WO2021234059A1 - Charging station for electric vehicle fleets - Google Patents

Abstract

The power charging system comprises a power station (100) with at least one power converter (101) which converts an electric current from an electric power source (110) into a DC electric current, and a collective charging island (300) which is remote from the power station (100) and electrically powered by the power station (100) by means of a cable, and which has a power conversion system (301) which converts an input electric current from the power station (100) into an output electric current which electrically charges batteries of the mobile power systems, in a first configuration or a second configuration, the collective charging island (301) comprising a controller (304) which selects the configuration of the collective charging island (301) according to information from the mobile systems to be charged.

Description

Description

Title of the invention: CHARGING STATION FOR VEHICLE FLEETS

ELECTRICAL

[1] FIELD OF THE INVENTION

[2] The present invention relates to systems and methods for electrically charging mobile electrical systems, in particular fleets of mobile electric vehicles used by service operators.

[3] TECHNOLOGICAL BACKGROUND

[4] More specifically, the invention relates to an electrical charging system of mobile electrical systems, allowing the recharging of fleets of mobile electric vehicles used by service operators.

[5] Communities or operators offer services using many heavy vehicles. These services can be, for example, a travel or garbage collection offer. To do this, these organizations operate vehicles with fleets that are not necessarily homogeneous. In the case of public transport, operators operate fleets of many vehicles. The operation of heavy electric vehicles in urban and peri-urban traffic has a favorable carbon footprint compared to fossil fuel vehicles and private vehicles.

[6] In the particular case of high-capacity public transport networks, these rely on rail infrastructure. It is conventional to complete these infrastructures with networks of non-rail vehicles, which use road traffic infrastructures. While rail public transport has long been electric, because this energy supply lends itself well to rail, with the exception of trolleybuses, which are not widely used, non-rail public transport networks still often use combustion engine vehicles.

[7] It is tempting to further improve the carbon footprint of many urban service vehicles by replacing vehicles with combustion engines with vehicles with electric motors. However, replacing a network of combustion engine vehicles with electric vehicles represents a very significant investment. Consequently, in practice, this approach is still very little used. In addition to the renewal of the fleet of vehicles, it is necessary to provide for substantial installations to supply the electrical energy allowing the vehicles to be charged electrically, and this all the more so as a large Most vehicles will need to be charged all at the same time, outside of operating hours, for a fairly short period of time, typically at night.

[7a] The documents GB 2 565603, CA 3069797 and US 2019 / 372,465 describe modular electrical charging systems for charging a plurality of mobile electrical systems. However, such systems are not flexible enough.

[8] The invention thus aims to facilitate the installation of electric public transport vehicles in urban communities.

[9] SUMMARY OF THE INVENTION

[10] Thus, the invention relates to an electrical charging system of a plurality of mobile electrical systems each comprising at least one battery suitable for electrically supplying an electrical device of the electrical system, the electrical charging system comprising:

- a power station comprising at least a first electrical converter suitable for converting an electrical current from at least a first source of electrical energy into an electrical current in direct current,

- at least a first collective charging island, remote from the power station, a second collective charging island, remote from the power station and from the first collective charging island, each collective charging island being supplied electrically by the charging station wired power, and comprising a plurality of charging locations each individually adapted to electrically charge one of said mobile electrical systems, each collective charging island comprising an electrical conversion system adapted to convert an incoming electrical current from the charging station. power into an outgoing electric current suitable for electrically charging batteries of mobile electric systems, each collective charging island being adapted to alternately take a first configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents charging electrically each respectively a single mobile electrical system associated with a charging location of the respective collective charging island, and a second configuration in which the electrical conversion system converts the incoming electric current into a second number of outgoing electric currents electrically charging each respectively a single mobile electrical system associated with a charging location, in which the first and second numbers are different, each collective charging island comprising a controller adapted to receive information from all of the mobile electrical systems associated with this charging island collective, and in selecting the configuration of this collective load island as a function of said information.

[10a] The power station comprises a controller adapted to receive information from all the controllers of each collective load island, and to determine the incoming electric current intended for each collective load island, the power station comprises at least a second electric converter adapted to convert an electric current from a second source of electric power into the electric current in direct current, and the controller of the power station is adapted to determine the incoming electric current intended for each island of collective load from further information from each energy source.

[11] Thanks to these provisions, a modular solution is proposed, capable of managing the quantity of electric energy available in order to efficiently recharge a fleet of electric vehicles so that it is available during operating hours, and sufficiently compact so that infrastructure adaptations are in line with the number of electric vehicles in operation. This solution makes it possible to start equipping a local authority, in parallel with the transition of the existing fleet of vehicles, and allows a replacement of the fleet of vehicles adapted to the pace of investments.

[11a] In addition, these arrangements make it possible to adapt different available electrical power sources, of possibly different types, to recharging needs, to a given need configuration.

[12] According to various aspects, it is possible to provide for one and / or the other of the provisions below.

[13] (empty)

[14] According to one embodiment, the charging system further comprises at least one individual charging station, remote from any collective charging island, electrically powered by the power station by wire, suitable for electrically charging one of said mobile electrical systems. associated with a charging location, the individual charging station comprising an electrical conversion system adapted to convert an incoming electrical current from the power station into an outgoing electrical current suitable for electrically charging a battery of a mobile electrical system.

[15] According to one embodiment, the controller of the power station is adapted to further determine the incoming electric current intended for each individual charging station from said information received from all of the controllers. [16] (empty)

[17] According to one embodiment, the power station controller is adapted to further determine the incoming electric current intended for each individual charging station, from information from each energy source.

[18] According to one embodiment, the power station comprises a plurality of electrical converters associated, respectively each with an electrical energy source chosen from among a high voltage mains power supply, a low voltage mains power supply, a source of electrical energy alternative wind turbine, tidal turbine, photovoltaic, vehicle traction energy.

[19] According to one embodiment, the power station is installed in a movable container further containing thermal insulation, sound insulation and safety devices.

[20] According to one embodiment, the power station comprises a central module comprising the electrical converter, an interchangeable upstream module suitable for energy sources, and an interchangeable downstream module suitable for collective load islands.

[21] According to one embodiment, the direct current electric current of the power station has a voltage of between 500 and 1500 volts.

[22] According to another aspect, the invention relates to an electric charging infrastructure comprising a plurality of charging systems arranged at several remote locations, the charging systems being adapted to charge electric vehicles circulating between the charging systems.

[23] According to another aspect, the invention relates to a method of electrically charging a plurality of mobile electric systems each comprising at least one battery suitable for electrically supplying an electric device of the electric system, the electric charging method comprising :

- at least a first and a second electrical converter of a power station convert an electrical current from at least a first and a second electrical energy source, respectively, into a direct current electrical current,

a controller of at least a first collective charging island, remote from the power station, supplied electrically by the power station by wire, comprising a plurality of charging locations each individually adapted to electrically charge one of said electrical systems mobile, said first collective load island comprising an electrical conversion system adapted to convert an incoming electric current from the power station into a suitable outgoing electric current to electrically charge batteries of mobile electrical systems, receives information from all of the mobile electrical systems associated with said first collective charging island, and selects a configuration of the first collective charging island as a function of said information from among:

. a first configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents each respectively electrically charging a single mobile electric system associated with a charging location, and

. a second configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents each respectively electrically charging a single mobile electric system associated with a charging location, the first number being different from the second number,

- a controller of at least a second collective charging island, remote from the power station and from the first collective charging island, supplied electrically by the power station by wire, comprising a plurality of charging locations each individually adapted for electrically charging one of said mobile electric systems, the second collective charging island comprising an electric conversion system adapted to convert an incoming electric current from the power station into an outgoing electric current suitable for electrically charging batteries of the mobile electric systems , receives information from all the mobile electrical systems associated with the second collective load island, and selects a configuration of the second collective load island as a function of said information from among:

. a first configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents each respectively electrically charging a single mobile electric system associated with a charging location, and

. a second configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents each respectively electrically charging a single mobile electric system associated with a charging location, the first number being different from the second number,

- a controller receives information from all the controllers of each collective load island and information from each energy source, and determines the incoming electric current intended for each collective load island from this information.

[24] BRIEF DESCRIPTION OF THE DRAWINGS [25] Embodiments of the invention will be described below with reference to the drawings, described briefly below:

[26] [Fig. 1] schematically shows a top perspective view of the implementation of a charging system according to one embodiment of the invention.

[27] In the drawings, identical references designate identical or similar articles. The indication to the right of a dash and a sequence number indicates the repetition of identical or similar technical objects in the architecture.

[28] DETAILED DESCRIPTION

[29] Figure 1 shows schematically an electrical charging infrastructure of a fleet of mobile electrical systems such as, for example, electric motor vehicles. The electric motor vehicle fleet can be a heavy vehicle fleet. These could be, for example, garbage collection vehicles. According to another example, it may be a fleet of electric public transport vehicles such as, according to one example, electric buses. For the present description, a motor vehicle is considered "electric" if it includes an electric motor suitable for towing the vehicle. This definition therefore also covers the case of so-called "hybrid" motor vehicles, where electric traction energy provides an alternative to another energy, in particular to an internal combustion engine powered by fossil fuel. In the present case, is generally called "bus", a public transport vehicle that the engine can tow without being permanently connected to an external source of electrical energy, unlike trolleybuses, trams or certain trains. which need to be permanently connected to an electrical supply line, for example by means of a pantograph. Such a vehicle is therefore quite flexible, since it can take a large number of roads, or trajectories of the same road without specific infrastructure along the road, and can travel on lanes shared with other vehicles. According to certain exemplary embodiments, during service hours, such a vehicle repeatedly travels an identical route (for example, a public transport line, or a collection route). While the detailed description is given below with reference to electric buses, it may apply to other types of electric vehicles providing other services.

[30] Electric vehicles can be designed according to standards which are public at the priority date of the present patent application.

[31] Such an electric vehicle 1 comprises an electric motor, and an integrated battery suitable for generating, on command, an electric current supplying the electric motor. The electric motor generates a tractive force that moves the electric vehicle. Such electric vehicle 1 also comprises a charging system suitable for episodically charging the battery. The charging system comprises an on-board electronic battery management system suitable for managing the electric current entering the battery, and a connection interface with a charging infrastructure external to the vehicle. The connection interface can be a connection interface with contact, such as an electrical connector compatible with a complementary electrical connector, a pantograph, a ground rail. The connection interface is adapted to receive a load electric current corresponding to a certain standard. Thus, the electric charge current can have various electrical characteristics, as defined in the standard. For example, the electric charge current can be a direct electric current.

[32] Figure 1 shows schematically the architecture of a charging infrastructure for a fleet of electric vehicles. Such an installation can be positioned in a depot. City buses are stored in a depot when they are not in use for a long period of time, that is, most often at night. Such a depot can be common to several bus lines. In addition, the city may have several depots spread over the territory. As a variant or in addition, it may be necessary to charge at particular points such as terminuses and / or interchange poles, in order to maintain a level of charge and autonomy of the vehicles in operation. Therefore, the charging infrastructure can, as a variant or in addition, be placed in public space to allow the charging of electric vehicles at strategic points of the routes.

[33] By its design, the invention is of particular interest in that it makes it possible to manage the charging of a greater number of electric vehicles than the number of vehicles which could be charged simultaneously with an electrical installation made up of chargers. individual. In particular, it makes it possible not to modify the operating programs, and saves the management procedures and vehicle movements that would be necessary with individual charging stations.

[34] By its modularity, the invention is of particular interest in that it makes it possible to install a multiple load infrastructure without heavy adaptation of the existing infrastructures. This modularity makes it possible to adapt the charging infrastructures to the physical configuration and to the configuration of the main sources of electricity supply, but also to the number of electric vehicles present in the fleet. This may in particular be the case for a phased transition from a fleet of vehicles powered by other forms of energy, in particular fossils, to a fleet of electric vehicles. This may be the case if one or more bus lines use electric buses, while other bus lines use buses powered by other forms of energy, in particular fossils. A single bus line can use electric buses only, or use both electric and non-electric buses.

[35] By virtue of its compactness, the invention is of particular interest in respecting all the recommendations relating to the environment and safety and being able to be deployed and implemented without major modification of existing infrastructures and without occupying spaces. normally reserved for other functionalities.

[36] In all cases, vehicles, whether electric or not, are stored in the depot shown in Figure 1 when not in use. This depot can therefore include a large number of parking spaces, which are not all shown in FIG. 1.

[37] Fossil fuel vehicles can be parked anywhere in the depot.

If there is a need for energy, they can be supplied at a nearby petrol station.

[38] The electrical charge on deposit is slower than the charge of fossil energy. Also, it is preferable that an electric vehicle spends a substantial amount of the time it is not in use being electrically charged.

[39] For this, the deposit is adapted to allow an electric charge of electric vehicles.

[40] This requires that certain locations of the depot be specially adapted to the charging of electric vehicles. Thus, some parking spaces are suitable for charging electric vehicles. This does not prevent non-electric vehicles from being parked there. However, preferably, non-electric vehicles will park in locations that are not suitable for charging electric vehicles.

[41] For recharging electric vehicles in urban areas, this is done either at the appropriate location for the normal stop of the vehicle, or at suitable dedicated locations.

[42] Charges in urban areas are much shorter in duration, in the order of a few minutes, and require higher instantaneous power than long charge in depot.

[43] The fleet charging system comprises a power station 100, which will be described in more detail below, and at least one collective charging island 300, which will also be described in more detail below. The present description is given with a single collective charging island 300. However, as a variant, the charging system could implement several collective load islands, as shown in FIG. 1, which then have the same characteristics as the collective load island 300 which will be described here. The collective charging island 300 is distant from the power station 100 by a few tens of meters. The collective charging island 300 is electrically connected to the power station 100 in a wired manner by cables 130. Depending on the variants, the fleet charging system can also include one or more individual charging stations 200. Each charging station Individual 200 includes a controller 204 which sends to controller 104 of power station 100 a call for power. Each collective load island 300 includes a controller 304 which sends a power call to controller 104 of power station 100. This demand for power can correspond to the combination of a demand for power from a plurality of electric vehicles connected to the collective load island 300.

Power station 100 controller 104 sends electrical power to each individual charging station 200 and collective charging island 300 based on received load calls and predetermined rules stored at the power station (e.g. function). , energy availability). The controller 304 of the collective load island 300 distributes the received power to the different vehicles according to predetermined rules at the collective load island 300.

[44] The power station 100 comprises at least one electric converter 101 adapted to convert an incoming electric current into an electric current suitable for the charging islands of the batteries of electric vehicles 1. This adapted electric current (outgoing) is a direct current. . In the example presented, it has a voltage U which is always greater than the charging voltage of electric vehicles over a range of the order of 120 to 1500 Volts (V). The power station 100 is sized to deliver a predetermined electrical power, for example 0.3 to 3 Megawatts (MW). The power station 100 comprises an enclosure 105 inside which the electric converter 101 is housed. The enclosure 105 is for example of the order of 20 to 100 cubic meters (m ³ ) for a mass of less than 20 tonnes. . It can be made from a reconditioned freight container. The power station 100 can thus be transported easily. The enclosure 105 is fixed to the floor in any suitable manner. According to one example, this fixing does not require major preliminary earthworks. The power station 100 can thus be equipped with all the equipment required to perform an electrical conversion and comply with safety standards and constraints. The enclosure 105 is provided with an access door allowing access to all of the interior components. Access can be reserved for authorized personnel by a dedicated access control system. The power station 100 can in particular include a cooling system (for example, ventilation and / or air conditioning), security systems (for example detectors of heat and / or smoke), thermal and / or acoustic insulation, safety accessories such as a fire extinguisher.

[45] As discussed above, the power station 100 is connected upstream to one or more sources of electrical energy 110.

[46] Electric converter 101 converts electric current from the electric power source into an electric current source suitable for charging islands of electric vehicles.

[47] The source of electrical energy 110 may in particular be the high voltage electrical network 110-1. The power station then comprises a converter suitable for converting the electric current of the electric network 110-1 into the electric current in direct current at the voltage U.

[48] The source of electrical energy 110 may in particular be the low voltage electrical network. The power station then comprises a converter suitable for converting the electric current of the low-voltage electric network into the electric current in direct current at the voltage U.

[49] The source of electrical energy 110 can be an alternating source of electrical energy. For example, the electrical power source 110 may be a field of photovoltaic panels 110-3. The power station then comprises a converter adapted to convert the electric current of the field of voltaic panels into the electric current in direct current at the voltage U.

[50] Alternatively, the electrical power source 110 can be a wind turbine field. The power station then includes a converter suitable for converting the alternating electric current from the wind turbine field into direct current electric current at voltage U.

[51] Alternatively, the electrical power source 110 may be traction power for trams or subways. The power station then comprises a converter suitable for converting this electric current into the electric current in direct current at the voltage U.

[52] Alternatively, the source of electrical energy 110 may be an electrical storage 110-2. The power station then comprises a converter adapted to convert this electrical current into the electrical current in direct current at the voltage U.

[53] As a variant, the source of electrical energy 110 may be a tidal turbine. The power station then comprises a converter suitable for converting this electric current into the electric current in direct current at the voltage U. [54] According to a particular embodiment, the power station 100 can be connected to a plurality of electrical energy sources having different electrical characteristics, namely any voltage, power and form, in particular chosen from a high electrical network. voltage 110-1, a low-voltage electrical network, a field of photovoltaic panels 110-3, a field of wind turbines, traction energy for trams or subways, electrical storage 110-2, a tidal turbine. The power station 100 then comprises a converter adapted to each source of electrical energy, and converting the incoming electrical energy into a single direct current source at voltage U.

[55] The different direct currents at voltage U are added, in the power station 100, on a device 102 which provides a single source of charging current for electric vehicles.

[56] According to one embodiment, the power station 100 comprises a controller 104 adapted to select the energy source or sources according to predefined priority rules. For example, a predefined priority rule provides for the priority selection of an alternative energy source if it produces energy. In this case, for a given instantaneous power consumption at the power station 100, the controller 104 cuts or limits the incoming electric current from certain non-priority energy sources. Where applicable, these predefined rules take into account the demand for energy from electric vehicles.

[57] According to an exemplary embodiment, the power station 100 is made modular. It includes three distinct modules. A central module is used for the actual energy conversion, and includes all the associated support functions (cooling, security, etc.). This central module will be a module common to all the charging stations. An upstream module is used in accordance with the regulations to ensure the connection of the central module to each of the different energy sources available. This upstream module will therefore be distinct according to the embodiments. A downstream module is used to ensure the connection of the central module to the collective load islands 300 or to the individual load stations 200. The upstream and downstream modules will typically depend on local standards at the location where the power station is located. For the same central module, an upstream module can be interchanged with another upstream module to take into account different energy sources. For the same central module, a downstream module can be interchanged with another downstream module to take into account different energy supply configurations. The mechanical and electrical connection between the central module on the one hand and the upstream and / or downstream modules on the other hand are standardized and simple. [58] A collective load island 300 is sized with a predetermined power. For example, a collective load island 300 is sized for a power of the order of 30 kW to 1000 kW. When a collective charging island 300 charges one or more electric vehicles, it is supplied electrically by the power station 100.

[59] A collective load island 300, for example, takes the form of an electrical cabinet with a volume of between 1 and 10 cubic meters. It is fixed to the ground in any suitable manner. It may include a dedicated cooling system. A collective charging island 300 comprises an input interface electrically connected (by wire - cables 130) to the power station 100, so as to receive therefrom an incoming electric current at the voltage U. In addition, a collective charging island 300 comprises an output interface adapted to be electrically connected, simultaneously, to a plurality of electric vehicles. According to the exemplary embodiments, a collective charging island 300 can be connected to a number of electric vehicles up to a maximum number of electric vehicles. The maximum number of electric vehicles on the collective charging island 300 can range from two to sixteen, for example. This does not prevent, in certain configurations, a collective charging island 300 from being connected to a single electric vehicle.

[60] Thus, a plurality of individual charging locations can be defined for each collective charging island 300. An individual charging location comprises at least one electric cable running from the collective charging island 300 to a vehicle. to charge, and an interface for connection to the electric vehicle. To simplify, here, it is expected that all electric vehicles to be charged by means of the electric charging system have the same connection interface according to a given connection standard. In this example, the buses are adapted to be charged by contact and by direct current by a pantograph (not shown).

[61] The collective load island 300 can take several alternative configurations. According to a first configuration, the collective charging island 300 is suitable for charging a single electric vehicle. In this configuration, the conversion system 301 of the collective load island 300 converts the incoming electric current, coming from the power station 100, into a direct current electric current of intensity (expressed in Amperes (A)). included for example in the interval] 0; 300 A] The electric current is delivered by the conversion system 301 of the charging island 300. The quantity of current supplied to the electric vehicle by the device 302 is determined as a function of the current value requested by the vehicle and this up to 'to the maximum current value delivered to the charging island 300 by the charging station 100. [62] According to a second configuration, the collective charging island 300 is suitable for simultaneously charging a plurality of electric vehicles. In this configuration, the conversion system of the collective load island 300 converts the incoming electric current, coming from the power station 100, into a plurality of electric currents in direct current, of intensity included for example in the interval] 0; 200 A] The quantity of current supplied to the electric vehicle by the device 302 is determined as a function of the value of current requested by the vehicle and of the quantity of current available on the whole of the charging island 300. Thus, in this configuration, a plurality of electric vehicles can be charged simultaneously.

[63] In the multiple load configuration, the load island 300 can handle the load of multiple electric vehicles for which the total electric current requirement is greater than the amount of current available at the input of the load island 300. In this case, a controller 304 of the charging island 300 is able to control the device 302 so as to either distribute the quantity of current delivered to each, or to distribute the charging process of the electric vehicles over time.

[64] The collective charging island 300 is also suitable for communicating with each electric vehicle connected to it, and in particular with the battery management system of each electric vehicle connected to it. For example, the electric cable connecting the collective charging island 300 to the electric vehicle also includes a CAN data bus link (for the English expression "controller area network"), allowing the collective charging island 300 and vehicles to communicate. The information transmitted includes for example at least the existence or not of an electrical connection between the collective charging island 300 and the electric vehicle characterized by its charging location. The information transmitted can also include an identifier of the vehicle. The electric vehicle also communicates to the collective charging island 300 permanently its need for instantaneous charging current of its battery. Another information stored in memory is an instant of arrival time of the electric vehicle at the collective charging island 300, determined by a clock of the collective charging island 300, and associated with the location at which the electric vehicle in question is connected. This arrival time is for example determined when detecting the connection of the electric vehicle to the collective charging island 300.

[65] The controller 304 is adapted to place the collective load island 300 in one of the configurations. Thus, the controller 304 accesses, in memory, stored information relating to the number of electric vehicles connected to the collective load island 300. Depending on the number of vehicles connected to the collective load island 300, the controller 304 determines the configuration of the collective load island 300. The controller 304 of the collective charging 300 stores in memory the information relating to the identifier of the charging location which is connected to the collective charging island 300, thus each charging location comprising a vehicle to be charged which receives an electric charging current.

[66] Thus, in the embodiment presented, the conversion system can take a number of configurations which corresponds to the number of vehicles that can be loaded simultaneously by the collective load island 300. For example, if the number of vehicles that can be loaded be charged simultaneously by the collective charging island 300 is four, the conversion system can take four different configurations: a first configuration where an electric vehicle is charged, a second configuration where two electric vehicles are charged simultaneously, a third configuration where three electric vehicles are charged simultaneously and a fourth configuration where four electric vehicles are charged simultaneously. It will be observed that, when we speak here of configuration, we are not limited to which particular location (s) receive the electric charge, nor to the value of the power delivered to each location. Thus, the conversion system is configured to deliver the desired number of electric charge currents. Then, this or these charging currents are routed to the charging locations requiring them. In other words, if for example eight electric vehicles are to be charged simultaneously at locations 331 -n and 338-n, the conversion system assumes a configuration in which it delivers electric charging currents at the values required by each of the vehicles. electrical, and a switching system is used to route these electrical charging currents to locations 331 -n through 338-n.

[67] The different currents delivered to the locations 331 -n to 338-n can have the same value, but also have different values between them, but also different values of the quantities of current requested by the vehicle. This configuration makes it possible to simultaneously charge over a longer period of all the vehicles present, but also to charge some of these vehicles while keeping the others on standby, in order to charge them in sequence.

[68] The placement of collective load island 300 in a particular configuration is determined by controller 304 based on one or more predetermined rules stored in memory accessible by controller 304. A predetermined rule may take into account 'one and / or the other of the information available in memory, such as a vehicle identifier present in a charging location, the identifier of a charging location occupied by a vehicle, the charge level of the battery of a vehicle at a charging location, the time of arrival of the vehicle occupying a charging location. [69] In addition, the memory of the collective charging island 300 can store other predefined information, for example a predetermined future time of end of charge and / or a desired level of charge at a predetermined future time. This information can be entered by the operator on a supervision system 400, and will be sent by telecommunication systems 106 to the memory of the collective load island 300. For example, the operator defines that at 5 hours from morning, time of the start of service, vehicle batteries must be charged to at least 70% for efficient operation. The predetermined rule applied by the controller 304 also takes this information into account. Repeatedly, for example periodically, the rule is executed by the controller 304 of the collective load island 300 to determine the conversion configuration thereof.

[70] The charging system which has just been described can comprise several collective charging islands 300, as connected above, each connected to the power station 100. In the example presented, depending on the power available at the output of the power station 100, one can provide, depending on the embodiments, between one and five collective charging islands 300.

[71] The charging system can also include individual charging stations 200 (not all shown in Figure 1), which are electrically connected directly to the power station 100 (by wire - cables 120). For example, an individual charging station 200 is sized for a power of the order of 15 kW to 1000 kW. An individual charging station 200 is adapted to electrically charge a single vehicle disposed at a charging location 231.

[72] The number of collective charging islands 300 and individual charging stations 200 connected to the power station 100 may represent an electrical energy requirement greater than what the power station 100 can deliver. In this case, the controller 104 of the power station 100 sends the necessary instructions to the controllers 204 of the individual load stations 200 and to the controllers 304 of the collective load islands 300, so that the energy consumption of all the individual load stations and Collective charging islands does not exceed the quantity of electrical energy that the power station 100 can deliver.

[73] An individual charging station 200 takes for example the form of an electrical cabinet with a volume of between 0.1 and 2 cubic meters. It is fixed to the ground in any suitable manner. Several individual work stations can be grouped together in the same structure. An individual charging station 200 comprises a single converter 201, an input interface electrically connected (by wire - cables 120) to the charging station. power 100, so as to receive therefrom an electric current entering at voltage U. In addition, an individual charging station 200 comprises an output interface adapted to be electrically connected to a single electric vehicle. An individual charging station 200 comprises at least one electric cable going from the electrical cabinet to an electric vehicle to be charged, and a connection interface to the electric vehicle. The interface for connecting to the electric vehicle can also be a pantograph. The individual charging station 200 includes a direct current / direct current converter 201, which converts the incoming electric current from the power station 100 into an outgoing electric current suitable for charging the electric vehicle.

[74] The individual charging station 200 is also suitable for communicating with each electric vehicle which is connected to it. For example, the electric cable also includes a CAN data bus link (for the English expression "controller area network"), allowing the individual charging station 200 and the vehicle to communicate. As a variant, for example in the case of an electrical connection by pantograph, the information can be transmitted by means of a proximity microwave link. The information transmitted includes for example at least the existence or not of an electrical connection between the individual charging station 200 and the electric vehicle 1.

[75] The individual charging station 200 comprises a controller 204 suitable for controlling the charging of the electric vehicle and acquiring the data transmitted from this electric vehicle.

[76] Where appropriate, the connection between the power station 100 and the collective charging island (s) 300, and / or the individual charging station (s) 200 also comprises a communication of information. Thus, the controller 104 of the power station 100 communicates, through this intermediary, with the controller 304 of each collective load island 300 and the controller 204 of each individual load station, repeatedly. The transmission of information includes, for example, the communication of the identifier of the charging location which is being charged, a charge status transmitted from the controllers of each collective charging island 300 and the controller of each charging station. individual 200 to the controller 104 of the power station 100. It also includes the identifiers of the electric vehicles. Thus, the controller 104 of the power station 100 has, in real time, information relating to the loads in progress at the various stations / load islands, or even at the various load locations. If necessary, this information can be stored in a memory, as well as the time associated with the information, supplied by a clock of the power station 100. [77] According to certain embodiments, the controller 304 of each collective load island 300 communicates to the controller 104 of the power station 100 information relating to an electrical power requested at the level of the collective load island 300.

[78] The controller 104 of the power station 100 can also access a load instruction. The charge setpoint is for example entered in a memory of the power station 100 by an operating operator. The controller 104 determines the charging priorities as a function of the schedules of connection to the charging islands 300 of the electric vehicles. The instructions are then redistributed to the controllers 304 which locally manage the load of each of the vehicles connected to them. The controller determines the load capacities available for the individual load islands 200 and transmits to each controller 204 an individual load instruction.

[79] According to a first example, a load instruction can be a so-called

"First come, first gone" or, according to established Anglicism, "first in, first out". Under these conditions, the controller 104 of the power station 100 stores, in an associated manner, for each location, the identifier of the location, the identifier of the vehicle present at the location, the time of arrival of the vehicle. in question in the location, and the status of the charge of the vehicle in question (completed, in progress, or to come). Controller 304 continuously monitors the charging of as many EVs as possible with charging status not "Completed", depending on the charging infrastructure configuration and their arrival time.

[80] As a variant, a load instruction can be a so-called “last come, last gone” instruction, which can be constructed according to principles similar to the “first come, first gone” instruction described above for this purpose.

[81] As a variant, a load instruction can be a so-called “first come, last gone” instruction, which can be constructed according to principles similar to the “first come, first gone” instruction described above for this purpose.

[82] As a variant, a load instruction can be an instruction including a schedule. Under these conditions, the controller also takes into account a programmed departure time for electric vehicles. While the previous instructions will necessarily tend to charge electric vehicles as quickly as possible, this instruction can lead to electric vehicles not being charged as quickly as possible. This setpoint would therefore make it possible to adapt, for example, to a fluctuation in the availability of incoming energy. In this case, a schedule of the availability of the incoming energy, in particular from various energy sources, is taken into account by the controller 104. [83] As an alternative to load planning, an instruction can be completed with an objective load status per vehicle. This additional instruction thus makes it possible to take into account the conditions of use of each vehicle when resuming service so as to maximize the vehicles recharged for a total available energy which is lower than what all the fully charged vehicles would have required.

[84] As a further variant, the controller 104 can take into account the logistical constraints of the configuration of the depot. In fact, in certain depots, for example, certain electric vehicles in certain locations cannot be put into service as long as certain other locations are free (in the case of compact parking lots in single file, for example).

[85] As a variant, one or more of these instructions can be applied by a controller 304 of a collective load island 300.

[86] The electrical energy requirement of the number of individual charging stations 200 connected to the power station 100 may exceed the supply capacity of the latter. In this case, the controller 104 of the charging station 100 sends the necessary instructions to the controllers 204 of the individual charging stations 200, so that the energy consumption of all the individual charging stations does not exceed the amount of. electrical energy that the charging station 100 can deliver.

[87] According to some embodiments, the total maximum requirement of the charging islands 300 connected to the charging station 100 may exceed the total capacity thereof. In this case, the controller 104 of the charging station sends a limitation instruction to each or some of the controllers 304 of the charge islands 300 to set a new temporary limit.

[88] Thus, the load control is determined on the one hand at the level of the controller 104 of the power station 100 and on the other hand at the controllers 304 of each collective load island 300. The controller 104 of the power station can consider a collective charging island 300 as an individual charging station accepting a significant power. The controller 304 of the collective load island 300 is responsible for distributing this load between the different vehicles connected to the collective load island 300.

[89] The embodiment presented here allows electric vehicles to be parked at any location. The charging system supports the charging of electric vehicles, according to the programmed constraints. This makes the system easy to use for drivers and operating operators.

[90] In the examples which have just been described, the controller 104 adapts to the parking configuration of electric vehicles. Alternatively, controller 104 can receive information about an upcoming electric charge request from an electric vehicle 1 which is not yet parked. As described above, the controller 104 is adapted to interface with a communication system adapted to communicate with electric vehicles, for example by radio. The controller 104 can thus receive information relating to a future need for electrical charging. The information can include an identifier of the electric vehicle, an instantaneous charge level of the battery, a time of arrival. The information is transmitted to the controller 104 for example by the driver or by the electric vehicle which returns to the depot, or for example taken at an entry station in the depot.

[91] The controller 104 comprises a computerized guidance module which determines a location to be occupied by the impetrant electric vehicle. The location is determined according to predetermined rules: is the location available given the current occupancy? Is it accessible by road traffic from entrance station 12 given the current occupancy? Does charging the vehicle at the location allow it to fulfill the charging instructions? Where appropriate, the computerized guidance module determines a charging location for the electric vehicle which optimizes the charging instruction, taking into account the information available. This determination can be made by simulating the electrical load of the fleet of vehicles taking into account the vehicle charging at various locations, and determining an optimal location, for example by minimizing a cost function. The computerized guidance module communicates to the electric vehicle the charging location it should occupy.

[92] Other variations are possible.

[93] According to some embodiments, the controller 104 of the charging station 100 controls a sign indicating the capacity of a charging location 331 to 338 to accommodate a vehicle, or even to assign a given vehicle a charging location. given via a digital display located on the parking space.

[94] The charging system may further include a user interface. The user interface makes it possible to present to an authorized user, a composite information of the locations and the charge level of the battery of an electric vehicle disposed in this respective location. This user interface thus allows a user (driver) to select a vehicle, arranged in a location, the battery charge level of which is sufficient for his mission.

[95] With the architecture presented, the energy losses are reduced. Thanks to these provisions, the harmonic pollution generated by the variations of the load currents is scaled down. The losses by the Joule effect are reduced and partially recoverable in the form of heat energy. The converters used always operating at constant voltage, or with a positive potential difference between the input and the output, are of simple technology.

[96] Alternatively, the electric cable connecting the electric vehicle to the collective charging island 300 or to the individual charging station 200 can be carried by the vehicle. The vehicle then connects to a dedicated socket on the collective charging island using this cable. The charging interfaces conforming to the standards, the electric charging can be carried out, at the level of the electric charge locations, by means of standard connections or by pantograph systems.

[97] The embodiment which has just been described allows great installation flexibility. Initially, when the service operator equips himself with electric vehicles, he installs a power station 100, and one or more collective charging islands 300 connected to it, as well as, where appropriate, one or more several individual charging stations 200 connected thereto. As the fleet of electric vehicles grows, it is sufficient to install new collective charging islands 300 and / or individual charging stations 200 until the maximum capacity that the power station 100 can deliver is reached. . When continuing to equip, this pattern can be repeated with other charging stations either at the same location or at new locations.

[98] Where appropriate, if the vehicles of the same bus line are distributed over several depots (typically each close to each end of the line), the installation which has just been described could be implemented in several deposits from the same community.

[99] Where appropriate, such a charging system can also be supplied outside the depot, to take advantage of shorter vehicle availability times, for example at line terminuses where buses can park for a certain time before leaving for a new rotation.

[100] References Electric vehicle 1 Power station 100 Collective charging island 300 Electric converter 101 Device 102 Pregnant 105

Telecommunications system 106 Electrical power source 110 Cable 120, 130 Controller 304

Individual charging station 200 Converter 201 Slot 231 Controller 104 Conversion system 301 Device 302 Locations 331-338 Supervision system 400

Claims

1. Electrical charging system of a plurality of mobile electrical systems each comprising at least one battery suitable for electrically supplying an electrical device of the electrical system, the electrical charging system comprising: - a power station (100) comprising at least a first electric converter (101) adapted to convert an electric current from at least a first source of electric energy (110) into a direct current electric current, - at least a first collective charging island (300), remote from the power station (100), a second collective charging island (300), distant from the power station (100) and from the first collective charging island ( 300), each collective charging island being electrically powered by the power station (100) by wire, and comprising a plurality of charging locations (331-338) each individually adapted to electrically charge one of said mobile electrical systems, each collective charging island (300) comprising an electric conversion system (301) adapted to convert an incoming electric current from the power station (100) into an outgoing electric current suitable for electrically charging batteries of mobile electric systems, each collective charging island (300) being adapted to take alternately a first configuration in which the electric conversion system (301) converts the electric current rique entering a first number of outgoing electric currents each electrically charging respectively a single mobile electrical system associated with a charging location of the respective collective charging island, and a second configuration in which the electrical conversion system (301) converts the electric current entering a second number of outgoing electric currents each respectively electrically charging a single mobile electrical system associated with a charging location, in which the first and second numbers are different, each collective charging island (301) including a controller (304 ) adapted to receive information from all the mobile electrical systems associated with this collective load island (301), and to select the configuration of this collective load island (301) as a function of said information, in which the power station (100) includes a controller (104) adapted to receive information on of all the controllers (304) of each collective load island (300), and to determine the incoming electric current intended for each collective load island (300), and in which the power station (100) comprises at at least a second electric converter adapted to convert an electric current from a second source of electric power into the electric current to direct current, in which the controller (104) of the power station (100) is adapted to determine the incoming electric current intended for each collective charge island (300) further based on information from each power source. 2. Electrical charging system according to claim 1, further comprising at least one individual charging station (200), remote from any collective charging island (300), supplied electrically by the power station (100) by wire, adapted to electrically charge one of said mobile electrical systems associated with a charging location, the individual charging station (200) comprising an electrical conversion system (201) adapted to convert an incoming electrical current from the power station (100) into an outgoing electric current suitable for electrically charging a battery of a mobile electrical system. The charging system of claim 2, wherein the controller (104) of the power station (100) is adapted to further determine the incoming electric current intended for each individual charging station (200) from said received information. of the set of controllers (304). A charging system according to claim 2 or claim 3, wherein the controller (104) of the power station (100) is adapted to further determine the incoming electric current intended for each individual charging station (200), from information from each energy source. 5. Charging system according to one of the preceding claims, wherein the power station (100) comprises a plurality of electrical converters associated, respectively each with an electrical energy source chosen from a high voltage mains power supply, a power supply. low-voltage mains electricity, a source of alternative wind power, tidal turbine, photovoltaic power, vehicle traction power. 6. A charging system according to any one of claims 1 to 5, wherein the power station (100) is installed in a movable container further containing thermal insulation, sound insulation and safety devices. 7. Charging system according to one of claims 1 to 6, wherein the power station (100) comprises a central module comprising the electrical converter, a interchangeable upstream module suitable for energy sources, and an interchangeable downstream module suitable for collective load islands. 8. Charging system according to any one of claims 1 to 7, wherein the direct current electric current of the power station (100) has a voltage of between 500 and 1500 volts. 9. Electric charging infrastructure comprising a plurality of charging systems each according to any one of claims 1 to 8, arranged in several remote locations, the charging systems being adapted to charge electric vehicles circulating between the charging systems. 10. A method of electrically charging a plurality of mobile electric systems each comprising at least one battery suitable for electrically supplying an electric device of the electric system, the electric charging method comprising: - at least a first and a second electrical converter of a power station (100) convert an electrical current from at least a first and a second electrical energy source, respectively, into a direct current electrical current, - a controller (304) of at least a first collective load island (300), remote from the power station (100), supplied electrically by the power station (100) by wire, comprising a plurality of locations charging stations each individually adapted to electrically charge one of said mobile electric systems, the first collective charging island (300) comprising an electric conversion system adapted to convert an incoming electric current from the power station (100) into an electric current outgoing outlet adapted to electrically charge batteries of mobile electrical systems, receives information from all of the mobile electrical systems associated with the first collective charging island (300), and selects a configuration of the first collective charging island as a function of said information from among: . a first configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents each electrically charging respectively a single mobile electric system associated with a charging location, and . a second configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents each respectively electrically charging a single mobile electric system associated with a charging location, the first number being different from the second number, - a controller (304) of at least a second collective load island (300), remote from the power station (100) and from the first collective load island, supplied electrically by the power station (100) by wire , comprising a plurality of charging locations each individually adapted to electrically charge one of said mobile electric systems, the second collective charging island (300) comprising an electric conversion system adapted to convert an incoming electric current from the power station (100) into an outgoing electric current suitable for electrically charging batteries of mobile electrical systems, receives information from all of the mobile electrical systems associated with the second collective charging island (300), and selects a configuration of the second charging island collective based on said information from: . a first configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents each respectively electrically charging a single mobile electric system associated with a charging location, and . a second configuration in which the electric conversion system converts the incoming electric current into a first number of outgoing electric currents each respectively electrically charging a single mobile electric system associated with a charging location, the first number being different from the second number, - a controller (104) receives information from all the controllers (304) of each collective load island (300) and information from each energy source, and determines the incoming electric current intended for each load island. collective charge (300) from this information.