the switching device 7 is shown as integrated into the charging terminal 4, this is not necessarily the case. The switching device 7 can be adjacent to the charging terminal.

As will be understood from the following description, the charging terminal 4 can comprise various electronic components. These can be electrically powered by an electrical connection from the charging terminal 4 to the mains. This electrical connection can, if necessary, be made via the electrical chain 3. In particular, as shown in Figure 2, the electrical chain 3 comprises, upstream of the charging terminal 4, an electrical harness which comprises one or more wires which are electrically connected to the switching device 7, and one or more wires which are electrically connected to the electronic components of the charging terminal 4 (materialized, in the example, by the electronic interface 12 presented below below) for the power supply of these components.

The charging terminal 4 can also comprise an electronic interface 12 adapted to allow communication between the motor vehicle associated with the charging terminal 4 and the charging system 1. Several variants are possible for the electronic interface 12. According to one example, provision may be made for the electronic interface 12 to include means for sending information to the user and/or means for receiving information from the user. According to the embodiments, it is possible, for example, to provide a screen and keyboard system, or a screen equipped with a touch screen, and/or a communication system with a portable computer device of the user, and/or with a computer device of the vehicle, making it possible to exchange information via the man-machine interface of one and/or the other of these computing devices.

The charging system 1 comprises a communication system adapted to allow the transfer of information between the various components which need it. The electronic interface 12 described above forms part of this communication system. The communication system can also comprise a communication system between the charging terminal 4 and the control system 8. The control system 8 therefore comprises an information reception module. Provision is made, for example, for wired communication between the charging terminal 4 and the control system 8, to transmit information between the charging terminal 4 and the control system 8. In particular, the electrical chain 3 can be used for the transmission of these information. This therefore comprises wires which allow the transfer of information between the charging terminal 4 and the control system 8, for example via the charger 2a. The information in question includes, for example, that entered, or part of that retrieved via the electronic interface 12 of the charging terminal 4. The information in question may also include information from the vehicle (for example from the vehicle battery) , and transmitted by the vehicle to the charging station 4. The information in question may also include an identifier of the charging station 4 to be associated with the above-mentioned information.

Alternatively, the communication system may include a communication system between the control system 8 and the user directly. It is for example possible to provide a wireless communication system between the control system 8 and the user's portable computer device, and/or with a vehicle computer device.

According to one example, the electrical load demand information communicated to the control system 8 can comprise one and/or the other of the following information, associated with each other:
. an identifier of an electric vehicle;
. an identifier of a user;
. an identifier of a charging station;
. information on the time of arrival of an electric vehicle at a charging station;
. information on the estimated departure time of an electric vehicle from the charging station;
. information on the estimated duration of presence of an electric vehicle at a charging station;
. information on the initial charge level of an electric vehicle;
. desired final charge level information for an electric vehicle;
. instantaneous charge level information of an electric vehicle;
. a set of physical parameters of the battery of the vehicle such as for example the temperature or the electrical voltage at the level of the battery.

The control system 8 can, in addition, exploit one and/or the other of the information below:
. information on the availability of the energy source such as the electrical network;
. information relating to one or more electrical charging characteristics of each charger, such as, for example, the direct current charging power.

In addition, the control system 8 has instantaneous time information provided by a clock.

The information in question is either provided by the user, the vehicle, the charging station, the charger, the energy source, or, in certain cases, estimated by the control system 8.

The control system 8 comprises a processor adapted to determine, repeatedly, a mapping of connections between the charging terminals and the chargers, according to the information available. The connection map is determined by the processor in order to respond optimally to a charging request by electric vehicles. The optimal way is determined by one or more rules stored and accessible to the processor. These rules are, if necessary, configurable. According to an exemplary embodiment, the processor minimizes a difference between the nominal charging power available at the level of the charging system and the charging power consumed, by taking into account, in terms of constraints, the configuration of the charging system, the mapping current load and an estimate of future load demand.

To determine the connection map, the processor can for example take into account the current connection map.

Following the establishment of the connection map, the control system 8 can control the switching of one or more switching devices 7, to respect the determined connection map.

In some cases, the connection map determined is unchanged with respect to the previous connection map and, in this case, the control system does not control any switching.

FIG. 3 schematically represents a switching device 7 according to one embodiment. The switching device 7 comprises three connection interfaces: A connection interface 13a with the first charger 2a, a connection interface 13b with the second charger 2b, a connection interface 13c with the cable 11.

The switching device 7 comprises electrical wirings making it possible to establish various electrical connections. Electrical wiring can be designated either by the general reference "15", or individually by the reference "15" followed by a letter. The switching device 7 comprises various individual switches. The individual switches can be designated either by the general reference "14", or individually by the reference "14" followed by a letter. Different variants of the arrangement presented are possible to obtain the same switching functions.

An electrical wiring 15a connects the connection interface 13a to the connection interface 13c. A switch 14a equips this electrical wiring. An electrical wiring 15b connects the connection interface 13b to the connection interface 13c. A switch 14b equips this electrical wiring. A security system is configured so that only one of the switches 14a, 14b can be closed at a time.

A power line 16a connects the connection interface 13a to the first charger 2a. A power line 16b connects the connection interface 13b to the second charger 2b. Electric lines 16a and 16b are included in electric chain 3.

Each individual switch 14 can alternately assume the closed state (the current passes) or the open state (the current does not pass).

In the diagram of figure 3, the two switches are in the open state. Therefore, in this configuration, cable 11 is not powered.

The following configurations of the switching device 7 are possible (“F” represents the “closed” state, and “O” represents the “open” state):

# Switch 14a Switch 14b Configuration XX O O Open, the vehicle is electrically isolated from the system AA F O The vehicle is plugged into the 2a charger for faster charging BB O F The vehicle is connected to the 2b charger for a slower charge

The faster “AA” charging configuration of a vehicle by the charger 2a requires that the interface 13c of each of the other charging terminals 4 be electrically disconnected from the interface 13a thereof; and that it is isolated from the charger 2a. Thus, the switching devices 7 of the other load terminals 4 must be in the "XX" or "BB" configuration.

The slower "BB" charging configuration of a vehicle by the charger 2b requires that the interface 13c of each of the other charging terminals 4 be electrically disconnected from the interface 13b thereof; and that it is isolated from the charger 2b. Thus, the switching devices 7 of the other load terminals 4 must be in the “XX” or “AA” configuration.

The implementation of an embodiment of the invention will be described below.

It can be assumed that initially no electric vehicles are connected to charging system 1. Fossil fuel vehicles may be parked at various locations but are not connected. If no vehicle is connected, the control system 8 can be deactivated. All of the switching devices 7 can be in their open “XX” configuration.

A first electric vehicle VE1 is parked at a location. To fix ideas, the electric vehicle VE1 parks in location 5c. The user of the electric vehicle VE1 electrically connects the vehicle using cable 11 from terminal 4c.

The control system 8 receives the following information: the identifier of the charging terminal 4c from the latter, information on the time of arrival of the electric vehicle at the charging terminal 4c from a clock, information on the level of charge EV initialization from the EV processor. For example, this information is transmitted by a wireless communication system between each charging station and the control system 8. Connecting the charging station to the electric vehicle triggers the sending of information from the charging station 4c to the control system 8. The clock is for example centralized at the level of the control system 8.

The control system 8 can also receive one and/or the other of the following pieces of information from the user: information on the estimated time of departure of the vehicle, or information on the estimated duration of the presence of the vehicle at the charging station , and desired final charge level information for the electric vehicle associated with the charging station.

As discussed above, this information is provided by the user via the human-machine interface of the charging station, a portable processor of the user, and/or a processor of the vehicle. If necessary, failing to receive this information, the control system may use pre-recorded parameters. According to one example, the estimated duration of presence is fixed at a predetermined value, for example two hours (parameterized according to the operation of the system, for example between one hour and ten hours). According to one example, the desired final charge level information for the electric vehicle can for example be set to "full of energy" or to "without setpoint", in which case the control system 8 will charge the vehicle as best as possible according to the other constraints.

At a certain moment, the control system 8 establishes the connection map.

Given that only one vehicle is to be charged, the control system 8 establishes a connection map by which the vehicle of the location 5c is charged by an available charger. Based on the information, the control system determines whether the vehicle in slot 5c is to be charged by means of faster charging or slower charging. In the present case, the control system 8 determines that the vehicle of the location 5c is to be charged by a faster charge, and therefore by the charger 2a.

The control system 8 controls the switching system 6 to electrically connect the charging terminal 4c to the first charger 2a via the electric chain 3.

The map is as follows:

2a 7a 7b 7c 7d 7th 7f 7g 7am 2b XX XX AA XX XX XX XX XX

It will be noted that alternatively, if the control system 8 determines that the vehicle of the location 5c is to be charged by a slower charge, the vehicle could be charged by the charger 2b. The connection map would then be different:

2a 7a 7b 7c 7d 7th 7f 7g 7am 2b XX XX BB XX XX XX XX XX

Regularly, the control system 8 establishes a connection map. As long as the electric vehicle requires faster charging, a priori, there is no need to change the connection map.

At a certain moment, depending on the information, the control system determines that the vehicle of the location 5c is to be charged by means of a slower charge, and consequently by the charger 2b. This information is for example:
. the battery level,
. power reduction information from the vehicle to control the temperature of the battery,
. power reduction information from the energy source,
. the arrival of another priority vehicle requiring faster charging.

In this case, the control system 8 controls the switching system 6 to electrically connect the charging terminal 4c to the second charger 2b via the electric chain 3. Typically, the control system takes into account that a charger faster should not be used to ensure the continuation of the charging of the battery of the electric vehicle. In this case, if you have a slower charger, and if another electric vehicle can benefit from a faster charge, it is more efficient to finalize the charge of the electric vehicle with the "slower" charger.

Whether it is charged by the first charger 2a or the second charger 2b, if the electric vehicle reaches the charging set point, or if the charging service is interrupted, the control system 8 is interrupted.

In some cases, the vehicle VE1 is being charged by the charger 2a when a second electric vehicle VE2 requests access to the service. The request for access to the service for the vehicle VE2 is made in the same way as for the vehicle VE1, described above.

To fix ideas, in a first embodiment, the second electric vehicle VE2 parks in location 5g.

At a certain moment, the control system 8 establishes the connection map.

Given that only two vehicles are to be loaded, the control system 8 establishes a connection map by which each loader loads a vehicle according to the information received and the established priorities.

If on arrival, the electric vehicle VE2 does not benefit from a higher priority service, there is no particular reason to reduce the charging power of the first vehicle VE1. The map is then as follows:

2a 7a 7b 7c 7d 7th 7f 7g 7am 2b XX XX AA XX XX XX BB XX

Regularly, the control system 8 establishes a connection map. As long as electric vehicles charge, a priori, the connection map will not change.

If, at some point, the control system 8 determines that it is more efficient to have the vehicle currently having the fastest charge charged by a slower charger, and the other vehicle charged by a faster, the control system controls a switching of the switching devices 7 in this direction. The map is then as follows:

2a 7a 7b 7c 7d 7th 7f 7g 7am 2b XX XX BB XX XX XX AA XX

This may be the case in particular if the electric vehicle arranged in location 7c has reached a high level of charge, while there is little time left to charge the vehicle arranged in location 7g.

If one of the electric vehicles reaches its charging setpoint, we return to a configuration where only one electric vehicle is to be charged, namely the one that has not reached its setpoint.

In this case, we find ourselves in the configuration described above with a single vehicle to be loaded.

In some cases, a third VE3 electric vehicle will request access to the charging service at the 5e location.

We place ourselves for example in a starting configuration as presented in Table 4 above, where vehicles VE1 and VE2 to be loaded are at locations 5c and 5g.

Charging system 1 can only charge two vehicles simultaneously.

At a certain moment, the control system 8 establishes the connection map.

This connection map is drawn up in such a way as to optimize the provision of the service to all applicants.

This goal can be achieved by determining the least bad instantaneous configuration.

The criteria making it possible to determine the least bad instantaneous configuration are parameterized in the control system 8.

The control system 8 therefore determines which are the two vehicles to be electrically charged during the next time interval. This determination can take into account information on the instantaneous charge level of the electric vehicles requesting the service. This information can be communicated either by the motor vehicle, or estimated by the control system 8 from the initial charge level and the charge level transmitted to this vehicle.

This determination can be made for example by searching for a minimum for a cost function determined or parameterized in the control system 8. The cost function aims to ensure that the response to the constraints of all the vehicles.

For example, if the estimated departure time of the vehicle VE1 is close, and that it is far from being loaded up to the desired level of charge at the start, that the level of charge desired by the vehicle VE3 is "free" , and the estimated departure times of the vehicles VE2 and VE3 are further away than that of the vehicle VE1, an optimal connection map can be, for the next time interval, to load the vehicles VE1 and VE2, and not to load the VE3 vehicle.

In this case, the arrival of the VE3 vehicle does not change the connection map presented above in the case where there are only two vehicles.

Continuing from the previous example, and assuming vehicle VE3 is parked in slot 5e, the splice map can be determined as follows:

2a 7a 7b 7c 7d 7th 7f 7g 7am 2b XX XX AA XX XX XX BB XX

Alternatively, in this example, the control system may determine that the vehicles to be charged are vehicles VE1 and VE3, respectively at locations 5c and 5e, and in this case the charging of vehicle VE2 is suspended and the connection map may be determined as follows:

2a 7a 7b 7c 7d 7th 7f 7g 7am 2b XX XX AA XX BB XX XX XX

Alternatively, in this example, the control system may determine that the vehicles to be charged are vehicles VE1 and VE3, respectively at locations 5c and 5e, and that vehicle VE3 has high priority and requires faster charging. In this case, the charging of the vehicle VE2 is suspended, and that of the vehicle VE1 switches to the slower charger 2b to allow faster charging of the vehicle VE3; the connection map can be determined as follows:

2a 7a 7b 7c 7d 7th 7f 7g 7am 2b XX XX BB XX AA XX XX XX

In the event that one of the vehicles interrupted the service, the next stage of determination would be made with the remaining vehicles. We then return to the two-vehicle configuration presented above.

In the case of three vehicles being loaded, the control system 8 regularly redefines the loading map according to the information available at that moment. This is because charging speed may decrease as the vehicle battery charge percentage reaches high levels. It would then be wiser to give the priority of faster charging to a vehicle with a low level of charge. For example, if two vehicles being loaded are close to reaching the required level of charge, it becomes more and more penalizing not to load the third vehicle at all.

At any time, a fourth vehicle may request access to the service.

The operation, described above, for three vehicles, can be extended to four vehicles.

In the example shown, the number of slots between the two chargers is eight. In this example, up to eight vehicles can simultaneously access the service provided by two chargers.

The total number of slots served by the two chargers depends on the configuration of the system installation.

In theory, there is no limit to the maximum number of locations served by the two chargers. However, for practical reasons, and to maximize the chances of being able to provide efficient service, the number of locations served by two chargers can typically be less than 50, or even 20, or even 10.

A high number of slots is possible in parking areas where the density of electric vehicles is low, and where the time intervals for charging electric vehicles are highly variable depending on the vehicle. Thus, fossil fuel vehicles can park on spaces, which are not reserved for electric vehicles.

For the management of electric vehicle fleets, where the density of electric vehicles is high, and where all the electric vehicles are to be charged at the same time, a reduced number of slots per charger is preferred.

FIG. 4 schematically represents another embodiment of the invention.

This embodiment is in fact similar to that of FIG. 1, except that the two chargers 2a, 2b are juxtaposed, and that there are more charging terminals arranged on the electric chain 3. In practice , the two chargers could share one cabinet.

Other configurations can be considered based on the configurations described above. In particular, provision can be made to equip a car park with numerous chargers connected two by two by electric chains, according to a wide variety of configurations.

Alternatively, a charger can be connected to more than two power chains.

FIG. 5 schematically represents another embodiment. The electric chain 3 includes a first electric line 16a which connects the first charger 2a to each of the charging terminals 4. The electric chain 3 also includes a second electric line 16b, which connects the second charger 2b to some of the charging terminals 4, and a third electric line 16c which connects the third charger 2c to certain other charging terminals 4, as shown in FIG. 5. Each charging terminal 4 is connected at least to the second charger 2b or to the second charger 2c. The chargers 2b and 2c are identical chargers, having the same electrical charging characteristic. In particular, the architecture can provide that the number of so-called "faster" chargers is strictly lower than the number of so-called "slower" chargers, as represented, because it is expected that more vehicles will need, simultaneously, a charge slower than a faster charge.

FIG. 6 schematically represents another embodiment of the invention. According to this embodiment, the electric chain comprises a single electric line 16a. Each charging terminal 4 incorporates a local electric charger 2b, 2c, etc. having the second electric charging characteristic. If an electric vehicle, present in a location, is electrically charged, it is either by the local electric charger, or by the first electric charger 2a via the first electric line 16a.

According to one embodiment, provision could be made for at least one of the chargers 2a, 2b, 2c to be mobile. Reference is made, for example, to the mobile chargers described in US patent 9,592,742 or in international patent application WO 2018/140,886. Such mobile chargers can be used to charge remote electric vehicles, parked in locations not equipped by the invention. Also, if the constraints imposed by the electric vehicles to be charged allow it, and if charging slots 5 are available for a mobile charger to park there, the control system can determine a connection map that supplies the mobile charger. The mobile charger can then connect electrically to the electric chain via a charging terminal 4.

It should be noted that, as a variant or in addition, an electric vehicle can be used as a source of energy. In this case, the chargers are bi-directional.

Each of the chargers 2 is equipped with power electronics equipment: current converter, energy meter, protection equipment, and communication cards with the vehicle to be loaded.

The description above has been made for a given charging standard, for example the "Chademo" standard. Alternatively, this description can be made for any other charging standard, for example “Combo CCS”.

The electric chain 3 comprises several electric lines (of different voltages, making it possible to pass different levels of quantity of electric current) whose number, physical characteristics, lengths and cable sections are determined, according to the embodiments, among others by the power of the current supplied, the distances between objects, the connection standards for charging vehicles, the communication and the IT necessary for the correct operation of the charging system 1.

If necessary, provision can be made for each charging terminal to be capable of charging the electric vehicle located at this location according to several distinct charging standards. In this case, it is enough to equip the chargers and the electric chains for each standard.

Additional information available to the control system 8, and used for establishing the connection map, is the vehicle load standard.

References

Charging system 1
Chargers 2, 2a, 2b, 2c
Electric chain 3
Charging station 4
Charging slot 5
Switch system 6
Switching device 7
Control system 8
Bracket 9
Case 10
Cable 11
Electronic interface 12
Connection interface 13a, 13b, 13c
Switch 14
Electrical wiring 15
First power line 16a
Second power line 16b
Third power line 16c

Claims (14)

Electrical energy charging system for electric vehicles comprising:
. at least a first charger (2a) and a second charger (2b), each charger (2a, 2b) being suitable for supplying instantaneous electrical energy for charging an electric vehicle, said electrical energy having different electrical charging characteristics,
. a switching system (6) adapted to alternatively connect or not the electric vehicles to the first charger (2a) or to the second charger (2b),
. a computerized module for receiving a control system (8) adapted to receive electrical charge demand information from electric vehicles,
. a processor of a control system (8) adapted to determine, in a repeated manner, a mapping of connections between the electric vehicles and the chargers (2), as a function at least of the charging demand information received and of the said electrical characteristics of charge,
the control system (8) being adapted to repeatedly control the switching system (6) to electrically connect one of the electric vehicles to the first charger (2a) and another of the electric vehicles to the second charger (2b). Charging system according to claim 1, in which the processor is suitable for determining the connection map from one and/or more electrical load demand information chosen from:
- information on the time of arrival of an electric vehicle at the charging system;
- information on the estimated departure time of an electric vehicle from the charging system;
- information on the estimated duration of presence of an electric vehicle in the charging system;
- information on the initial charge level of an electric vehicle;
- Information on the desired final charge level for an electric vehicle;
- instantaneous charge level information for an electric vehicle;
- a set of physical parameters of the state of an electric vehicle such as the temperature of the battery, its electrical voltage. Charging system according to claim 1 or 2, in which the processor is adapted to determine the mapping of connections further from information chosen from among:
- instantaneous time information provided by a clock;
- information on the availability of the energy source such as the electrical network. Charging system according to one of Claims 1 to 3, in which the electrical charging characteristics of the chargers comprise an instantaneous electrical power of direct current charging. Charging system according to one of Claims 1 to 4, in which the processor is adapted to determine the map of connections by minimizing a difference between the nominal charging power available at the level of the charging system and the charging power consumed, by taking into account, in terms of constraints, the configuration of the charging system, the current connection map and an estimate of the future charging demand. Charging system according to any one of Claims 1 to 5, in which the switching system (6) comprises a switching device (7) associated respectively with each charging location (5) of an electrical device. Charging system according to claim 6, comprising a first electric line (16a) adapted to connect the first charger (2a) to an electric vehicle disposed at any location (5). Charging system according to claim 7, further comprising one and/or the other of the following features:
. the second charger (2b) is arranged in a location (5), and each location (5) is provided with a second charger (2b);
. a second electric line (16b) is adapted to connect the second charger (2b) to an electric vehicle disposed at any location (5). Charging system according to one of Claims 6 to 8, in which the switching system (6) comprises a plurality of switching devices (7), each switching device (7) being able alternately:
- electrically connecting the location (5) associated with the switching device (7) to the first charger (2a),
- electrically connect the location (5) associated with the switching device (7) to the second charger (2b),
- electrically disconnecting the location (5) from any charger (2a, 2b) and from any other charging location (5). Charging system according to one of Claims 1 to 9, in which at least one of the chargers (2a, 2b) is movable, the control system (8) being adapted to repeatedly control the switching system (6) for electrically connecting one of the electric devices to the first charger (2a) and another of the electric devices to the second charger (2a, 2b) depending on the location of the chargers (2). Charging system according to claim 10 and claim 7 or claim 8, wherein the mobile charger (2) connects to a power line (16a, 16b) at a location (5). Charging system according to Claim 10 or 11, in which the mobile charger (2) is an electric vehicle. Method for charging electrical devices with electrical energy in which, having:
- at least a first charger (2a) and a second charger (2b), each charger (2a, 2b) being suitable for supplying instantaneous electrical energy for charging an electric vehicle, said electrical energy having different electrical charging characteristics
- a switching system (6) adapted to alternatively connect or not the electric vehicles to the first charger (2a) or to the second charger (2b),
- a computerized reception module of a control system (8) receives electrical charge demand information from electric vehicles;
- a processor of the control system (8) repeatedly determines a map of connections between the electric vehicles and the chargers (2) as a function at least of the electric load demand information received and of the said electric load characteristics,
- the control system (8) repeatedly controls the switching system (6) to electrically connect one of the electric vehicles to the first charger (2a) and another of the electric devices to the second charger (2b). Computer program comprising instructions which, when the program is executed by a computer, cause the latter to implement the method according to claim 13.