DEVICE FOR FAST CHARGING A MOTOR VEHICLE

Abstract

The invention relates to a balancing equipment (10a) for a network comprising: a network input (11); a transformer (21c) comprising a first winding connected to the output of said network input; a first inverter (15c) connected to said transformer (14); a set of batteries (17) connected to said first inverter; a supervision member (22) configured to activate said first inverter and ensure the charging or discharging of said batteries when an imbalance is detected; and a second inverter (23c) connected as an input to said second winding of said transformer and as an output to at least one charging socket (24) of an electric or hybrid vehicle; said supervision member being configured to activate said second inverter when a charging requirement is detected on said charging socket and the injection requirements on the network are lower than a threshold value. Figure for abstract: Fig. 6

Description

Title of the invention: DEVICE FOR FAST CHARGING A MOTOR VEHICLE Technical field

[0001] The invention relates to the field of devices for recharging motor vehicles, such as an electric or hybrid car or bus. These recharging devices are also called "recharging stations" and can be installed in various locations, such as private parking lots, public parking lots of shops or restaurants for example.

[0002] The invention relates more particularly to a so-called “fast” charging terminal. Prior art

[0003] The development of electric or hybrid vehicles is naturally accompanied by a development of charging solutions for these vehicles. One of the points blocking the development of the use of solely electric vehicles is the charging time of these vehicles. Indeed, this charging time is much longer than that required to fill up a thermal vehicle with fuel. Thus, to travel long distances, a driver more easily uses a thermal or hybrid vehicle than a solely electric vehicle.

[0004] Charging an electric (or hybrid) vehicle is carried out by recharging one or more batteries connected to the vehicle's electrical network. To do this, the electrical energy is conventionally consumed on an electrical network having an alternating voltage. The function of the charging station is to transform the alternating voltage of the network to a voltage level suitable for the battery and to transform the alternating voltage into a direct voltage.

[0005] A conventional charging station is connected to an electrical network operating at 220V alternating current and it has a network input connected to a transformer lowering the alternating voltage to a level of around 50V connected to an alternating / direct current converter connected to a charging socket of the electric vehicle.

[0006] With this type of widely available charging station, a full charge of an electric vehicle typically takes 8 to 12 hours.

[0007] However, the extraction carried out by several charging stations on a network can lead to degradations in the network's performance. Indeed, in an electricity network, consumption must always be balanced with production at the risk of varying the characteristics of the network, in particular its frequency. To do this, the network manager can use primary, secondary and tertiary reserves, which operate at different time and power scales. For example, the primary reserve has an action time of less than 30 seconds, the secondary reserve has an action time of less than 15 min and the tertiary reserve has an action time of 30 min.

[0008] Thus, when an imbalance is observed, the primary reserves are automatically activated according to the frequency differences measured between the network and a reference signal produced by the transmission system operator. Indeed, when an imbalance occurs between production and consumption, the network frequency deviates from the required level of 50 Hz and this difference activates the primary reserve of the entities participating in this primary reserve. Each of these entities must increase its injection power if the frequency is lower than 50 Hz or decrease its injection power or even draw current, if the frequency is higher than 50 Hz. A new point of balance between production and consumption is thus obtained on the network.

[0009] To obtain the necessary reactivity, the primary reserve comprises reserve entities connected to the high voltage network or the medium voltage network. Indeed, an electrical energy transmission network is conventionally structured with several voltage levels, for example high-voltage lines transport current with a voltage between 50kV and 400kV, medium-voltage lines with a voltage between 1kV and 50kV and low-voltage lines with a voltage of 220V. These lines are interconnected with transformer stations arranged between the different types of lines.

[0010] Equipment using batteries to participate as a reserve entity in the primary reserve typically comprises a set of very high capacity batteries charged to half their capacity to provide, if necessary, injecting or withdrawing power from the network. Similarly, this equipment participates in voltage adjustment according to the specifications of the network manager, by injecting or withdrawing reactive power.

[0011] The primary reserve must be sized to inject or restore a significant portion of the network's production and consumption. In Europe, all the reserve entities forming the primary reserve represent a capacity of 3000 MW, i.e. the production power of the two largest nuclear reactors in service. To obtain this total power, each reserve entity must be sized to have a capacity of at least 1 MW.

[0012] More precisely, as illustrated in [Fig.l], a balancing equipment 100 with batteries 17 comprises a network input 11 integrating protection devices 12 of the high-voltage or medium-voltage network and measuring devices 13 of the network performance to detect the balancing needs in power and voltage. This network input is connected to a transformer 14 lowering the voltage. For example, when the balancing equipment is connected to the medium-voltage network voltage, the transformer can be configured to transform an alternating voltage of 20kV into an alternating voltage of 450V. The output of the transformer 14 is connected to an inverter 15 configured to convert the alternating voltage into a direct voltage supplying a network 16 of batteries 17. A supervisory device, not shown, measures the active and reactive powers of the network over time and controls the charging or discharging of the batteries 17 to compensate for imbalances in the network.

[0013] To limit the subscribed power for connecting the equipment to the network, charging stations 101 for electric vehicles integrating one or more batteries are also known, as illustrated in [Fig.2]. This type of charging station 101 integrates a transformer 12 lowering the alternating voltage of the low-voltage network followed by an inverter 15 connected to a battery 17 and configured to adapt the voltage level to the battery 17.

[0014] The output of the inverter 15 is also connected to a DC / DC converter 18 connected to a charging socket of the electric vehicle and configured to adapt the voltage level to the electric vehicle. When the power demand exceeds a threshold value, the battery 17 is used so as to limit the constraints which would be imposed on the network.

[0015] Furthermore, the battery 17 can be recharged after the charging phase of an electric vehicle. Although this embodiment limits the instantaneous power drawn from the network, the recharging time is not improved compared to a conventional charging station.

[0016] To improve the charging speed, it is possible to use a charging station directly connected to the high-voltage network or to the medium-voltage network so as to be able to provide maximum power to the electric vehicle. As illustrated in [Fig.3], this type of charging station 102 integrates a network input 11 integrating protection members 12 of the high-voltage or medium-voltage network and a transformer 14 lowering the voltage.

[0017] The output of the transformer 14 is connected to an inverter 15 configured to convert the alternating voltage into a direct voltage supplying the charging socket of the electric vehicle. With this type of charging station, the charging of an electric vehicle can be carried out in 20 min.

[0018] Although this solution is effective in improving the charging speed of an electric vehicle, the size and cost of the protection devices 12 required to be authorized to connect to the high-voltage or medium-voltage network are prohibitive for the deployment of this type of charging station.

[0019] To solve these problems, the Applicant has implemented a solution described in document WO2021 / 069188 and making it possible to directly connect a device fast charging of an electric vehicle on primary reserve equipment using batteries.

[0020] To do this, as illustrated in [Fig. 4], a supervisory member 22 controls an inverter 15a and a DC / DC converter 23a. The inverter 15a is arranged between the transformer 21a and the storage batteries 17 so as to form a primary reserve equipment, as described with reference to [Fig. 1]. In addition, the converter 23a is connected to the fast charging terminal 24. Depending on the state of the network, the supervisory member 22 ensures both the charging or discharging of the batteries 17 when balancing is necessary on the network and the activation of the fast charging terminal 24, when a charging need is detected and the injection needs on the network are below a threshold value.

[0021] Document WO 2021 / 069188 relates in particular to the connection of the fast charging terminal 24 to a bus 25 which supplies the storage batteries 17. To do this, the converter 23a is connected between the fast charging terminal 24 and the bus 25.

[0022] In order to measure the power consumed to power the charging station, and in particular to bill the cost of the charging used, the latter must be equipped with an energy meter. For the solution described with reference to [Fig.4], the energy used to power the fast charging station 24 comes either from the inverter 15a transforming an alternating current into a direct current, or from the storage batteries 17, also connected to the direct current bus 25. Thus, it is necessary to measure the power consumed by the fast charging station 24 using a direct current measurement. However, direct current measuring devices are rarer and more complex to implement than those allowing the measurement of alternating current. In addition, some countries, such as France, do not yet recognize the accuracy of direct current measuring devices.

[0023] An alternative solution, described in document WO 2021 / 069189 and illustrated in [Fig. 5], consists of connecting the fast charging terminal 24 to an additional winding of a transformer 21b comprising at least three windings. An inverter 23b is thus positioned between the additional winding of the transformer 21b and the fast charging terminal 24 so as to transform an alternating current, taken from the transformer 21b, into a direct current making it possible to power the fast charging terminal 24.

[0024] This solution makes it possible to take an alternating current to power the fast charging terminal 24, either coming directly from the network and passing through the transformer 21b, or coming from the storage batteries 17, passing through the inverter 15b and the transformer 21b. It is thus possible to use an alternating current measuring device to measure the power consumed to power the fast charging terminal 24.

[0025] However, this solution requires the use of a transformer with an additional winding. It follows that this solution is more complex and expensive to implement.

[0026] The technical problem that the invention aims to solve therefore consists of obtaining balancing equipment, integrating a rapid charging terminal, which is more economical and simpler to implement than existing devices and allows the use of certified energy measuring devices. Statement of the invention

[0027] To address this technical problem, the invention proposes using a second inverter whose input is connected between the transformer and a first inverter supplying the storage batteries and whose output is connected to the charging terminal.

[0028] Indeed, those skilled in the art of balancing equipment know that it is particularly important to limit the harmonics transmitted on the network and passing through a transformer connected to a medium voltage or high voltage network. These harmonics can in particular cause abnormal heating of the electrical devices connected to the network or even damage to these devices.

[0029] Furthermore, it is also known to those skilled in the art of balancing equipment that in order to limit the generation of harmonics, it is appropriate to limit the load on each winding of the transformer.

[0030] Thus, to connect a charging station of an electric vehicle, the person skilled in the art would use either the solution described in document WO 2021 / 069188, in which a single winding of the transformer is connected to a single inverter, or the solution described in document WO 2021 / 069189, in which two separate windings of the transformer are connected to two separate inverters. It follows that he would not seek to connect two inverters to the same winding of a transformer.

[0031] The invention arises from an observation according to which the connection of two inverters on the same output winding of a transformer connected to the medium voltage or high voltage network generates limited harmonics which still make it possible to obtain the expected results.

[0032] Thus, the use of a second inverter, connected between the transformer and a first inverter, makes it possible to simplify the system, because it is not necessary to use a specific transformer or a specific measuring device. Indeed, the second inverter being connected to an alternating current, the consumption of the charging station can simply be measured on the alternating current consumed by the second inverter, without it being necessary to use a measuring device. direct current, which is rarer and more complex to implement. In addition, a conventional transformer can be used.

[0033] Similarly, the configuration of the invention makes it possible to transmit the energy from the storage batteries only through two inverters, thus avoiding the transformer. The energy efficiency between the energy taken from the batteries and the energy actually supplied to the charging station is thus improved compared to solutions using a three-winding transformer.

[0034] To this end, according to a first aspect, the invention relates to equipment for balancing a high-voltage or medium-voltage network comprising: - a network input integrating protection devices for said network and performance measurement devices for said network to detect balancing needs; - a transformer comprising a first winding connected to the output of said network input and configured to lower the voltage of said network; - a first inverter connected to a second winding of said transformer and configured to transform an alternating voltage into a direct voltage; - a set of batteries connected to said direct voltage; and - a supervisory body configured to activate said first inverter and ensure the charging or discharging of said batteries when an imbalance is measured on said network by said measuring bodies.

[0035] The invention is characterized in that said balancing equipment also comprises a second inverter connected at the input to said second winding of said transformer and at the output to at least one charging socket of an electric or hybrid vehicle; and means for detecting a charging need of said charging socket; said supervision member being configured to activate said second inverter when a charging need is detected on said charging socket and the injection needs on the network are lower than a threshold value.

[0036] Thus, the invention makes it possible to use balancing equipment to recharge an electric or hybrid vehicle except in the phases for which a large quantity of power must be injected into the network. Indeed, in balancing equipment, the injection and withdrawal phases are normally relatively short, often a few tens of seconds. Compared to the recharge time of an electric or hybrid vehicle, these withdrawal or injection times are very short.

[0037] Compared to a conventional charging station, the charging station produced by the invention is much faster, since it is connected to the high-voltage or medium-voltage network. Thus, although it is not available all the time, because the charging station produced by the invention cannot be used when the balancing equipment has to inject a large amount of power into the network, The improvement in charging speed during the other phases more than compensates for the times when the charging station cannot be used to charge an electric or hybrid vehicle.

[0038] Furthermore, compared to the rapid charging terminals of the state of the art, the installation cost of the charging terminal of the invention is lower since the protection devices necessary to be authorized to connect to the high-voltage or medium-voltage network are common for the balancing equipment and the charging terminal, which limits the number of components necessary for the installation of the charging terminal.

[0039] The invention therefore stems from a discovery according to which the unavailability of the charging terminal at times of high injection of balancing equipment is compensated by the gain in charging speed and does not significantly degrade the lifespan of the batteries integrated in electric or hybrid vehicles.

[0040] Indeed, it is known that interruptions in the charging phases degrade the lifespan of the batteries integrated in electric or hybrid vehicles. However, a substantially constant lifespan has been measured for Lithium-ion batteries integrated in electric or hybrid vehicles even when using a charging terminal according to the invention, that is to say with moments of unavailability which may occur during the charging phases.

[0041] According to one embodiment, said members for measuring the performance of said network to detect balancing needs comprise an energy meter dedicated to the manager of said network and an independent energy meter, said independent energy meter being configured to measure the alternating current consumption captured at the input of said second inverter. The meter dedicated to the network manager conventionally makes it possible, in balancing equipment, to allow the network manager to verify that the balancing equipment is active according to the contract imposed by the network manager.For example, the network manager may have imposed as a constraint that the balancing equipment draws 10% of active power when the frequency exceeds a threshold value or any other network prevention mode and, similarly, draws 10% of reactive power when the voltage exceeds a threshold value or any other network prevention mode. The independent meter makes it possible to verify the performance of the contract by the service provider. Furthermore, within the framework of the invention, the independent meter can be used to measure the power drawn from the network to supply the charging station and not to balance the network.

[0042] To implement the invention, it is necessary to configure the supervisory body to allow injection and withdrawal from the network while using the same network to power the second inverter in the phases for which maximum injection is not necessary. To do this, the simplest method is to authorize the operation of the second inverter when the charging socket is in use and maximum injection into the network is not required. In this embodiment, said means for detecting a need to charge said charging socket correspond to a sensor configured to detect consumption on said charging socket.

[0043] Preferably, the control of the first inverter and the second inverter may depend on both the balancing needs of the network and the withdrawal needs of the charging station. Thus, a compromise may be sought between these two needs when the injection needs on the network are not maximum.

[0044] In this embodiment, said means for detecting a need to charge said charging socket correspond to a probe for measuring the charging power requested on said charging socket.

[0045] Furthermore, in this embodiment, said balancing equipment preferably comprises a probe arranged at the output of said first inverter so as to measure an instantaneous power consumed by said charging socket and said set of batteries, a probe arranged on said direct voltage of said set of batteries so as to measure an instantaneous power consumed by said set of batteries, and a probe arranged between said second inverter and the transformer, so as to measure an instantaneous power consumed by said charging socket.

[0046] With these three probes, the supervisory body is capable of detecting the power used on the first inverter and the second inverter to balance the draw made on the network according to the draw needs to supply the charging socket and to maintain all of the batteries at the balance point corresponding substantially to half of the total capacity of each of the batteries.

[0047] To do this, according to a second aspect, the invention relates to a method for managing balancing equipment according to the first aspect of the invention, said method comprising the following steps: measurement of the difference between a voltage measurement, a frequency measurement and a network current measurement and nominal values ​​to determine the injection and / or withdrawal requirements of active and / or reactive power; determination of a control power of the first inverter connected to all of the batteries according to the injection and / or withdrawal requirements; if the injection needs are greater than a maximum injection power, deactivation of the second inverter and activation of the first inverter connected to the battery pack to inject said maximum injection power, if the injection needs are lower than a maximum injection power, deactivation of the second inverter and activation of the first inverter connected to the battery pack for injecting said control power, if the withdrawal requirements are lower than a charging power requested on said charging socket and the charge level of all the batteries is higher than a threshold value, deactivation of the first inverter connected to the set of batteries and activation of the second inverter to withdraw said control power, and if the withdrawal requirements are greater than a charging power requested on said charging socket and the charge level of all the batteries is lower than a threshold value, activation of the first inverter and the second inverter until the charge level of all the batteries is higher than said threshold value.

[0048] Preferably, said control power is determined as a function of load losses estimated from measurements from three probes respectively arranged at the output of said first inverter, between said second inverter and said direct voltage and on said direct voltage of said set of batteries. Summary description of the figures

[0049] The manner of carrying out the invention as well as the advantages which result therefrom will emerge clearly from the following embodiments, given for informational but non-limiting purposes, with reference to figures 1 to 6 which constitute:

[0050] [Fig.l] is a schematic representation of a state-of-the-art battery balancing equipment;

[0051] [Fig.2] is a schematic representation of a state-of-the-art battery charging station;

[0052] [Fig. 3] is a schematic representation of a state-of-the-art “fast” charging station;

[0053] [Fig.4] is a schematic representation of a state-of-the-art balancing equipment according to a first embodiment;

[0054] [Fig.5] is a schematic representation of a state-of-the-art balancing equipment according to a second embodiment;

[0055] [Fig.6] is a schematic representation of balancing equipment according to one embodiment of the invention, and

[0056] [Fig.7] is a flowchart of the management steps of a supervisory body of the balancing equipment of [Fig.6]. Detailed description of the invention

[0057] [Fig.6] illustrates a balancing device 10 also forming a charging station for an electric or hybrid vehicle. This balancing device 10 conventionally comprises a network input 11 integrating protection devices 12 and measuring devices 13. The network input 11 can be connected to the high-voltage or medium-voltage network. For example, the network input 11 can be connected to two separate electrical cables each carrying a voltage of 20 kV. In addition, the network input 11 can also comprise a network output allowing one of the two cables to pass through the network input 11 so as to form a balancing device crossed by the network.

[0058] The protection members 12 typically correspond to high-voltage or medium-voltage circuit breakers, for example controlled circuit breakers capable of cutting a current of 400 A in order to protect the balancing equipment 10. Preferably, the network cables enter the network input 11 on manual circuit breakers allowing maintenance operations to be carried out in the balancing equipment 10. An automatic circuit breaker is preferably mounted at the output of these manual circuit breakers so as to cut the current passing through the network input 11 when the current draws inside the balancing equipment 10 are greater than a threshold value. Thus, these protection members 12 are preferably coupled with measuring members 13 so as to detect the times at which it is appropriate to cut the current passing through the network input 11.

[0059] These measuring devices 13 also have the function of measuring the frequency, the voltage as well as the phase shift between the intensity and this voltage, all in order to detect the balancing needs of the network in active and reactive power. Preferably, these measuring devices 13 integrate several energy meters: an energy meter associated with the network manager and an independent energy meter associated with the operator of the balancing equipment 10. These energy meters are preferably connected to a wired or wireless communication network.

[0060] Thus, the network manager can obtain information concerning the balancing needs in real time by using the measurements made by the measuring devices 13 of the balancing equipment 10. Similarly, the measurements made by the independent energy meter can be transmitted to the operator of the balancing equipment 10 to control the quantity of energy injected or withdrawn from the network.

[0061] The measuring members 13 transmit at least three pieces of information to a supervisory member 22: a voltage measurement mU, a frequency measurement mF and a current measurement ml, the supervisory member 22 being configured to calculate the phase shift between the current and the voltage. As a variant, the measuring members 13 may comprise means for automatically detecting the phase shift between the voltage and the current and this phase shift may be transmitted to the supervisory member 22.

[0062] The primary function of the supervisory body 22 is to identify the network balancing needs and to meet these needs based on the load status of the batteries 17 integrated in the balancing equipment 10. This supervisory body 22 may be in the form of a microcontroller or a microprocessor associated with a series of instructions. In addition, this supervisory body 22 may be controlled remotely, for example by the operator of the balancing equipment 10 in order to update the balancing strategies or the recharging authorizations of the electric or hybrid vehicles.

[0063] To balance or recharge an electric or hybrid vehicle, the output of the network input 11 is connected to a transformer 21c comprising at least two windings. The first winding is preferably wired in a delta and receives the voltage of 20 kV from the network. This first winding is coupled to a second winding, preferably also wired in a delta with a voltage lowered to 450 V. The transformer 21c may also have a third winding allowing, for example, the connection of measuring instruments.

[0064] The alternating voltage lowered to 450 V is connected to a first inverter 15c making it possible to transform the alternating voltage into a direct voltage supplying the set 16 of batteries 17. Preferably, the output of the first inverter 15c has a direct voltage level of between 700 and 1000 V.

[0065] Furthermore, the AC voltage lowered to 450 V is also connected to a second inverter 23c, itself connected to a charging socket of an electric or hybrid vehicle 24. The second inverter 23c makes it possible to transform the AC voltage lowered to 450 V into a DC voltage supplying the charging socket 24. Preferably, the output of the second inverter 23c has a DC voltage level of 50 V.

[0066] In addition to these elements essential to the realization of the invention, other elements can be implemented to improve the safety or the control strategies of the balancing equipment 10. For example, [Fig. 6] illustrates probes arranged after the transformer 21c to measure the power at different points of the balancing equipment 10. More precisely, a first probe is arranged at the output of the first inverter 15c to measure the power Peq at the level of all the batteries 17. This makes it possible, for example, to estimate the losses linked to the transformer 21c and to the first inverter 15c. A second probe is arranged between the transformer 21c and the second inverter 23c to measure the power consumed Pre by the charging socket 24. This second probe can thus transmit to an energy meter information concerning the quantity of alternating current consumed by the charging sockets 24.

[0067] To adapt the balancing strategy of the two inverters 15c and 23c, it is sufficient to detect a consumption or, at the very least, a presence on the charging socket 24 by means of a signal Ep, as illustrated in [Fig.6]. Preferably, the power requested recharge Prrve by the recharge socket 24 is measured by a probe arranged at the level of the recharge socket 24 in order to provide information to the supervisory body 22.

[0068] From this different information transmitted to the supervisory body 22, the supervisory body 22 can determine the strategy to be operated by the inverters 15c and 23c.

[0069] In addition to these structural elements allowing an electric or hybrid vehicle to be recharged and the network to be balanced, the balancing equipment 10 can integrate conventional elements of balancing equipment, such as a cold unit allowing the cooling of the transformer 21c or of all the batteries 17, an alarm, a fire protection unit, etc.

[0070] [Fig.7] illustrates an example of a method for managing the two inverters 15c and 23c implemented by the supervisory body 22. In a first step 50, this method measures the difference between the voltage mU, the frequency mF and the current ml and nominal values ​​to detect the injection or withdrawal needs AU, AI, AF on the reactive and / or active power network. Thus, when the difference between a nominal quantity and measured quantity mU, mF, ml exceeds a threshold value, an injection or withdrawal need is determined as a function of this difference. The second step 51 aims to determine the power to be applied to the first inverter 15c as a function of the injection or withdrawal needs Pci and a coefficient k. These Pci needs are then specified in a second determination step 52 by taking into account the actual losses at the transformer 21c.These actual losses can be estimated by the different probes depending on the state of the 15c and 23c inverters.

[0071] The Pc2 requirements obtained at the end of step 52 can be applied according to several predefined scenarios, for example: - if the injection needs AU, AF, AI are greater than a maximum injection power Pmax, deactivation of the second inverter 23c and activation of the first inverter 15c connected to the battery pack 17 to inject the maximum injection power Pmax, - if the injection requirements AU, AF, AI are lower than a maximum injection power Pmax, deactivation of the second inverter 23c and activation of the first inverter 15c connected to the battery set 17 to inject the control power Pci or Pc2, - if the withdrawal requirements AU, AF, AI are lower than a requested recharging power Prrve on the recharging socket 24 and the charge level of all the batteries 17 is higher than a threshold value, deactivation of the first inverter 15c connected to the set of batteries 17 and activation of the second inverter 23c for extract the Pci or Pc2 control power, and - if the withdrawal requirements AU, AF, AI are greater than a requested recharging power Prrve on the recharging socket 24 and the charge level of all the batteries 17 is lower than a threshold value, activation of the two inverters 15c, 23c until the charge level of all the batteries 17 is higher than the threshold value.

[0072] The invention thus makes it possible to obtain balancing equipment 10 which, in addition to balancing the network, makes it possible to recharge an electric or hybrid vehicle very quickly since the balancing equipment is directly connected to the high-voltage or medium-voltage network. The invention therefore makes it possible to obtain a “fast” charging station at a lower cost because it reuses the existing components in the balancing equipment 10, in particular at the network input 11. In addition, the invention also makes it possible to use a transformer 21c and an alternating current meter consumed by the charging socket which are simple to implement.

Claims

Claims

1. Balancing equipment (10) for a high-voltage or medium-voltage network comprising: - a network input (11) integrating protection members (12) for said network and measurement members (13) for the performance of said network to detect balancing needs; - a transformer (21c) comprising a first winding connected to the output of said network input (11) and configured to lower the voltage of said network; - a first inverter (15c) connected to a second winding of said transformer (21c) and configured to transform an alternating voltage into a direct voltage; - a set of batteries (17) connected to said direct voltage; and - a supervision member (22) configured to activate said first inverter (15c) and ensure the charging or discharging of said batteries (17) when an imbalance is measured on said network by said measurement members (13);characterized in that said balancing equipment (10) also comprises a second inverter (23c) connected at the input to said second winding of said transformer (21c) and at the output to at least one charging socket (24) of an electric or hybrid vehicle; and means for detecting a charging need of said charging socket (24); said supervisory member (22) being configured to activate said second inverter (23c) when a charging need is detected on said charging socket (24) and the injection needs on the network are lower than a threshold value.;

2. Balancing equipment according to claim 1, wherein said measuring members (13) of the performance of said network to detect balancing needs comprise an energy meter dedicated to the manager of said network and an independent energy meter, said independent energy meter being configured to measure the alternating current consumption captured at the input of said second inverter (23c)

3. Balancing equipment according to claim 1 or 2, wherein said means for detecting a need to charge said charging socket (24) correspond to a probe for measuring the power of requested recharge (Prrve) on said recharge socket (24).

4. Balancing equipment according to one of claims 1 to 3, wherein said balancing equipment (10) comprises a probe arranged at the output of said first inverter (15c) so as to measure an instantaneous power (Peq) consumed by said charging socket (24) and said set of batteries (17).

5. Balancing equipment according to one of claims 1 to 4, wherein said balancing equipment (10) comprises a probe arranged on said direct voltage of said set of batteries (17) so as to measure an instantaneous power (Pbat) consumed by said set of batteries (17).

6. Balancing equipment according to one of claims 1 to 5, wherein said balancing equipment (10) comprises a probe arranged between said second inverter (23c) and the transformer (21c) so as to measure an instantaneous power (Pre) consumed by said charging socket (24).

7. Method for managing balancing equipment according to one of claims 1 to 6, said method comprising the following steps: measurement (50) of the difference between a voltage measurement (mU), a frequency measurement (mF) and a current measurement (ml) of the network and nominal values to determine the injection and / or withdrawal needs (AU, AF, AI); determination (51, 52) of a control power (Pci, Pc2) of the second inverter (15) connected to all the batteries (17) as a function of the injection and / or withdrawal needs (AT, AF, AC) of active and / or reactive power;if the injection needs (AT, AF, AC) are greater than a maximum injection power (Pmax), deactivation of the second inverter (23c) and activation of the first inverter (15c) connected to the set of batteries (17) to inject said maximum injection power (Pmax), if the injection needs (AT, AF, AC) are less than a maximum injection power (Pmax), deactivation of the second inverter (23c) and activation of the first inverter (15c) connected to the set of batteries (17) to inject said control power (Pci, Pc2), if the withdrawal needs (AT, AF, AC) are less than a requested recharging power (Prrve) on said recharging socket (24) and the charge level of the set of batteries (17) is greater than a threshold value, deactivation of the first inverter (15c) connected to;

8. the battery pack (17) and activation of the second inverter (23c) to draw said control power (Pci, Pc2), and if the withdrawal requirements (AT, AF, AC) are greater than a requested recharging power (Prrve) on said recharging socket (24) and the charge level of all the batteries (17) is lower than a threshold value, activation of the first inverter (15c) and of the second inverter (23c) until the charge level of all the batteries (17) is higher than said threshold value. Management method according to claim 7, in which said control power (Pci, Pc2) is determined (52) as a function of load losses (Pe) estimated from measurements (Peq, Pre, Pbat) from three probes respectively arranged at the output of said first inverter (15c), between said second inverter (23c) and said direct voltage and on said direct voltage of said set of batteries (17).

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