IT201800002474A1 - SYSTEM FOR PROVIDING ELECTRICITY TO AN ELECTRIC VEHICLE - Google Patents

Description

DESCRIPTION of the industrial invention entitled:

"System to supply electricity to an electric vehicle"

Field of the invention

This description refers to a system capable of providing electricity to an electric vehicle, such as an electric bicycle, an electric scooter or an electric car.

Background

Figure 1 shows an example of an electric bicycle 10. An electric bicycle 10 is similar to a conventional bicycle by having a first wheel 102 in the front and a second wheel 104 in the rear. In the example considered, the bicycle 10 also comprises the conventional arrangement of pedals 106 and crankset, consisting of pedal cranks 108 and one or more front chainrings 110. In particular, the front chainring 110 is connected to a chain 112 which drives a rear chainring 114 mounted coaxially with the rear wheel 104.

In the case in question, the electric bicycle 10 operates in the electrically assisted pedaling mode, so-called e-bike. In particular, in the example considered, the rear crown 114 is not fixedly mounted on the hub 116 of the rear wheel 104 to directly drive that wheel. Instead, the rear sprocket 114 drives certain components of an electromechanical transmission arrangement which are housed within the hub 116. Alternatively or in addition, an electromechanical transmission arrangement may be provided in the hub of the front wheel 102.

As shown in Figure 2, the electromechanical transmission arrangement comprises at least one electric motor 130 which is driven by a control circuit 20 which connects the motor 130 selectively to a battery 30. Such electromechanical transmission arrangements are well known, for example from the document US 2012/0012412 A1, the contents of which are incorporated herein by reference.

Figure 2 also shows an example of the control circuit 20 for the electromechanical transmission arrangement. In the example considered, the control circuit 20 comprises an electronic control unit 202, a battery management control unit 204 and a driving circuit 206 of the electric motor 130. Normally the electronic control unit 202 is implemented with a microprocessor programmed by software code. In most cases the battery management control unit 204 is a bi-directional electronic converter which supplies a regulated voltage to the driver circuit 206, while the driver circuit 206 generates one or more driving signals for the electric motor 130 in function of one or more control signals received by the electronic control unit 202, such as for example a signal indicative of a required speed.

To implement an assisted mode, the control circuit 20 can comprise a sensor 214 configured to detect a parameter indicative of the required speed, such as for example a sensor configured to detect the rotation speed of the crank arm 108, of the front chainring 110 and / or of the rear crown 114.

In general, the electromechanical transmission arrangement may also comprise a generator 140 configured to produce electrical power. For this purpose, the generator 140 can be connected by means of a control circuit of the generator 208 to the battery management control unit 204, thus charging the battery 30, for example when the bicycle 10 is stopped.

In general, the control circuit 20 can also comprise a user interface composed for example of a screen and / or one or more indicators 210 and one or more keys 212.

As also shown in Figure 1, components 202, 204, 206 and 208 are often located in a control housing / housing 120 mounted on the bicycle frame 10. The battery 30 is normally located within an additional battery housing 122 also hooked to the frame.

Similar control circuits 20 are also used in electric scooters or electric cars to power an electric motor 130 by means of a battery 30. For example, in an electric scooter the sensor 214 can be provided on the handlebar and in an electric car a pedal.

Such electric bicycles or even other electric vehicles powered by a battery 30 have the drawback that the energy used to drive the engine 130 is less than the energy supplied by the generator 140 (if provided). For this reason, the battery 30 needs to be recharged. For example, as shown in Figure 2, for this purpose the battery management control unit 204 is usually connected by means of a cable 22 to a mains socket. Then, once connected to the mains by the cable 22, the battery management control unit 204 can recharge the battery 30.

For example, a battery management control unit 204 is described in WO 2016/083877 A1, the content of which is incorporated herein by reference. Basically, this document describes a control circuit 20, in which the cable 22 is fixedly connected to the control circuit 20, and in which the cable 22 can be used not only to charge the battery 30, but also to lock the bicycle 10. Furthermore, this document describes solutions in which the bicycle 10 can be locked and / or unlocked by means of an application installed on a mobile device, such as for example a mobile phone.

Summary of the invention

The present description is intended to provide new solutions to simplify charging the battery of an electric vehicle.

According to one or more embodiments, one or more of the preceding objects are achieved through a system having the distinctive elements set out specifically in the following claims.

The claims form an integral part of the technical teaching provided herein in relation to the invention.

As mentioned above, various embodiments of the present description relate to a system for supplying electrical energy to an electric vehicle. In various embodiments, the electric vehicle comprises a motor, a battery and a control circuit. More specifically, the control circuit is configured to selectively connect the motor to the battery and to charge the battery when the control circuit is wired to a power source. Therefore, the electric vehicle can be an electric bicycle, such as an e-bike, or an electric scooter or an electric car.

Using different possible modes, the electric vehicle is charged by connecting it to the light pole. To this end, the system consists of a plurality of light poles, in which each light pole comprises a light source and a control circuit. In particular, according to various embodiments, the control circuit comprises an input configured to be connected to an electric line in which, in turn, the control circuit is arranged to receive a command from a control unit and to connect the light source at the input depending on the control command received. For example, according to different modes of implementation, the control circuit of the light pole and the control unit communicate through the conveyed waves, in which data transmission is carried out by means of the same electric line that supplies energy to the light poles.

In various embodiments, each light pole comprises at least one connector configured to be connected by the cable to the electric vehicle. For example, this cable can be fixed to one side of the electric vehicle, or in the specific case of the e-bike, to the control box positioned on the bike frame. Preferably the cable is reinforced, so as to implement an anti-theft chain. In this case, the connector can be a socket with locking elements and actuators which allow the cable to be selectively locked in the socket by form coupling.

In various embodiments, the control circuit of the electric vehicle stores a unique code and sends this unique code to the control circuit of the light pole when the electric vehicle is connected to the connector. For example, for this purpose, the control circuits can communicate via the cable or via a short-range radio frequency communication system.

In various embodiments, the lighting pole control circuit receives the unique code and can determine whether this code is enabled or not. For example, for this purpose, the control unit can check if the unique code is stored in a database. For example, in various embodiments, the lighting pole control circuit sends the unique code via the control unit to a remote server. Subsequently, the server carries out the appropriate checks and the control circuit of the lighting pole receives an enabling command from the remote server through the control panel. Therefore, in the event that said unique code is enabled, the control circuit of the light pole can supply energy to the connector, thus recharging the battery of the electric vehicle.

In various embodiments, the unique code can also be transmitted with a lock or unlock command. In this case, the electric vehicle control circuit can be configured to receive a lock or unlock command from a user and to forward the lock or unlock command to the light pole control circuit which, in response to the command , it can also lock or unlock the cable. For example, for this purpose an identification code can be associated with each electric vehicle and the system can comprise an additional server. In particular, this server is configured to receive a lock or unlock request from the user including the identification code of the electric vehicle. Subsequently, the server authenticates the user and sends a lock or unlock command to the control unit of the electric vehicle identified by the appropriate code.

In various embodiments, the control circuit of the light pole can also comprise one or more sensors configured to detect the energy supplied to the connector. In this case, the control circuit of the light pole can send the data that measure the energy used to a remote server.

Brief description of the drawings

Various embodiments will now be described, purely by way of non-limiting example, with reference to the attached figures, in which:

- Figure 1 shows an electric bicycle;

Figure 2 shows a block diagram of the control circuit for the electric bicycle of Figure 1;

Figure 3 shows a system for supplying electrical energy to an electric vehicle by means of a light pole;

- Figure 4 shows an electric power distribution system to a plurality of light poles as shown in Figure 3;

Figure 5 shows a first embodiment of the control circuit of the light pole of Figure 3;

Figure 6 shows a second embodiment of the control circuit of the light pole of Figure 3;

Figure 7 shows a third embodiment of the control circuit of the light pole of Figure 3;

Figure 8 shows an embodiment of the connection between the electric vehicle cable and the light pole of Figure 3;

Figure 9 shows an embodiment of a method for using the system of Figure 3; And

- Figure 10 shows a further embodiment of a system for providing electricity to an electric vehicle.

Detailed description of preferred embodiments

The following description illustrates various specific details aimed at an in-depth understanding of examples of one or more embodiments. The embodiments can be made without one or more of the specific details, or with other methods, components, materials, etc. In other cases, known structures, materials or operations are not shown or described in detail to avoid obscuring various aspects of the embodiments.

The reference to "an embodiment" in the context of this description indicates that a particular configuration, structure or feature described in relation to the embodiment is included in at least one embodiment. Therefore, phrases such as "in one embodiment", possibly present in different places of this description, do not necessarily refer to the same implementation modality. Furthermore, particular configurations, structures or features can be combined in a suitable way in one or more embodiments.

The references used here are for convenience only and therefore do not define the scope of protection or the scope of the forms of implementation.

In the following Figures 3 to 9, the parts, elements or components which have already been described with reference to Figures 1 and 2 are indicated with the same references used previously in these Figures; the description of these elements described above will not be repeated later in order not to overload the present detailed description.

As explained above, various forms of the present description relate to solutions for charging the battery of an electric vehicle 10, such as for example an electric bicycle / e-bike, an electric scooter or an electric car. For the general description of such an electric vehicle, reference can therefore be made to the description of Figures 1 and 2. In particular, by electric vehicle 10 we mean a vehicle which comprises at least one electric motor 130, a battery 30 and a control circuit 20 configured to selectively connect the motor 130 to the battery 30 and to charge the battery 30 when the control circuit 20 is connected to a power source. For example, in various embodiments, the control circuit 20 comprises a battery management control unit 204, such as a bidirectional electronic converter, configured to charge the battery 30 when an external power supply is supplied, for example through the electricity grid.

Therefore, normally the user must take the electric vehicle 10 to an electrical outlet, such as an electrical outlet at home or a public charging station. This is often difficult in large cities when the user does not have their own garage or in cities where the density of charging stations is low. For example, in most cases there are no charging stations for electric bicycles.

The problem becomes more important when electric vehicles are used in a sharing program between multiple users, so-called bike-sharing, car-sharing, etc. In fact, in this case, the creation of a network of ad hoc charging stations is envisaged and the user is obliged to return the electric vehicle to one of the charging stations, free at that time. For example, this solution is described in WO 2016/083877 A1, in which charging stations are provided (see in particular the description of Figure 3 of this document).

In various embodiments, this problem is overcome by using the street lighting poles in a capillary manner to supply the energy necessary for the electric vehicle 10, so as to charge the battery 30. For example, this is schematically shown in Figure 3, in which an electric bicycle 10 is connected by means of a cable 22 to a light pole 40.

In particular, the inventor observed that the density of the light poles 40 is very high in cities, thus providing a potential distribution network particularly suitable for charging electric vehicles 10. However, the light poles 40 are generally connected in series to a control panel and are switched on and off at the same time, ie the light poles 40 are not always powered, in particular during the day. However, the inventor noted that there are electronic remote control solutions that allow precise control of the single pole, in which the light pole 40 can be made electrically available 24 hours a day.

Figure 4 shows an embodiment of a system capable of supplying electrical energy 24 hours to the light poles 40.

In the embodiment considered, a plurality of light poles 40 is connected to an electric line 42. The electric line 42 is, in turn, connected to a control unit 44. In particular, the control unit 44 supplies electricity to the line 42 and then to the light poles 40. However, even if the light pole 40 is powered, the respective light source (s) L are not necessarily on.

In particular, even if the control panel 44 can be configured to selectively interrupt the power supply on line 42, for example for protection reasons, the control panel 44 is configured to supply current 24 hours a day on line 42 during normal operation, i.e. both in case of switching on and in case of switching off of public lighting.

In the embodiment considered, each light pole 40 comprises a control circuit 46 which selectively supplies current to the respective light source L. In general, the control circuit 46 can be integrated into the light pole 40 or mounted externally thereto, for example in case of relamping of an existing light pole.

In particular, as also shown in Figure 5, the control panel 44 comprises a transceiver 440 and the control circuit 46 of each light pole 40 comprises a transceiver 460. For example, in various embodiments, the transceivers 440 and 460 are configured to communicate by means of conveyed waves, in which data transmission takes place through the electric cable 42 used to supply electricity to the light poles 40.

More in detail, in the embodiment considered, the transceiver 440 is configured to send control commands to the transceiver 460 to turn on or off the respective lighting source L. For example, in Figure 5 a control circuit 46 is schematically shown which comprises in addition to the transceiver 460 an electric or electronic switch SW1, such as for example a relay, connected between the line 42 and the light source (s) L of the light pole 40. The control circuit 46 further comprises a control unit 462 configured for selectively open or close switch SW1 according to the commands received from the transceiver 460. In various embodiments, the control unit 462 can also send data on the operating conditions of the respective lighting source L by means of the respective transceiver 460 to the transceiver 440.

In various embodiments, each transceiver 460 can have an associated address / code which is unique at least for each line 42. Therefore, in the embodiment considered, the control unit 44 can communicate individually with each light pole 40. As shown in Figure 4, the control unit 44 can also be connected to a remote server 52, for example by means of a communication network 50, such as for example a network of the Wide Area Network, for example the Internet. Therefore, the remote server 52 can be used to control and / or monitor the operation of a plurality of control units 44 and of the respective light poles 40.

Therefore, in the embodiment considered, the control circuit 46 comprises an input I for connection to the electric line 42 and an output O for connection to at least one light source L. As explained above, the input I always receives energy, while the control circuit 46 monitors the signals on the line 42 at the input I to detect control commands for supplying energy to the output O, or to the light source (s) L. Each light pole 40 is therefore electrically independent. In addition, thanks to the conveyed wave technology, circuits 440 and 460 use the power line 42 which powers the light pole 40 to transfer data and information, eliminating the installation of additional cables. For example, a lighting system of this type with related transceivers is described in EP 0711 498, the content of which is incorporated herein by reference.

In the embodiment described above, the light poles 40 are preferably street lamps for street lighting, squares and / or sidewalks. Instead of street lamps, traffic lights with a similar control system can also be used. For example, in this case, the light pole can comprise three switches SW1 to selectively switch on three light sources (respectively red, yellow and green) as a function of a control command received from the control unit 44.

Figure 6 shows a modified light pole 40 which allows to power an electric vehicle 10.

In particular, in the embodiment considered, the light pole 40 comprises at least one connector P, for example in the form of a female socket, for connection to the electric vehicle 10. More in detail, in the embodiment considered, the light pole 40 it comprises a first socket P1 connected directly to input I, that is to line 42. Therefore, connector P1 directly supplies power applied to line 42, such as for example 230 VAC. However, in general, the power supply supplied through the P connector could also be a regulated voltage. For example, Figure 5 shows an electronic converter 464 which supplies a direct voltage to a P2 connector and whose voltage is suitable for the type of electric vehicle being recharged. Therefore, in general, the light pole 40 includes at least one connector P (P1 / P2) to provide a power supply in turn received through the line 42 applied to input I.

Therefore, by connecting the electric vehicle 10 by means of a cable 22 to the connector P (P1 or P2, according to the required power supply), the light pole 40 can be used to charge the battery 30 of the electric vehicle 10 by means of the respective management unit of the battery 204. In general, more connectors of the type P1 and / or of the type P2 can also be provided according to the characteristics of the electric vehicle 10 and the number of electric vehicles 10 to be charged.

This embodiment has the drawback that the connector (s) P (P1 / P2) provide energy 24 hours a day, thus allowing anyone to be able to draw electricity from the light pole 40.

Figure 7 shows a modified embodiment to obviate the above technical problem. In particular, in the embodiment considered, the control circuit 46 comprises a transceiver 466 configured to exchange data / information with the control unit 202 of the electric vehicle 10. In general, the communication between the transceiver 466 and the control unit control 202 can be via cable, for example by providing a further connection in the connector P (P1 / P2) and an additional electric wire in the cable 22, or without cable, for example by means of a short-range radio frequency communication system, such as for example Bluetooth®, Near Field Communications (NFC), and / or Radio-Frequency Identification (RF-ID).

In particular, in the embodiment considered, each control unit 202, or each electric vehicle 10, has associated a unique code. Furthermore, when an electric vehicle 10 is connected to the connector P (P1 / P2), the transceiver 466 is configured to detect this unique code and transmit it to the control unit 462 of the light pole 40.

Therefore, knowing the unique code, the control unit 262 can check if the code is enabled and then selectively supply power to the P connector (P1 / P2). For example, in the embodiment considered an electric or electronic switch SW2 is shown, such as a relay, configured to selectively connect the connector P1 to input I, or to line 42, as a function of an enabling signal EN received from the control unit 462. Additionally or alternatively, the enable signal EN can be used to enable the electronic converter 464 connected to connector P2.

In general, the control unit 462 checks if the code of the electric vehicle 10 is stored in a database of enabled codes and / or disabled codes. In general, this database can be stored in the control unit 462, the control unit 44, or a remote server, such as the server 52. For example, in various embodiments, the control unit 462 is configured to transmit the unique code by means of the transceiver 460 to the control panel 44, which in turn can send the unique code to the remote server 52. Therefore, the remote server 52 can access the database which includes the unique codes enabled and / or disabled. In general, this database can be stored inside the server 52 or managed by an additional remote server, such as an electric vehicle manager server (70, which will be described below with reference to Figures 9 and 10)

Therefore, the remote server 52 returns to the control center 44 a series of data including that showing the information regarding the enabling or disabling of the code. At this point, the control unit 44 can send a new command to the control unit 462 that indicates whether the P connector (P1 / P2) can be powered or not (using the S2 switch or the 464 power supply).

In various embodiments, the control unit 462 can detect consumption data (ie data indicating the amount of energy supplied to the connector P1 and / or P2). For example, for this purpose the control unit 462 can include a sensor S1 and / or a sensor S2 configured to monitor the current and / or voltage supplied respectively by the connector P1 and / or P2. In this case, the control unit 462 can send such consumption data (possibly also comprising the unique code of the electric vehicle 10 connected to the respective connector P) by means of the transceiver 460 to the control unit 44, which in turn can send the consumption data to the remote server 52. Therefore, the remote server 52 can constitute an interface that allows to manage each light pole 40 as a charging point for electric vehicles 10 and / or to monitor the energy consumption for each electric vehicle 10.

In various embodiments, the connector P (P1 and / or P2) can also be configured as described in WO 2016/983877 A1. In particular, in this document the electric cable 22 used to charge the battery of the vehicle 10 is integral with the casing of the control box 120. Furthermore, the cable 22 is mechanically strengthened, for example by means of a core implemented with a metal cable thicker, in order to perform the function of anti-theft chain. Therefore, the connector P (P1 and / or P2) can be formed as a female socket in such a way as to mechanically lock the cable 22.

For example, Figure 8 shows an embodiment of a P socket, such as for example the P1 socket or the P2 socket. In the embodiment considered, the socket P comprises two metal contacts 60 and the cable 22 includes a connector 220 in turn comprising two metal contacts 224 which are complementary to the metal contacts 60. For example, in the embodiment considered, the metal contacts 224 are pins.

In this case, the connector 220 comprises block formations, for example in the form of a groove. Vice versa, the socket P comprises at least one element which can be displaced in such a way as to lock the block formations of the connector 220 by shape coupling. In the embodiment considered, two elements 62 and 64 preferably electro-mechanically displaceable as a function of a control command are highlighted. piloting received by the control unit 462, for example through the respective electromechanical actuators 66 and 68.

Therefore, when the control unit 462 activates the power supply to the socket P (P1 and / or P2), the control unit 462 can also operate the locking means, for example moving the elements 62 and 64 by means of the actuators 66 and 68, in such a way as to block the cable 22 in the socket P. Preferably, the control unit 462 first blocks the cable 22 and then activates the power supply.

Figures 9 and 10 show an example of the use of the system just described.

After an initiation step 1000, a user USR unlocks the electric vehicle 10. In particular, in various embodiments, the user interacts for this purpose with the control circuit 20 of the vehicle 10, in particular with the control unit 202. For this purpose the user USR can directly or indirectly send an unlock command to the control unit 202. For example, in various embodiments, the user USR can directly send an unlock command to the control unit 202 using the 212 keys or a communication interface. In this case, the release command can comprise a predetermined alphanumeric code.

Alternatively, particularly in the case of shared vehicles, the USR user can start a specific application on their mobile device and scan an identification code applied to the vehicle 10, such as a QR code. In particular, this code uniquely identifies the vehicle 10. In general, this identification code can correspond to the unique code sent to the transceiver 466 or two distinct codes can be used. Subsequently, the application sends this identification code to a remote server 70 (such as the server of the electric vehicle manager 10, which can also contain the previously mentioned list of enabled and / or disabled codes) using the data connection of the mobile device. The remote server 70 in turn authenticates the user USR (for example by verifying a username and password) and sends an unlock command to the control unit 202. For example, for this purpose, the control circuit 20 of the vehicle 10 may comprise a mobile radio communication interface.

The application allows you to efficiently geolocate the vehicles 10 managed by the remote server 70 and possibly their availability. To this end, each control circuit 20 can also include a position sensor, for example a satellite receiver, and the control unit 202 can send the position data of the respective electric vehicle 10 to the server 70.

In various embodiments, once the release command has been received, the control unit 202 of the vehicle 10 forwards at step 1002 the release command by means of the transceiver 466 to the control unit 462 of the light pole 40, which at this point drives the locking means (elements 62, 64 and actuators 66, 68) to release the cable 22 and to deactivate the energy supplied to the connector P1 / P2 (for example by opening the switch SW2 and / or deactivating the converter 464).

In general, in response to the release command, the control unit 202 can also perform other operations, such as unlocking other vehicle locks 10, supplying energy to the motor 130, etc.

Therefore, the user USR can disconnect the cable 22 from the socket P at a pitch 1004 and use the vehicle 10 at a pitch 1006. Once the travel is finished, the user USR can then lock the vehicle 10 again. a locking system as described in WO 2016/083877 A1, the USR user could lock the vehicle 10 at a pitch 1008 by connecting the cable 22 to a point of the vehicle itself, for example in the case of an e-bike using the cable as possible anti-theft locking the wheel rim to the fork. Alternatively, the USR user decides to position the vehicle 10 near a light pole 40 or traffic light allowing the vehicle to be recharged, and inserts the cable 22 at a pitch of 1010 into the connector P (P1 or P2) of the same pole.

Once the cable 22 has been connected, the user USR can then lock the electric vehicle 10 again. In particular, in different ways, the user USR interacts for this purpose again with the control unit 202 of the vehicle 10. For example, the USR user can directly or indirectly send a lock command to the control unit 202. Another mode is that in which the USR user can directly send a lock command to the control unit 202 using the keys 212 or a communication interface.

Alternatively, in particular in the case of a shared vehicle, the USR user can start a specific application on his mobile device which shows the vehicle 10 that the USR user has previously unlocked at step 1002 Subsequently, the USR user sends by means of applying a blocking request, including for example the identification code of this vehicle 10, to the remote server 70 using the data connection of the mobile device. The remote server 70 in turn authenticates the user and sends a lock command to the control unit 202 associated with this code, using for this purpose again a mobile radio communication interface of the control circuit 20.

The application also allows you to identify the closest charging light pole that is free at that instant. For example, for this purpose the server 52 of the light pole manager 10 and the server 70 of the vehicle manager 10 can exchange data with each other. For example, the server 52 can be configured to periodically send data on the connection status of the light poles 40 to the server 70.

Once the blocking command has been received, the control unit 202 of the vehicle 10 forwards, in different possible ways, at step 1012 the blocking command by means of the transceiver 466 to the control unit 462 of the light pole 40, which at this point it drives the locking means (elements 62, 64 and actuators 66, 68) to lock the cable 22 and to activate the energy supplied to the connector P1 / P2 (for example by closing the switch SW2 and / or activating the converter 464). As previously mentioned, the control unit 462 could send during this phase the unique code received from the control unit 202 also to the server 52. For example, the server 52 can request during the step 1012 to the server 70 whether a vehicle 10 connected to a socket P of a light pole 40 (as identified with the unique code of the vehicle 10) is enabled to receive energy.

Naturally, without prejudice to the basic principles of the invention, the construction details and the embodiments can vary widely with respect to what has been described and illustrated here purely by way of example, without thereby departing from the scope of the present invention. as defined by the subsequent claims.

Claims (10)

CLAIMS 1. A system for supplying electrical energy to an electric vehicle comprising: - an electric vehicle (10), such as for example an electric bicycle, comprising a motor (130), a battery (30) and a first control circuit (20) configured to selectively connect said motor (130) to said battery (30) ) and for charging said battery (30) when said first control circuit (20) is connected by a cable (22) to a power source; - a plurality of light poles (40), in which each light pole (40) comprises a light source (L) and a second control circuit (46), in which said second control circuit (46) comprises an input (I ) configured to be connected to an electric line (42), in which said second control circuit (46) is configured to receive a command from a control unit (44) and to connect said light source (L) to the input ( I) according to the control command received; in which each light pole (40) comprises at least one connector (P1, P2) configured to be connected by cable (22) to the electric vehicle (10), in which said first control circuit (20) stores a unique code and said first control circuit (20) is configured to send the unique code to the second control circuit (46) when the electric vehicle (10) is connected to the connector (P1, P2), and in which this second control circuit (46) is configured to receive the unique code and determining its enabling or not through a check on its storage in a database, and if it is, to supply energy (SW2, 464) to said connector (P1, P2). 2. System based on claim 1, and where the electric vehicle (10) is represented by an electric bicycle, for example an e-bike, or an electric scooter or even an electric car. System based on claim 1 or claim 2, wherein said cable (22) is fixed to said electric vehicle (10), wherein said cable (22) is preferably reinforced. 4. System based on claim 3, wherein said connector (P1, P2) is represented by a socket to which locking elements (62, 64) and actuators (66, 68) configured to selectively lock said cable have been associated (22) in said socket by form coupling. 5. System according to which one of the preceding claims, in which said second control circuit (46) and said control center (44) communicate by means of conveyed waves, in which data transmission takes place through said electric line (42) used to supply electricity to light poles or traffic lights (40). System according to one of the preceding claims, wherein said first control circuit (20) and said second control circuit (46) communicate by means of said cable (22) or by means of a short-range radio frequency communication system. System based on one of the preceding claims, wherein said second control circuit (46) is configured for: - sending said unique code by means of said control unit (44) to a remote server (52), - receiving an enabling command through said control center (44) from said remote server (52), and - in response to said enabling command, supplying power (SW2, 464) to said connector (P1, P2). 8. System based on one of the preceding claims, wherein said second control circuit (46) comprises one or more sensors (S1, S2) configured to detect the energy supplied to said connector (P1, P2), and in wherein said second control circuit (46) is configured to send data identifying the energy supplied by the control unit (44) to a remote server (52). System based on one of the preceding claims, wherein said first control circuit (20) is configured for: - receive a lock or unlock command from a user (USR), and - forward said lock or unlock command to said second control circuit (46). System according to claim 9, wherein a respective identification code is associated with each electric vehicle (10), wherein said system comprises a further server (70), configured for: - receive from said user (USR) a lock or unlock request comprising the identification code of an electric vehicle (10), - authenticate said user (USR), - send a lock or unlock command to the control unit (20) of the electric vehicle (10) identified by said identification code.