Method of managing an electrical network

Abstract

The invention relates to a method for managing an electrical network, said electrical network (R) comprising several electrical consumers and at least one electrical power source, configured to supply electrical power to said electrical network, said electrical power source comprising a set of electrical connection units (GU) each positioned in a dedicated location (PK) and capable of allowing automatic connection of the battery of a vehicle (V) to charge said battery when the vehicle is parked on said dedicated location (PK), each electrical connection unit (GU) being in an operating state (ST_GU), said electrical power source being controlled by an information system (SI), said method consisting, using the information system (SI), in offering or absorbing power on the electrical network (R) to stabilize it,by carrying out a check of each electrical connection unit (GU) of the power source. Figure to be published with the abstract: Figure 1,

Description

Title of the invention: Method for managing an electrical network Technical field of the invention

[0001] The present invention relates to a method for managing an electrical network. State of the art

[0002] In a “Vehicle to Grid” type network, it is known to be possible to: - Use the electrical energy available in the batteries of electric cars connected to the network to reinject energy into this electrical network, and thus cope with consumption peaks. - Intelligently manage electricity consumption, by reducing loads when electricity consumption becomes higher than its production (smart grid).

[0003] It should be noted that the electricity network is increasingly random, because it uses renewable energy sources, which do not allow energy to be produced constantly over time.

[0004] Currently, many electric vehicles are only plugged in at night to recharge their batteries, even though this is not the time when electricity demand is highest. During the day, many vehicles are parked in spaces not equipped with electrical terminals or in spaces equipped but for which the user does not make the effort to plug in their vehicle. In both cases, many vehicles are parked but are never plugged in during the day, which ultimately does not allow their potential to be used to optimize the management of the electricity network, particularly with a network that uses renewable energies (for example, photovoltaic, wind).

[0005] Recently, automatic electrical connection solutions have been developed, allowing the user not to worry about connecting their vehicle to the terminal. When the user parks their vehicle in a space equipped with such a solution, the connection and charging of the vehicle are done automatically, without user intervention. This easily increases the number of occasions when the vehicle can connect to the electrical network. Patent EP3469662B1 and patent application WO2023 / 151940A1 describe such automatic electrical connection solutions. It should be noted that, unlike induction-type solutions, the solutions described in these prior documents have the advantage of allowing a physical electrical connection by cable, maximizing the efficiency of energy exchange in both directions.

[0006] However, there is no suitable technical solution for exploiting the resources linked to these automatic connection solutions, particularly in the context of managing an electrical network.

[0007] The aim of the invention is therefore to propose a robust technical solution adapted to make the best use of these new automatic electrical connection solutions, and thus to optimize the management of an electrical network, the latter becoming increasingly unstable and random in production and consumption. Statement of the invention

[0008] This aim is achieved by a method for managing an electrical network, said electrical network comprising several electrical consumers and at least one electrical power source, configured to supply electrical power on said electrical network, said electrical power source comprising a set of electrical connection units each positioned in a dedicated location and capable of allowing automatic connection of the battery of a vehicle to charge said battery when the vehicle is parked in said dedicated location, each electrical connection unit being in an operating state, this operating state comprising at least data relating to a connected or disconnected state of said electrical connection unit with respect to a battery of a vehicle, said electrical power source being controlled by an information system, said method consisting, using the information system,to supply or absorb power on the electrical network to stabilize it, by performing a control of each electrical connection unit of the power source which is in a connected state, said control being configured to control a charge or a discharge of the battery of the vehicle.

[0009] According to one particular feature, the information system is configured to receive as input one or more of the following information: - Vehicle usage profile including a state of charge and / or a given autonomy at a given time, - Power requirement of the electrical network, - Data relating to the periods and durations of connection of the vehicle to the electrical connection unit, - Battery electrical power, - Available electrical energy, - Electric current, - Electrical voltage, - Battery charge status, - Battery temperature, - Battery usage time, - Battery health status, - Date of last full charge.

[0010] According to another feature, the information system is configured to: - Identify the electrical connection units that are in a connected state; - Among the electrical connection units that are in the connected state, read the connected vehicle usage profile; - Depending on each usage profile, determine whether the battery must be controlled during charging and / or discharging and determine a battery charging time and / or discharge time; - Send to each selected electrical connection unit a control order to control a discharge or a charge of the battery over the determined duration;

[0011] According to another feature, each electrical connection unit is configured by default, unless otherwise ordered by the information system, to control charging of the vehicle battery.

[0012] The invention also relates to an information system used for the management of an electrical network, said electrical network comprising several electrical consumers and at least one electrical power source, configured to supply electrical power on said electrical network, said electrical power source comprising a set of electrical connection units each positioned in a dedicated location and capable of allowing automatic connection of the battery of a vehicle to charge said battery when the vehicle is parked on said dedicated location, each electrical connection unit (GU) being in an operating state, this operating state comprising at least data relating to a connected or disconnected state of said electrical connection unit with respect to a battery of a vehicle, said electrical power source being controlled by said information system,this information system being configured to offer or absorb power on the electrical network by controlling each electrical connection unit in a state connected to the charge or discharge in order to stabilize the electrical network while satisfying a usage profile of the vehicle, including a state of charge and / or a given autonomy at a given time.

[0013] According to one particular feature, the information system is configured to receive as input one or more of the following information: - Vehicle usage profile including a state of charge and / or a given autonomy at a given time, - Power requirement of the electrical network, - Data relating to the periods and durations of connection of the vehicle on the electrical connection unit, - Battery electrical power, - Available electrical energy, - Electric current, - Electrical voltage, - Battery charge status, - Battery temperature, - Battery usage time, - Battery health status, - Date of last full charge.

[0014] According to one feature, the information system is configured to: - Identify the electrical connection units that are in a connected state; - Among the electrical connection units that are in the connected state, read the connected vehicle usage profile; - Depending on each usage profile, determine whether the battery must be controlled during charging and / or discharging and determine a battery charging time and / or discharge time; - Send to each selected electrical connection unit a control order to control a discharge or a charge of the battery over the determined duration;

[0015] According to another feature, each electrical connection unit is configured by default, unless otherwise ordered by the information system, to control charging of the vehicle battery.

[0016] Advantageously, each electrical connection unit carries a socket, located on the electrical network side and comprises a control unit, the socket being capable of mechanically coupling automatically by magnetic effect with a plug connected to the battery of a vehicle.

[0017] The solution of the invention thus makes it possible to use existing and hitherto under-utilized storage resources, and to possibly avoid the creation of new energy sources, requiring a significant financial contribution, sometimes the exploitation of rare raw materials, and the generation of greenhouse gases (notably CO2).

[0018] The solution of the invention also makes it possible to avoid the use of carbon-based production methods, whereas these are currently used to balance production and demand.

[0019] The solution finally makes it possible to avoid the use of concentrated storage means which would mobilize resources, particularly rare materials.

[0020] The solution of the invention is therefore advantageously sized to stabilize the electrical network and make it possible to: - Smooth out daily electricity consumption; - Smooth out fluctuations in non-controllable means of production, such as those renewable energy (solar, wind). Brief description of the figures

[0021] Other characteristics and advantages will appear in the detailed description which follows, given with reference to the appended drawings in which: - [Fig.l] schematically represents the system of the invention and illustrates the management method implemented using this system; - [Fig.2A] and 2B show an exemplary embodiment of an automatic electrical connection solution, which can be used in the system of the invention;

[0022] Detailed description of at least one embodiment

[0023] The invention applies to the management of an electrical network R usually made up of controllable and non-controllable means of production and subject to fluctuating consumption over time. The principle of the invention consists of fully exploiting an already existing "electrical energy reservoir" to compensate for fluctuations in the power of non-controllable production resources and fluctuations in consumption. This energy reservoir is characterized by a power and a quantity of available energy. This energy reservoir makes it possible to create an electrical power source by controlling the charging and discharging of electric vehicle batteries connected to a set of electrical connection units (referenced GU) with automatic connection.

[0024] The combination of the automatic connection system and an information system (IS - defined below) makes it possible to exploit this “electrical energy reservoir” in power (R_W) and in electrical energy (R_Wh) with a level of reliability comparable to that of physical electricity production units such as, for example, a gas-fired power station or a hydroelectric dam.

[0025] Each electrical connection unit GU is dedicated to recharging the batteries of a vehicle V. The vehicle V will therefore be of the electric or hybrid type. By vehicle batteries, we mainly mean the batteries dedicated to the traction of the vehicle. In this case, we also speak of battery packs.

[0026] The method is implemented by using an information system SI having a processing capacity and to which the electrical connection units GU are coupled.

[0027] The electrical connection units GU are each dedicated to at least one space PK on which the vehicle V is parked. By space, we mean a public or private parking space.

[0028] In the context of the invention, each electrical connection unit GU is wired connection (conductive, not inductive) and automatic. By automatic connection, we mean that the physical connection by cable of the vehicle V, for its recharging, is carried out automatically, without user intervention, as soon as the vehicle V is parked in a dedicated PK space equipped with this electrical connection unit GU. An example of the realization of such an electrical connection unit GU with automatic connection is given below.

[0029] When the battery of the vehicle V is connected to an electrical connection unit GU, the assembly formed by the electrical connection unit GU and the charger on board the vehicle V is configured to charge or discharge the battery, by integrating a bidirectional converter. Each connected battery is thus capable of exchanging energy on a power network R_W.

[0030] The electrical connection units GU of the electrical power source are connected to the information system SI through a communication network R_com, so as to be able to exchange data on this communication network R_com.

[0031] In the context of the invention, a resilient electrical sub-network is thus created having its power network R_W, its own information system SI having processing means, its own communication network R_com and its own electrical connection units GU connected to the power network R_W.

[0032] In a non-limiting manner, each electrical connection unit GU can for example communicate the following data on the communication network: - An identifier ID_GU, - Its geographical position GEO_GU, - Its operating status ST_GU, - The P_U usage profile of the connected vehicle.

[0033] These data are received as input by the information system SI.

[0034] The identifier ID_GU of the electrical connection unit GU makes it possible to identify the connection unit on the communication network R_com.

[0035] The geographical position GEO_GU corresponds to geolocation data, allowing the information system SI to memorize the place where the electrical connection unit GU is positioned. This place can be a location in a public car park or a private car park. This data can be useful to the information system SI to correlate the geographical distribution of the electrical connection units GU with the operating status of each electrical connection unit. This geolocation data GEO_GU is for example linked to the identifier ID_GU. For example, it would be possible to identify each connection unit by its geolocation data.

[0036] The operating state ST_GU includes data relating to the connected state or disconnected from a battery on the GU electrical connection unit. This is then the physical connection status. In other words, each GU electrical connection unit indicates whether it is occupied by a vehicle or whether it is free.

[0037] The operating state ST_GU may also include operating parameters of the electrical connection unit GU, such as data relating to its connection times, the electrical power / energy that it is capable of delivering, its connection type (single-phase or three-phase), the types of connectors that it accepts for recharging, etc.

[0038] The operating state ST_GU may also include operating parameters of the battery which is connected to the electrical connection unit GU, when the electrical connection unit is occupied by a vehicle V. In a non-limiting manner, this may include electrical data such as electrical power supplied, electrical energy supplied, electrical current, electrical voltage, state of charge of the connected battery (commonly called SoC for “State of Charge”), but also data such as battery temperature, duration of use of the battery, state of health of the battery (commonly called SoH for “State of Health”), date of the last complete charge. Any other data useful for establishing an operating state of the electrical connection unit GU could be considered.

[0039] The information system SI also receives as input information relating to the electrical network, referenced D_R, making it possible to know its power requirement.

[0040] Starting from this data coming from a set of electrical connection units GU and the network requirement, and considering the principle of automatic connection allowed by each electrical connection unit GU, the information system SI is configured to control the charging or discharging of the batteries connected to each electrical connection unit GU in order to provide electrical power, usable to compensate for fluctuations in the electrical network R and meet its requirements, while respecting the usage profile P_U of each vehicle. The information system thus relies on the data D_R representative of the power requirement of the network R. Then, depending on this data, it is capable of: - Identify the electrical connection units GU which are in a connected state, i.e. occupied by a vehicle V; - Among the electrical connection units GU which are in the connected state, read the usage profile P_U of the connected vehicle V; - Depending on each usage profile P_U, determine whether the battery must be controlled during charging and / or discharging and determine a charging time and / or a discharging time for the battery; - Send to each selected GU electrical connection unit a control order to control a discharge or a charge of the battery on the fixed term;

[0041] By default, in a non-limiting manner, each electrical connection unit may for example be configured to charge the battery. In other words, unless otherwise instructed by the information system SI, when the vehicle V is connected to an electrical connection unit, the latter is configured to ensure the charging of the battery of the electric vehicle V.

[0042] The processing means UC_2 of each electrical connection unit GU (see below the description of the unit GU) are controlled by the information system SI to control the charging or discharging of the connected battery.

[0043] Taking into account the data received at the input, the processing means of the information system SI send commands C_GU to the electrical connection units GU to command a charge or a discharge of the connected batteries in order to ensure a balance of the electrical network R.

[0044] The information system SI is configured to ensure a balance of supply and demand of the electricity network R, while guaranteeing that each connected electric vehicle V will be sufficiently charged, for example by taking into account the usage profile P_U of the vehicle.

[0045] The usage profile P_U is specific to each vehicle V and to each user and corresponds, for example, to the use made of the vehicle. It is defined at the vehicle level and can be communicated to the information system SI via the communication network R_com when the vehicle V is connected to an electrical connection unit GU.

[0046] This usage profile P_U allows the information system SI to know what the battery charge requirements of the connected vehicle are and to determine whether the battery can be controlled in charge or discharge mode when the vehicle is connected to the electrical connection unit GU.

[0047] A GU electrical connection unit in a private location will often be occupied at night and on weekends. The usage profile therefore provides that charging is carried out every night at the user's home and that a certain charge level must be reached in the morning, when the vehicle will be used.

[0048] Similarly, when the vehicle is in a public PK location, such as the user's workplace, the usage profile indicates that the vehicle V will be parked in this location for a determined period and that its battery requires sufficient charging for the user to be able to return home.

[0049] The usage profile P_U may be modified by the user when he connects his vehicle to an electrical connection unit GU. In particular, it may specify the duration of connection to the electrical connection unit GU and / or indicate a desired minimum charge state at the end of the connection period.

[0050] The usage profile P_U is materialized for example by a state of charge of the battery or a determined autonomy, at a given moment.

[0051] Since the GU electrical connection units are automatically connected, the number of vehicle connection sessions during a day is multiplied, thus maximizing the available electrical energy.

[0052] As indicated above, the electrical connection unit GU allows automatic connection of the battery of the vehicle V, when the latter is positioned appropriately. An example of this automatic connection system is described below in connection with [Fig.2A] and [Fig.2B].

[0053] The system consists of two parts, one of the two parts being intended to be connected to the electrical supply network R, and the other part being intended to be connected to a power supply assembly of the electric or rechargeable hybrid vehicle V.

[0054] Any electrical connection solution to the vehicle's electrical power supply assembly V or to the electrical power supply network R may be considered, such as a cable, conductive rod, or other equivalent solution...

[0055] The first part of the system comprises a first connection unit VU located on the vehicle V side and carrying an electrical plug 1 and the second part comprises a second connection unit (corresponding to the unit GU described above), located on the electrical supply network R side and carrying an electrical socket 2 to which the plug 1 is connected.

[0056] The system advantageously makes it possible to mechanically connect the plug 1 to the socket 2 automatically, without the intervention of an operator or a robot, using only magnetic and gravitational means.

[0057] Of course, the terms "plug" and "socket" are to be understood in a non-limiting manner, without any a priori assumptions about their respective structures and it must be understood that these are precise terms for defining a first connector and a second connector, intended to connect mechanically and electrically to each other.

[0058] For the remainder of the description, an assembly direction is defined, corresponding to a main axis (A) along which the plug 1 comes into mechanical support against the socket 2.

[0059] In the remainder of the description, the terms "front" and "rear" as well as "top" and "bottom" and "upper" and "lower" are to be considered taking into account the longitudinal position along the main axis (A).

[0060] In the remainder of the description, the terms "interior" and "exterior" are to be considered according to the coaxial position relative to the main axis (A).

[0061] When plug 1 is connected to socket 2, the front part of plug 1 mechanically bears against the front part of socket 2 and an electrical connection can then be established.

[0062] By connection between the plug and the socket, it is meant that the plug is in mechanical contact against the socket and that one or more electrical connection members of the plug are electrically connected to one or more electrical connection members of the socket.

[0063] With reference to [Fig.2B], plug 1 and socket 2 are intended to connect by magnetic effect.

[0064] The socket 2 is provided with a magnetic architecture AM_2 arranged transversely to the main axis (A), allowing it to attract the plug 1, provided for its part with a corresponding magnetic architecture AM_1. When the plug 1 is glued by magnetic effect to the socket 2, an electrical connection is also made between the first electrical connection members of the socket 2 and the second electrical connection members of the plug 1.

[0065] The two magnetic architectures used make it possible to ensure the bonding of the plug 1 to the socket 2 by magnetic effect. Different magnetic architectures allowing the bonding of the plug 1 to the socket 2 are described in particular in patent EP3317926B1 and in patent application WO2020 / 229321A1. These are applicable to the present invention but are to be considered in a non-limiting manner. The two magnetic architectures advantageously comprise several permanent magnets. According to a particular feature, the two magnetic architectures operate in attraction when the plug is in a suitable angular position relative to the socket to establish the connection, or in repulsion when the plug must be removed from the socket during disconnection.

[0066] It should be noted that the two magnetic architectures AM_1, AM_2 are configured to ensure bonding of the plug 1 against the socket 2, by magnetic attraction effect, according to a given orientation, around the main axis. The two magnetic architectures AM_1, AM_2 are configured so that the plug 2 can take several distinct angular positions when it is bonded to the socket 1 by magnetic effect.

[0067] The first VU connection unit comprises a housing 10 in which the plug 1 is housed. This housing 10 may be designed so as to cover and protect the connection members of the plug 1 when the plug is housed therein. The first VU connection unit may comprise means 11 for extracting the plug 1 from the housing as well as means for releasing the plug 2 relative to the housing 10. These means for releasing the plug 1 may consist of an electric motor 120 responsible for driving a reel 121 or other equivalent means, making it possible to wind or unwind an electric cable 122 at the end of which the plug 1 is connected. These release means are for example housed in the electric vehicle.

[0068] The first connection unit VU may also comprise first communication means 14 used to exchange data, in particular data identification, with the second connection unit GU. These first communication means 14 may comprise a wireless communication interface and / or a wired communication interface.

[0069] The second connection unit GU integrates the socket 2. In a non-limiting manner, this second connection unit GU advantageously has a plate 20 to be placed on a support (for example the ground S - the main axis (A) is then orthogonal to the ground). The plate 20 may comprise one or more connectors 30 allowing it to be connected to the electrical network R and possibly to an external communication system. Electrical connections integrated into the plate 20 make it possible to connect the electrical socket 2 to said connectors 30.

[0070] With reference to [Fig.2A], the plate 20 comprises a closed envelope 21 of which a part, for example central, is occupied by the socket 2.

[0071] The electrical socket 2 comprises a front area 22 by which it mechanically connects with the plug 1. This front area 22 is oriented transversely to the main axis (A) and can be of any suitable shape, flat or curved, concave or convex. The casing 21 is located at the periphery of the socket 2 and defines a front surface extending at the periphery of the front area 22 of said socket 2. This front surface extends beyond the front area 22 of the socket 2 and is not dedicated to the connection. The front surface of the plate 20, around the socket 2, can be flat in the same plane as that formed by the front area 22 of the socket 2, or of a concave or convex curved shape (as in the appended figures). Beneath this surface, the casing 21 of the second connection unit GU incorporates magnetic guide means adapted to guide the plug 1 towards the socket 2 when the plug 1 is approaching.In a non-limiting manner, patent application no. WO2017 / 216458Al describes an operating principle in which the plug 1 connects to the socket 2, by executing a control sequence of the magnetic guide means integrated into the casing.

[0072] The magnetic guide means advantageously comprise several electromagnetic coils, called guide coils 25, housed in the casing of the plate 20, and arranged concentrically, around the socket 2. The control sequence may consist of activating one or more of the guide coils 25, so as to bring the plug 1 as close as possible to the socket 2, by acting by magnetic effect on the magnetic architecture AM_1 of the plug 1. Once the plug 1 has been brought close to the axis of the socket 2, the two magnetic architectures AM_1, AM_2, located on the plug 1 side and the socket 2 side, make it possible to finalize the connection between the two elements.

[0073] The second connection unit GU may also comprise second communication means 24 used to exchange data, in particular identification data, with the first connection unit VU. These second communication means 24 may comprise a wireless communication interface and / or a wired communication interface.

[0074] In operation: - The vehicle V is brought above the second connection unit GU so as to position the first connection unit VU close to the second connection unit GU; - The two connection units exchange identification data and operating data (e.g. compatibility between the two units), via their means of communication; - The first connection unit unwinds plug 1 towards socket 2. Thanks to the various magnetic means (coils + magnets) plug 1 is attracted to socket 2 for mechanical and electrical connection. The connection is made physically, i.e. the electrical contacts on the plug 1 side are mechanically supported against the electrical contacts on the socket 2 side; - Charging / discharging can begin; as indicated above, each connection unit is configured to connect its operating state to the IS information system;

[0075] In the context of the invention, taking into account in particular the operating state of each connection unit of the electrical sub-network, the processing means UC_2 of each electrical connection unit GU can be controlled at least in part by the information system SI to control a charge or a discharge of the battery, with a view to ultimately compensating for fluctuations in the electrical network R. The control is then implemented in collaboration with the connection unit VU internal to the vehicle. The information system SI must in particular take into account the usage profile P_U of the connected electric vehicle.

[0076] It should be noted that the invention makes it possible to create a reservoir of energy available for the electrical network, this reservoir not being random like that proposed by renewable energy solutions.

[0077] The solution of the invention has certain particularities listed below: - It operates thanks to the electrical energy available on the network R, because the batteries of the vehicles are connected to the network to be recharged via the electrical connection units, but it is also configured to redistribute an electrical power P on this network R. - It is user-free, thanks to the automatic connection principle used for each GU electrical connection unit. - It is highly efficient, because the electrical connections made through the electrical connection units are physical connections by cable and not contactless type (induction for example). It is particularly efficient because it is capable of exploiting a very large number of electrical connection units, already present. The system is particularly resilient and allows for a rapid response time (to the second). The system is capable of exploiting resources that are geographically distributed differently, locally concentrated or diffuse.

Claims

Claims

1. Method for managing an electrical network, said electrical network (R) comprising several electrical consumers and at least one electrical power source, configured to supply electrical power on said electrical network, said electrical power source comprising a set of electrical connection units (GU) each positioned in a dedicated location (PK) and capable of allowing automatic connection of the battery of a vehicle (V) to charge said battery when the vehicle is parked on said dedicated location (PK), each electrical connection unit (GU) being in an operating state (ST_GU), this operating state comprising at least data relating to a connected or disconnected state of said electrical connection unit with respect to a battery of a vehicle (V), said electrical power source being controlled by an information system (SI),said method being characterized in that it consists, using the information system (SI), in offering or absorbing power on the electrical network (R) to stabilize it, by carrying out a control of each electrical connection unit (GU) of the power source which is in a connected state, said control being configured to command a charge or a discharge of the vehicle battery.,

2. Management method according to claim 1, characterized in that the information system (IS) is configured to receive as input one or more of the following information: - Vehicle usage profile including a state of charge and / or a given autonomy at a given time, - Power requirement of the electrical network (R), - Data relating to the periods and durations of connection of the vehicle to the electrical connection unit, - Battery electrical power, - Available electrical energy, - Electric current, - Electrical voltage, - Battery charge status, - Battery temperature, - Battery usage time, - Battery health status, - Date of last full charge.

3. Management method according to claim 2, characterized in that the information system (SI) is configured to: - Identify the electrical connection units (GU) which are in a connected state; - Among the electrical connection units (GU) which are in the connected state, read the usage profile (P_U) of the connected vehicle (V); - Depending on each usage profile (P_U), determine whether the battery must be controlled in charge and / or in discharge and determine a charge duration and / or a discharge duration of the battery; - Send to each selected electrical connection unit (GU) a control order to control a discharge or a charge of the battery over the determined duration;

4. Method according to claim 3, characterized in that each electrical connection unit is configured by default, unless otherwise ordered from the information system (IS), to control a charge of the vehicle battery.

5. Information system (SI) used for the management of an electrical network, said electrical network (R) comprising several electrical consumers and at least one electrical power source, configured to supply electrical power on said electrical network, said electrical power source comprising a set of electrical connection units (GU) each positioned in a dedicated location (PK) and capable of allowing automatic connection of the battery of a vehicle (V) to charge said battery when the vehicle is parked on said dedicated location (PK), each electrical connection unit (GU) being in an operating state (ST_GU), this operating state comprising at least data relating to a connected or disconnected state of said electrical connection unit with respect to a battery of a vehicle (V), said electrical power source being controlled by said information system (SI),this information system being characterized in that, that it is configured to provide or absorb power on the electrical network by controlling each electrical connection unit (GU) in a state connected to charging or discharging in order to stabilize the electrical network (R) while satisfying a vehicle usage profile, including a given state of charge and / or autonomy at a given time.

6. System according to claim 5, characterized in that the information system is configured to receive as input one or more of the following information: - Vehicle usage profile including a state of charge and / or a given autonomy at a given time, - Power requirement of the electrical network (R), - Data relating to the periods and durations of connection of the vehicle to the electrical connection unit, - Electrical power of the battery, - Available electrical energy, - Electrical current, - Electrical voltage, - State of charge of the battery, - Temperature of the battery, - Duration of use of the battery, - State of health of the battery, - Date of last complete charge.

7. System according to claim 6, characterized in that it is configured to: - Identify the electrical connection units (GU) which are in a connected state; - Among the electrical connection units (GU) which are in the connected state, read the usage profile (P_U) of the connected vehicle (V); - Depending on each usage profile (P_U), determine whether the battery must be controlled in charge and / or in discharge and determine a charge duration and / or a discharge duration of the battery; - Send to each selected electrical connection unit (GU) a control order to control a discharge or a battery charge over the specified duration;

8. System according to claim 7, characterized in that each electrical connection unit is configured by default, unless otherwise ordered from the information system (IS), to control a charge of the vehicle battery.

9. System according to one of claims 5 to 8, characterized in that each electrical connection unit (GU) carries a socket (2), located on the electrical network side (R) and comprises a control unit (UC_2), the socket being capable of mechanically coupling automatically by magnetic effect with a plug (1) connected to the battery of a vehicle (V).

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