Electrical equipment for creating a local power supply network from an electric vehicle

Abstract

The invention relates to an electrical equipment set (10) comprising a first device (1) for monitoring the supply of electrical energy at a delivery point in the dwelling, with a main isolation contactor, a second device (2) forming an electrical interface between an electric vehicle and the domestic network, configured to operate in grid-connected mode or in grid-decoupled mode, an on-board charger (3) forming an interface between the vehicle's main battery and the second device, the first and second devices communicating with each other via first means of communication, characterized in that it provides for a local power supply mode from the vehicle when the general electricity supply network has an interrupted service, the electrical outlets and / or electrical equipment of the dwelling being powered from the vehicle's battery via the second device,the main isolation contactor being in an open state. Figure 1,

Description

Title of the invention: ELECTRICAL EQUIPMENT FOR FORMING A LOCAL ELECTRICAL SUPPLY NETWORK FROM AN ELECTRIC VEHICLE

[0001] The invention relates to electrical equipment for forming a local electrical supply network from an electric vehicle.

[0002] More specifically, we are interested in a configuration involving a room or a dwelling served by a general electricity supply network.

[0003] The dwelling in question may be a house, a garage, a warehouse, it is most often a private construction belonging to one or more people. The case of an apartment or a dwelling in a subdivision is also included in the targets of the present invention.

[0004] The dwelling in question is the home of one or more persons, also called 'occupants' of the dwelling or accommodation in question. The occupants may be the owners, tenants, co-tenants or sub-tenants of the dwelling.

[0005] In addition to the premises or dwelling, the invention presented here involves at least one electric vehicle comprising a main battery also called a traction battery. For an all-electric vehicle, the main battery is capable of storing a significant amount of electrical energy. The invention also applies in the case of a plug-in hybrid vehicle.

[0006] Regarding the quantity of energy stored in the battery pack, in practice we are talking about several tens of kWh. A 100% electric vehicle battery has an energy storage capacity typically between 50 kWh and 100 kWh, depending on the target autonomy, the weight and the consumption of said vehicle, and a little less for a plug-in hybrid vehicle.

[0007] The most common traction batteries on electric vehicles are batteries based on Lithium-Ion type electrochemistry. A battery pack generally consists of several modules connected together in a series configuration, each module itself comprising a plurality of unit electrochemical cells, arranged in series and / or in parallel.

[0008] In practice, one or more of the occupants usually drives an electric vehicle. The electric or hybrid vehicle in question is usually recharged at home, i.e. in the immediate vicinity of the home, or even inside the home. The electric vehicle is recharged from a charging station available at the home.

[0009] The dwelling is connected to a general electricity supply network. The supply electricity to the home is supplied via a delivery point, equipped with a consumption meter.

[0010] The delivery point is generally equipped with a main circuit breaker which allows the electricity supply to be interrupted downstream of the domestic installation. This constitutes the head of the home's electrical installation.

[0011] The downstream part of the home's electrical installation includes an electrical panel with protective devices, such as fuses and differential circuit breakers.

[0012] An electrical line from the electrical panel serves an electrical outlet (or a specific device which will be discussed later) into which the vehicle's charging outlet can be connected.

[0013] In a normal case, the delivery point is normally supplied by the general electricity supply network and the electric vehicle can be recharged from the electricity supply from the delivery point.

[0014] However, it may happen that the supply of electricity from the general electricity supply network is interrupted. This may be caused by any production or transmission problem, for example damage to the overhead or buried power line, a malicious act (cable theft), or a technical problem in the upstream transformers. Other causes of interruption, without limitation of nature or circumstances, are also possible.

[0015] Sometimes the outage duration is short, but sometimes the outage duration can be substantially long, e.g. the time to restore the electrical network.

[0016] It should be noted that the geographical area affected by the service interruption may be more or less vast. That is to say, the number of electricity supply subscribers affected by the interruption may be more or less large.

[0017] The inventors sought to use the electrical energy stored on board the main battery of an electric vehicle to be able to supply all or part of the home's electrical network while waiting for the normal electricity supply to be restored.

[0018] To this end, the present invention proposes a set of electrical equipment comprising: - a first device for monitoring a supply of electrical energy at a delivery point of a domestic network normally supplied from a general electricity supply network, the first device being associated with at least one main isolating contactor, the domestic network comprising a plurality of electrical outlets and / or electrical equipment, arranged downstream of the main isolating contactor, - a second, stationary device, forming an electrical interface between an electric vehicle and the domestic network, - an on-board charger, forming part of the vehicle, forming an interface between a main battery of the vehicle and the second device, the first and second devices communicating with each other via first communication means, the on-board charger and the second device communicating with each other, to agree on an operational mode, characterized in that a local power supply mode is provided from the vehicle while the general electricity supply network has an interrupted service, the plurality of electrical outlets and / or electrical equipment being powered from the vehicle battery via the second device, the main isolation contactor being in an open state.

[0019] Thanks to the provisions promoted above, it is possible to supply all or part of the home's electrical network from the electrical energy storage present in the vehicle's main battery, and this without supplying other subscribers or other delivery points of the general electrical supply network.

[0020] The vehicle thus provides emergency power, in particular to be able to power critical elements of the home such as medical devices, communication devices, lighting devices. Expressed differently, the assembly composed of the vehicle and the charging station as proposed acts as an emergency generator, just as a specific emergency electrical generator would.

[0021] As we will see later, the second device is called in practice a charging station or a “wallbox”. The sizing of this device in terms of power can range from a few kilowatts to several hundred kilowatts.

[0022] It is noted that the first domestic network monitoring device may be a specific device or an adaptation of a Linky™ type smart meter or the addition of additional functions to the main circuit breaker (i.e. to the installation head isolating contactor, also called the main isolating contactor).

[0023] Advantageously, the set of electrical equipment promoted above can be supplied as a post-equipment kit, without requiring any major modification to the electrical installation of the home.

[0024] Similarly, it is noted that the function of the main isolation contactor mentioned above can be ensured by an additional contacting member installed in series with the main circuit breaker.

[0025] The term "electric vehicle" should be understood to mean an electric vehicle or a rechargeable hybrid vehicle, that is to say any vehicle equipped with an electric drive train with a traction battery, whether or not it is also equipped with a thermal engine.

[0026] The term "private local network" designates the electrical network of the premises or dwelling when it is isolated from the rest of the general electrical network, because the main isolation contactor is in an open state.

[0027] Regarding the term "operational mode", this designates either a charging mode when the vehicle receives electrical energy from the electrical installation of the dwelling or a discharging mode when the vehicle supplies electrical energy to the electrical installation of the dwelling.

[0028] In this document, as in the general knowledge of the person skilled in the art, the acronym AC designates alternating current and the acronym DC designates direct current.

[0029] According to one embodiment, the energy exchange between the second device and the vehicle is carried out in alternating current.

[0030] It is thus possible to transfer a fairly significant amount of power with wires of modest cross-section and over a distance of several meters with minimal losses due to the Joule effect.

[0031] Furthermore, according to this configuration, the second device can remain relatively simple without a transformer or power converter.

[0032] According to one embodiment, the alternating current is of the single-phase type.

[0033] Most homes are served by only one phase of the general three-phase network, and therefore the proposed solution can be implemented without limit in all homes.

[0034] According to one embodiment, the alternating current is of the three-phase type.

[0035] It is thus possible to increase the power up to, for example, more than 20 kilowatts for the vehicle charging.

[0036] According to one embodiment, the energy exchange between the second device and the vehicle is carried out in direct current.

[0037] It is thus possible to use the vehicle's rapid charging capability when it is equipped with it. This means that the vehicle can be recharged quickly with an energy flow rate of several tens of kilowatts.

[0038] According to one embodiment, the main isolation contactor is controlled by the first device.

[0039] The first device being positioned close to the isolation contactor, this solution proves to be simple to implement and robust.

[0040] It is noted that the isolation contactor can be a bistable contactor or a monostable contactor.

[0041] It is also noted that the opening and re-closing of this contactor could be controlled electrically and automatically for safety reasons.

[0042] According to one embodiment, at least one emergency power supply is provided associated with the first device and to the second device. This backup power supply is local.

[0043] Being powered by the emergency power supply, the second device can thus remain in operation during the interruption of the supply from the general electrical network. And the second device can then manage the transition between the mode coupled to the network and the mode decoupled from the network, as will be seen in more detail later.

[0044] According to one embodiment, it is provided that the emergency power supply also supplies the first device. As for the second device, in the event of an interruption in the supply of electrical energy from the delivery point, the first device can continue to operate by being supplied from the emergency power supply.

[0045] According to one embodiment, the emergency power supply can be housed in the second device. The installation of the system promoted here in the home is thus simplified.

[0046] According to one embodiment, the first communication means are wireless communication means. For example, the first communication means between the first and second devices use Bluetooth™ couplers.

[0047] According to an alternative embodiment, the first means of communication may be of the carrier current type, the carrier currents being high frequency waves added to the power line at 50 or 60 Hertz. This solution is relevant here because the electrical connection between the electrical panel and the charging station is specific and of reasonable length.

[0048] According to an alternative embodiment, the first means of communication can use a cellular principle with SIM (Subscriber Identification Module) cards on the one hand in the first device and on the other hand in the second device. If necessary, an internet connection makes it possible to send information about the first device and the second device to a client application usable by an occupant of the dwelling.

[0049] According to one embodiment, the on-board charger and the second device communicate via a control line, called “control pilot” (CP). The operation of the control line is defined in the IEC 62196 standard as known to those skilled in the art.

[0050] The second device can thus indicate to the on-board charger which operating mode it should adopt. This makes it possible to safely switch from a mode coupled to the network (charging) to a mode decoupled from the network (discharging) and vice versa.

[0051] The invention further relates to a system comprising a rechargeable electric or hybrid vehicle and a set of electrical equipment as described above. The rechargeable electric or hybrid vehicle forms, through the terminal, an emergency generator from the main battery of the vehicle.

[0052] The invention further relates to a system comprising an electrical installation of a dwelling supplied via a delivery point from a general electricity supply network, an electric vehicle with a main battery, the installation electric vehicle comprising a first device for monitoring a supply of electrical energy at a delivery point of a domestic network normally supplied from a general electricity supply network, the first device being associated with a main isolation contactor, the domestic network comprising a plurality of electrical outlets and / or electrical equipment, arranged downstream of the main isolation contactor, a second stationary device, forming an electrical interface between the electric vehicle and the domestic network, and an on-board charger, forming part of the vehicle, forming an interface between the main battery of the vehicle and the second device, the first and second devices communicating with each other via first communication means, the on-board charger and the second device communicating with each other, to agree on an operational mode,characterized in that a local power supply mode is provided from the vehicle while the general electricity supply network has an interrupted service, the plurality of electrical outlets and / or electrical equipment being powered from the vehicle battery via the second device, the main isolation contactor being in an open state.

[0053] The invention further relates to a method implemented in an electrical equipment assembly as described above, characterized in that it is provided: - detection of a lack of electrical energy supply at the delivery point, - an opening of the main isolation contactor, to then form an isolated local electrical network, serving the home, - switching the electric or rechargeable hybrid vehicle to electric energy discharge mode, - regulation of a power supply from the vehicle into the isolated local electrical network, according to the local power supply mode.

[0054] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: [Fig.l] is a schematic representation of an example of a system comprising a dwelling with an electrical installation and an electric vehicle capable of being recharged with alternating current from this electrical installation and in which the present invention is implemented, [Fig.2] shows an electrical functional diagram according to a first example of embodiment; [Fig.3] shows an electrical functional diagram according to a second exemplary embodiment; [Fig.4] is a schematic representation of another example system comprising a dwelling with an electrical installation and an electric vehicle which can be recharged with direct current from this electrical installation and in which the present invention is implemented; [Fig.5] shows an electrical functional diagram according to a third embodiment example; [Fig.6] shows an electrical functional diagram according to a fourth embodiment example.

[0055] A general diagram of a system comprising a dwelling 4 with an electrical installation and an electric vehicle 7 capable of being recharged from this electrical installation is now described with reference to [Fig. 1].

[0056] The electric vehicle 7 comprises a main battery 71. According to an exemplary embodiment, the voltage across this main battery may be between 200 volts and 1000 volts. In typical examples, the voltage across this battery is close to 400 volts or 600 volts.

[0057] As already indicated in the introduction, the energy that can be stored in this battery is substantial, it is several tens of kilowatt hours (50 kWh to 100 kWh).

[0058] As known per se, the electric vehicle 7 comprises a connection base 72 housed behind a pivoting protective hatch.

[0059] As known per se, a charging cable 82 is provided for connecting the connection base to a charging terminal which will be discussed below.

[0060] The dwelling 4 comprises various electrical equipment such as for example a refrigerator, a freezer, a dishwasher, a washing machine, etc., collectively identified by the reference 5 in FIGS. 1 and 4. The dwelling 4 also comprises communication equipment of the internet router type ('box') connected to an electrical outlet. The dwelling 4 may also comprise one or more medical equipment necessary for medical care provided to one or more occupants of the dwelling.

[0061] All of this equipment is subject to an electrical supply.

[0062] The electrical installation of the dwelling comprises an installation head 18 and a distribution panel 15, serving the electrical network of the dwelling also called domestic network and which becomes an isolated and private local network when it is decoupled from the general supply network at the delivery point as will be seen later.

[0063] The distribution panel 15 includes fuse holders and differential circuit breakers and thermal or load limiting circuit breakers.

[0064] As known per se, the installation head 18 comprises a consumption meter 13 and a main isolation contactor in series with the 'circuit breaker main' (or general circuit breaker), the assembly marked 12 for simplicity.

[0065] In practice, the domestic network of the dwelling comprises a plurality of electrical outlets and / or electrical equipment, arranged downstream of the main isolation contactor 12.

[0066] Advantageously according to the present invention, a first device 1 is also provided, responsible for monitoring the presence of the electricity supply at the delivery point.

[0067] More specifically, the first device 1 is responsible for detecting and notifying an event of interruption of electricity supply at the delivery point. It is also responsible for detecting and notifying the return to normal state of the supply of electrical energy at the delivery point.

[0068] The first device 1 can detect the presence or absence of a voltage on a phase line either by physical contact with the conductor, or in contactless mode using the electric field or the magnetic field generated by the presence of the voltage on the conductor.

[0069] According to one embodiment, the first device 1 itself directly controls a main isolation contactor in the open state or in the closed state.

[0070] In an alternative embodiment, the main isolation contactor is controlled to the open state or to the closed state by another device, depending on the information delivered by the first device.

[0071] The first device may be a specific device, which may be plugged in next to the consumption meter and the main circuit breaker. However, it should be noted that the first device may be a function (or set of functions) integrated either into the main isolation contactor 12 or into the consumption meter 13.

[0072] The consumption meter may be a smart meter, and it may also include disconnection functions in the event of consumption exceeding a threshold. Such a smart consumption meter may include the functions of the first device presented above.

[0073] To return to the general circuit breaker existing in the basic electrical installation, it must be understood that the main isolation contactor promoted here 12 is added to the general circuit breaker, in a series arrangement and upstream of the general circuit breaker.

[0074] The general electricity supply network delivers electricity to the home by means of a cable 19 arriving at the delivery point. An overhead cable has been illustrated but it is also possible for the cable to be buried and protected in ducts underground.

[0075] Cable 19 also serves neighboring homes in a parallel connection logic, hence the interest in isolating the domestic network from the home when one wants to establish emergency operation.

[0076] The electricity supply can be carried out in single-phase current, in which case only one phase reaches the dwelling, or in three-phase mode, in which case the three conventional phases reach the dwelling.

[0077] As already indicated, even if this remains more or less rare, it happens that the electricity supply is interrupted and that the electricity delivery service to the home is no longer assured.

[0078] In accordance with the present invention, the main battery 71 of the vehicle is then used to form a backup source of electrical energy for all or part of the electrical equipment in the home.

[0079] It is noted here that, in the normal situation where the supply of electricity is ensured, it may happen that an excess demand for electrical power on the dwelling is supplied from the main battery of the vehicle, the peak demand is supplied in self-consumption mode.

[0080] The system promoted here comprises a second device 2 also called here a charging station. The second device 2 forms the electrical interface between the electric vehicle 7 and the home network of the dwelling.

[0081] The charging terminal 2 is connected to the electrical panel by conductors 81 (at least two conductors, phase and neutral, in the single-phase case, the protective earth conductor can be added).

[0082] It is through the electrical conductors 81 in question that the electrical energy is exchanged between the electrical panel and the charging terminal and beyond with the on-board charger 3 of the vehicle.

[0083] The first device 1 and the second device 2 communicate with each other, for example via Bluetooth™.

[0084] More generally, the first and second devices communicate with each other via first communication means identified 16. The communication means may be wireless radiofrequency means (WiFi, Bluetooth™, Zigbee™, or any equivalent).

[0085] Alternatively, the means of communication may be of the carrier current type, known per se, which are high-frequency waves added to the power line at 50 / 60 Hertz. It is not excluded to use a cellular solution, or even an Internet connection solution.

[0086] The charging station 2 may be located outside the dwelling or in a room forming a garage for the vehicle. The charging station may be sheltered under a lean-to 44 or a roof. The charging station 2 is fixed to the ground or to the wall.

[0087] Turning to [Fig.2], the first contactor marked 6 is part of the main isolation contactor 12 already mentioned. It is added to the general circuit breaker. In the installation, the first contactor 6 is located downstream of the delivery point 18 and upstream of the electrical panel 15. The consumption meter is not shown in [Fig.2], it can be placed upstream of the first contactor 6. When the first contactor 6 is in the open state, the conductors of the delivery point 18 are isolated from the distribution panel 15.

[0088] The first contactor 6 has been shown as a relay with coil, but of course other forms of control of the movable contacts are considered in the present invention.

[0089] For example, it may be a bistable electromechanical device with a motor moving contacts between two mechanically stable extreme positions, one corresponding to an open electrical state and the other corresponding to a closed electrical state.

[0090] According to one embodiment, it is the first device 1 which causes the opening of the first contactor 6 when the first device has detected an interruption of service at the delivery point of the general electricity supply network. The opening of the first contactor 6 may be subject to the actual presence of the vehicle 7 connected to the charging station as well as to a state of charge level of the main battery 71 greater than a predetermined threshold.

[0091] In a single-phase configuration, the first contactor 6 acts on phase P and neutral N. The phase P and neutral N lines are closed in the normal state when electrical energy is present in delivery and the phase P and neutral N lines are open to create isolation of the domestic network from the general electrical network (eg cable 19) in circumstances where this proves necessary.

[0092] The second device 2 comprises an electronic card with a microcontroller 20. The second device 2 comprises a contactor here called second contactor 8.

[0093] In a single-phase configuration, the second contactor 8 acts on phase P and neutral N. The second device 2 comprises an output socket 25 which in the example illustrated corresponds to type 2 of the IEC62196 standard. One of the ends of the charging cable 82 can be connected to this output socket 25 available on the charging station.

[0094] The second device 2 may include a function for counting the electrical energy transmitted as well as operating indicators and, where appropriate, optionally a display.

[0095] The electrical energy can pass in the direction of the arrow F1, i.e. from the electrical panel 15 to the battery of the vehicle 71. In particular circumstances of interest here, the electrical energy passes in the opposite direction, i.e. that of the arrow F2, i.e. from the battery of the vehicle 71 to the electrical panel 15.

[0096] The second contactor 8 is controlled by the microcontroller 20 of the second device. The second contactor 8 is controlled to the closed state if all the conditions electrical safety and operation of the vehicle charger are combined. The second contactor 8 has been shown as a relay with coil, but of course other forms of control of the moving contacts are possible.

[0097] The microcontroller 20 of the second device monitors the presence of voltage on the phase line P and the neutral line N.

[0098] The system implementing the invention also comprises a third device corresponding here to the on-board charger 3.

[0099] The on-board charger 3 is part of the vehicle, it is often called in practice 'OBC' from its Anglo-Saxon name On Board Charger.

[0100] The on-board charger 3 comprises an alternating current to direct current (AC / DC) converter 32 and a direct current DC / DC voltage converter. The output of the AC / DC voltage converter is connected to the positive and negative terminals of the battery 71.

[0101] The operation of the AC / DC converter is reversible.

[0102] The on-board charger 3 comprises an electronic card with a microcontroller 30.

[0103] The on-board charger 3 and the second device 2 communicate via the control pilot (CP) line. The operation of the CP control line is defined in the IEC 62196 standard.

[0104] The 7-pin socket also includes the proximity line named PP (not shown in the figures).

[0105] In particular thanks to these two signal lines (CP and PP), the microcontroller 30 of the on-board charger 3 communicates with the microcontroller 20 of the charging terminal to define the charging mode or the discharging mode to be implemented.

[0106] It is noted that the charging station 2 could communicate with the on-board charger 3 of the vehicle by other means of communication, such as wireless means of communication, or even a cellular connection or an Internet connection. The on-board charger 3 of the vehicle can use remote communication means already present in the vehicle via the vehicle's multiplexed network.

[0107] The microcontroller 30 of the on-board charger 3 is powered by the vehicle's 12-volt network regardless of the state of the electrical energy supply in the home's domestic network.

[0108] With regard to the emergency power supply, used in the event of an interruption in the supply of electrical energy to the delivery point, in the example illustrated this is a battery-based emergency power supply 22.

[0109] In the example illustrated, the emergency power supply 22 supplies both the first device 1 and the second device 2. The battery of the emergency power supply can be recharged normally from one of the phases of the conductors 81 connecting the electrical panel to the charging terminal via a small charger.

[0110] In alternative embodiments, the backup power function could be handled locally at the first device 1, for example by means of a rechargeable battery.

[0111] Similarly, for the second device 2, i.e. the charging station, the backup power function could be handled locally by means of a local backup battery.

[0112] The control system 10 involved here comprises the first device 1 mentioned above arranged at the location of the electrical panel of the home installation, the charging station 2 and the on-board charger 3.

[0113] [Fig. 3] is analogous to [Fig. 2] except that the supply of electrical energy is done in three-phase mode instead of single-phase. Anything not described again herein is considered the same or similar.

[0114] At the delivery point, the three phases L1, L2 L3 are present.

[0115] The first contactor interrupts the four lines L1, L2, L3 and N, just like the second contactor 8.

[0116] The AC / DC converter 32 of the on-board charger operates with the three input phases, and can handle higher power compared to the single-phase case.

[0117] Power and energy efficiency are improved. The three-phase mode also allows for balanced demand on the three phases compared to the supply from the general electricity network.

[0118] Figures 4 to 6 are analogous to Figures 1 to 3 respectively, they relate to a recharging configuration in direct current fast recharging mode (instead of alternating current recharging).

[0119] Anything not described again herein is considered the same or similar.

[0120] In this case where the energy exchange between the vehicle and the terminal is carried out in direct current, the charging station comprises a power converter 9 with on the alternating AC side the connection conductors to the electrical panel of the home installation via the second contactor 8 in the closed state, and on the direct DC side directly the terminals of the traction battery 71 of the vehicle.

[0121] In this configuration, the electrical outlet 25 is of the CCS2 combo type as defined in the IEC 62196 standard.

[0122] The operation of the system is described below.

[0123] In normal operation, the delivery point is supplied with electrical energy from the general network via cable 19. The domestic network of the home is supplied nominally.

[0124] The electric vehicle 7 may or may not be charging.

[0125] Meanwhile, the first device 1 continuously monitors the presence of electrical voltage at the delivery point. Optionally, it can exchange period exclusively with the second device, in particular for reasons of diagnosis of the correct functioning of the system.

[0126] In the event of an interruption in the supply of electrical energy, the first device 1 detects this event and transmits this information to the second device 2.

[0127] If the vehicle was being recharged, then it is immediately stopped and the second device 2 proceeds to open the second contactor 8.

[0128] Next, the system will attempt to implement backup power from the vehicle's main battery.

[0129] First of all, we check that the vehicle is properly connected to the charging station and that the state of charge of the main battery is not below a predetermined threshold that is inappropriate for use as an emergency power supply.

[0130] If the above conditions are met, then it may be decided to start the emergency power supply from the vehicle.

[0131] In order to avoid sending electrical energy to neighboring homes, it is first necessary to implement electrical isolation of the domestic network and for this the first contactor 6 is controlled in the open state (by the first device or in response to information provided by the first device). When the first contactor 6 is in the open state, electrical energy produced from the vehicle to power the equipment of the home of interest cannot go to power the general network and / or neighboring homes.

[0132] The charging station 2 communicates with the on-board charger 3 to prepare the transition to electrical energy discharge mode from the vehicle.

[0133] Then, the charging terminal 2 controls the closing of the second contactor 8.

[0134] Then, the on-board charger of the vehicle 3 regulates the supply of a power electrical energy from the vehicle's main battery to the isolated local power grid. This is a local power supply mode. The electrical energy flows up the terminal's power line, this energy flow follows the arrow marked F2. Inside the distribution board, the energy is distributed to various electrical consumers, namely all or part of the electrical equipment present in the domestic network.

[0135] Critical electrical equipment in the home can thus be powered while waiting for the supply of electrical energy from the general network to become available again.

[0136] When the general supply network becomes available again, the first device 1 notifies the second device 2 so as to stop the local supply mode, by exchanging information and / or commands with the on-board charger 3 of the vehicle and by opening the second contactor 8.

[0137] In these circumstances, the first device 2 carries out the closing command of the first contactor 6 so that the domestic network is again supplied with electrical energy from the delivery point.

[0138] Following this, the second device 2 and the on-board charger 3 of the vehicle restart a normal charging sequence of the main battery. The path of the electrical energy could then follow the conventional direction marked F1 or the direction F2, i.e. from the electrical panel to the vehicle battery or vice versa in certain circumstances already mentioned above (self-consumption).

[0139] The first device 1 may comprise an operating indicator and / or an operating mode indicator configured to indicate to a user whether the domestic network is currently supplied by the delivery point 18 of the general network or conversely by the emergency generation system from the battery of the vehicle 71.

[0140] It should be noted that the general circuit breaker in a conventional electrical installation is not controllable; it trips if excessive current consumption is detected and must be reset by pressing a reset button.

[0141] It should be noted that some electric vehicles can accept recharging in alternating current mode and in direct current mode. The vehicle can be equipped with one or more electrical connection cables 82 depending on the terminals it is connected to, i.e. at home and on the public or semi-public network.

[0142] Similarly, it is possible to provide an envelope charging terminal which can handle either a three-phase or a single-phase supply.

[0143] It should be noted that, in the event of an interruption in the supply of electrical energy from the general network, the supply of electrical energy by the vehicle is compatible with the parallel supply of local energy provided at the same time, for example, from solar panels or from a wind turbine.

Claims

Claims

1. Electrical equipment assembly (10) comprising: - a first apparatus (1) for monitoring a supply of electrical energy at a delivery point of a domestic network normally supplied from a general electricity supply network, the first apparatus being associated with at least one main isolating contactor, the domestic network comprising a plurality of electrical outlets and / or electrical equipment, arranged downstream of the main isolating contactor, - a second apparatus (2), stationary, forming an electrical interface between an electric vehicle and the domestic network, - an on-board charger (3), forming part of the vehicle, forming an interface between a main battery of the vehicle and the second apparatus, the first and second apparatuses communicating with each other via first communication means, the on-board charger (3) and the second apparatus communicating with each other,to agree on an operational mode, characterized in that a local power supply mode is provided from the vehicle while the general electricity supply network has an interrupted service, the plurality of electrical outlets and / or electrical equipment being powered from the vehicle battery via the second device, the main isolating contactor being in an open state.,

2. Electrical equipment assembly according to claim 1, characterized in that the energy exchange between the second device and the on-board charger is carried out in alternating current (AC).

3. An electrical equipment assembly according to claim 2, the alternating current is of the single-phase type.

4. Electrical equipment assembly according to claim 1, characterized in that the energy exchange between the second device and the vehicle is carried out in direct current (DC).

5. Electrical equipment assembly according to any one of claims 1 to 4, characterized in that the main isolation contactor is controlled by the first device.

6. Electrical equipment assembly according to any one of claims 1 to 5, characterized in that at least one emergency power supply (22) is provided associated with the first device and the second device.

7. Electrical equipment assembly according to any one of claims 1 to 6, characterized in that the first communication means (16) are wireless communication means.

8. Electrical equipment assembly according to any one of claims 1 to 7, characterized in that the on-board charger (3) and the second device (2) communicate via a control line (CP).

9. System comprising an electric or plug-in hybrid vehicle and an electrical equipment assembly according to any one of claims 1 to 8.

10. Method implemented in an electrical equipment assembly according to any one of claims 1 to 8, characterized in that it is provided: - detection of an absence of electrical energy supply at the delivery point (18), - opening of the main isolation contactor, to then form an isolated local electrical network, serving the dwelling, - switching the electric or rechargeable hybrid vehicle to electrical energy discharge mode, - regulation of a power supply from the vehicle into the isolated local electrical network, according to the local power supply mode.

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