SYSTEM AND METHOD FOR CHARGING MOTOR VEHICLES

Abstract

AUTOMOBILE VEHICLE CHARGING SYSTEM AND METHOD The charging system comprises: . two individual chargers (17) that provide instantaneous electrical energy for charging an electric vehicle, . a switching system (6) that connects or disconnects an electric vehicle from the first and / or second individual charger (17), . a control system (8) that controls the switching system (6) by preventing all individual chargers from being simultaneously connected to the same electric vehicle charging location. Figure for the abstract: Fig. 1

Description

Title of the invention: SYSTEM AND METHOD FOR CHARGING MOTOR VEHICLES FIELD OF INVENTION

[0001] The present invention relates to systems and methods for charging electrical devices, in particular electrically chargeable motor vehicles. TECHNOLOGICAL BACKGROUND

[0002] More specifically, the invention relates to a motor vehicle charging system.

[0003] For about a hundred years, motor vehicles have primarily been powered by energy from fossil fuel sources. For decades, the method of distributing energy to motor vehicles has relied on stations where the vehicle's fuel tank is filled in a matter of seconds. These stations allow for a certain degree of flexibility by offering different types of fuels from fossil fuel sources. Furthermore, since motor vehicles are designed for travel, this results in a dense network of stations across the territory.

[0004] In recent years, an increasing number of motor vehicles have required charging from a supplementary or alternative energy source, such as electricity in the case of hybrid (fossil fuel / electric) or all-electric vehicles. The range of a vehicle equipped with an onboard alternative energy storage tank is generally shorter. Furthermore, the charging time for such a tank is longer than for fossil fuels. In addition, the existence of numerous new energy systems makes it complicated to offer all the necessary services at charging stations. Moreover, the current low number of vehicles powered by alternative energy sources does not justify equipping each station with numerous alternative energy charging systems. This results in a paradigm shift in the automotive energy charging system.This paradigm shift has led to the relocation of charging services from traditional stations to parking areas. Today, charging is possible in numerous designated spaces located in the immediate vicinity of a power source.

[0005] This solution is not optimal, however, because if there are not enough of them, the reserved equipment is all occupied, preventing the loading of a motor vehicle. And, if there are enough of them, they are often unoccupied but reserved, which is problematic with regard to traditional vehicles. This solution is therefore not not flexible enough to meet the mobility needs of users and the rapid evolution of the number of vehicles with alternative energy sources.

[0006] US 2018 / 254,643 describes a system for scheduling the charging of electric vehicles. However, this system remains infrastructure-intensive.

[0007] Document FR 3 095 992 describes a system and method for charging electric vehicles comprising an electrical chain linking two electrical chargers, with a plurality of charging locations arranged between the two electrical chargers along the electrical chain.

[0008] Document WO 2018 / 192,951 describes an electric vehicle charging system comprising three chargers and four electric vehicles interfaced together by a switching matrix. Regarding the chargers, it is stated that they can implement charging at an output voltage of 200-500V at 125A (Combo-1) or 50-500V at 120A (Chademo) and / or can meet the EN61851-23 / DIN 70121 Combo-1 and / or Chademo 1.0 DC connection standards for the output ports. This system includes short-circuit sensors adapted to detect short circuits that would occur if several vehicles were connected in an unsuitable circuit configuration. In this case, if a short circuit is detected, certain contacts are opened to clear the short circuit.

[0009] JP 2015 / 186,391 describes several embodiments. In the embodiment of [Fig. 1], the electric vehicle charging system includes a power source and a controller-controlled converter for supplying electric vehicles with electricity. This first embodiment provides that the switches can be switched to charge a vehicle simultaneously from the power source and from another vehicle. [Fig. 6] describes an electric vehicle charging system comprising a power source and several controller-controlled converters for supplying electric vehicles with electricity. The system also includes a downstream switching block. In this embodiment, a new vehicle arriving at any charging station will be assigned the charger with the largest available power "headroom".For example, a vehicle, although seemingly plugged in opposite a charger, can be connected to another charger via the switching block. Following the first embodiment, it is noted that, in this case, other vehicles are also used to charge this vehicle. According to the configuration presented, it then appears impossible to charge other vehicles simultaneously. The embodiment in Figure 7 is similar to the previous one, except that the switching block is moved upstream of the charge control device.

[0010] US patent 2014 / 253,034 describes an electric vehicle charging system comprising a so-called "fast" charger and a so-called "normal" charger. As one can As shown in [Fig. 1], a switching box allows any charging station to be connected to the fast charger. Another switching box allows any charging station to be connected to the standard charger. A charging plan is determined to prioritize charging a newly arriving vehicle with the fast charger, then with the standard charger. According to the embodiment shown in Figure 7, the planning unit is integrated into a vehicle.

[0011] Document EP 3346571 describes a system in which a switching matrix is ​​interposed between a plurality of DC modules and outputs corresponding to parking spaces. The problem this document aims to solve is that, during maintenance, the position of the modules is changed. The proposed solution is to integrate this switching matrix, which allows the distributed energy to be "directed" to the correct location.

[0012] US document 2013 / 057,209 provides that the power delivered by all chargers can be added together at any charging point, which is resource-intensive in terms of infrastructure.

[0013] The invention thus aims to improve the availability of electric vehicle charging systems, and to adjust the installed charging capacity of the charging infrastructure as best as possible. Summary of the invention

[0014] Thus, the invention relates to an electric vehicle charging system comprising:

[0015] . at least three individual chargers, each individual charger being adapted for to provide instantaneous electrical energy for charging an electric vehicle,

[0016] . a connection system adapted for linking individual chargers to electric vehicle charging stations;

[0017] . a switching system adapted to alternately connect or disconnect the electric vehicle charging locations to individual chargers,

[0018] the switching system being able to alternatively, for each location:

[0019] - electrically connect the location to a first single individual charger,

[0020] - electrically connect the location to a second single individual charger,

[0021] - electrically disconnect the location of any individual charger and any another charging location,

[0022] - electrically connect the location to at least one individual charger and to a second individual charger connected in parallel;

[0023] . a computerized receiving module of a control system adapted for to receive information regarding electric vehicle charging demand,

[0024] . a processor of a control system adapted to determine, in a way repeated, a mapping of connections between electric vehicles and individual chargers, based at least on the charging demand information received, the connection mapping prohibiting all individual chargers from being connected simultaneously to the same location,

[0025] the control system being adapted to repeatedly control the switching system to electrically connect the charging locations of electric vehicles to individual chargers.

[0026] Thanks to these provisions, many electric vehicles can be charged within a given time period using fewer chargers. Parking spaces do not have to be reserved exclusively for electric vehicles.

[0027] Depending on various aspects, it is possible to provide for one and / or the other of the provisions below.

[0028] According to one embodiment, the processor is adapted to determine the connection mapping from one and / or more electrical load demand information selected from: - information on the arrival time of an electric vehicle at the charging system;

[0029] - estimated departure time information for an electric vehicle from the system charge ;

[0030] - information on the estimated duration of presence of an electric vehicle in the system dump ;

[0031] - initial charge level information of an electric vehicle;

[0032] - information on the desired final charge level for an electric vehicle;

[0033] - instantaneous charge level information of an electric vehicle;

[0034] - a set of physical parameters of the state of an electric vehicle such as the Battery temperature, its electrical voltage.

[0035] According to one embodiment, the processor is adapted to determine the connection mapping from additional information selected from:

[0036] - instantaneous time information provided by a clock;

[0037] - information on the availability of the energy source such as the electrical grid.

[0038] According to one embodiment, said electrical energies have different electrical load characteristics, and in which the processor is adapted to determine the connection mapping as a further function of said electrical load characteristics.

[0039] According to one embodiment, the electrical charging characteristics of the chargers include an instantaneous electrical charging power in direct current.

[0040] According to one embodiment, the processor is adapted to determine the connection mapping by minimizing a difference between the nominal charging power available at the level of the charging system and the charging power consumed, taking into account, in terms of constraints, the configuration of the charging system, the current connection mapping and an estimate of the future load demand.

[0041] According to one embodiment, the charging system comprises at least a first and a second charger, each charger comprising at least one of said individual chargers, and at least one of said chargers consisting of a plurality of individual chargers connected together in parallel, in which the switching system comprises:

[0042] . a charger switching system adapted to alternatively connect the to each other or disconnect said individual chargers from each other,

[0043] . a distribution switching system adapted for alternatively connecting or not the electric vehicles to the first charger or the second charger, said distribution switching system including said switching device,

[0044] And the control system is adapted to repeatedly control the distribution switching system to electrically connect one of the electric vehicles to the first charger and another of the electric vehicles to the second charger and the charger switching system to electrically connect individual chargers together.

[0045] According to one embodiment, the switching system, in particular the distribution switching system, is configured so that each individual charger is connected, at any given time, to at most one charging station.

[0046] According to one embodiment, the control system is external to any vehicle to be loaded.

[0047] According to one embodiment, at least one of the individual chargers is mobile, the control system being adapted to repeatedly control the switching system, in particular the distribution switching system to electrically connect one of the electrical devices to a first individual charger and another of the electrical devices to a second individual charger depending on the location of the individual chargers.

[0048] According to one embodiment, the individual mobile charger connects to the connection system at a location.

[0049] According to one embodiment, the individual mobile charger is an electric vehicle.

[0050] According to another aspect, the invention relates to a method of energy charging electrical devices in which, having:

[0051] - at least three individual chargers, each individual charger being adapted for to provide instantaneous electrical energy for charging an electric vehicle, each charger comprising at least one charger module, at least one of said chargers being made up of a plurality of charger modules,

[0052] . a connection system adapted for linking individual chargers to electric vehicle charging stations;

[0053] - a switching system adapted for alternately connecting or disconnecting the electric vehicle charging stations with individual chargers,

[0054] the switching system can alternatively for each location:

[0055] . electrically connect the location to a first single individual charger,

[0056] . electrically connect the location to a second single individual charger,

[0057] . electrically disconnect the location of any individual charger and any another charging location,

[0058] . electrically connect the location to at least one individual charger and to a second individual charger connected in parallel;

[0059] - a computerized receiving module of a control system receives information on demand for electric vehicle charging;

[0060] - a processor of the control system repeatedly determines a connection mapping between electric vehicles and individual chargers, based at least on the information of electrical charge demand received, the connection mapping prohibiting all individual chargers from being connected simultaneously to the same location, - the control system repeatedly checks the switching system to electrically connect the charging locations of electric vehicles to the individual chargers.

[0061] According to another aspect, the invention relates to a computer program comprising instructions which, when the program is executed by a computer, lead the latter to implement this process. Brief description of the drawings

[0062] Embodiments of the invention will be described below with reference to the drawings, briefly described below:

[0063] [Fig.l] schematically represents a charging system according to one embodiment.

[0064] [Fig.2] schematically represents a charging station equipping the system of charge of the [Fig.l].

[0065] [Fig.3] is a diagram similar to [Fig.1], illustrating another embodiment.

[0066] [Fig.4] is a diagram similar to [Fig.1], illustrating another embodiment.

[0067] [Fig.5] is a diagram similar to [Fig.1], illustrating another embodiment.

[0068] [Fig.6] is a representative diagram of a charger according to an example embodiment.

[0069] In the drawings, identical references designate identical or similar objects. DETAILED DESCRIPTION

[0070] Figure 1 schematically represents a charging system 1 according to one embodiment. The charging system 1 comprises a first charger 2a and a second charger 2b. Here, the chargers can be designated either by the general reference numeral "2" or individually by the reference numeral "2" followed by a letter. Each charger 2 is connected to a power source and is capable of instantaneously supplying electrical power to an electric vehicle according to a particular charging mode. In this example, for simplicity, the electric charger 2a implements a single particular charging mode, namely, for example, a so-called "faster" charge according to the standards published and in force at the priority date of this patent application. This is, for example, a direct current charge with a power equal to or greater than 50 kW, or even 100 kW, or even 200 kW, or even 350 kW.The electric charger 2b implements a single, specific charging mode, namely, for example, a so-called "slower-speed" charge according to the standards published and in force at the priority date of this patent application. This is, for example, a direct current charge with a power output lower than that of the electric charger 2a, for example, at most 50 kW. Thus, the electric chargers 2a and 2b may have different electrical charging characteristics, and in particular, different direct current power outputs. The difference in direct current power output between the two chargers is at least 5 kW, or even 10 kW, and in some cases at least 30 kW, or even at least 50 kW. In one embodiment, the electric chargers 2a and 2b operate at different voltages. For example, the first charger 2a is provided at a voltage of 800 V, and the second charger 2b at a voltage of 400 V.According to the examples, a voltage difference of at least 100 V between the two chargers is expected. In one embodiment, the electrical chargers 2a and 2b have different current ratings. For example, a first charger 2a is expected to have a current rating of 50 A, and a second charger 2b to have a current rating of 63 A. According to the examples, a current difference of at least 10 A, in particular at least 30 A, or even at least 50 A, is expected between the two chargers. More generally, the electrical characteristic considered can be the set of permissible operating points in terms of electrical voltage and electrical current (safe operating area, designated by the English acronym "SOA"), that can be produced by the charger. By "different," it is understood here that the difference in electrical characteristics of the two chargers goes beyond the . Intrinsic variation exists between electrical chargers designed to be identical. For example, two chargers may exhibit different characteristics if a given operating point is permissible for one but not for the other. The energy source from which the energy supplied by charger 2 originates could be, for example, one or both of the electrical grid, a renewable energy source, or energy storage (battery, fuel cell with hydrogen storage, etc.). Alternatively, the two chargers 2a and 2b could be identical.

[0071] At least one charger 2a or 2b comprises a plurality of individual chargers. Figure 6 shows charger 2b as a purely illustrative example. The individual chargers are generally designated by the general reference numeral 17, and each by a reference numeral 17 followed by a letter. Each individual charger 17 is adapted to supply a portion of the electrical power delivered by the charger in question. Considering, for example, that charger 2b comprises a plurality of individual chargers 17, this charger 2 comprises, for example, two individual chargers, three individual chargers, four individual chargers, typically fewer than sixteen or eight individual chargers. The individual chargers 17 of a charger may be identical to each other. The individual chargers 17 of a charger may be different from each other.In the case of individual chargers 17, they differ in the electrical power each is capable of supplying. As a purely illustrative example, a 100 kW charger 2 comprises two individual chargers 17a and 17b of 40 kW each, and two individual chargers 17c and 17d of 10 kW each. The maximum power that can be delivered by charger 2 corresponds to the sum of the powers of the individual chargers 17. A charger 2 is capable of delivering a power different from its maximum power, by adding the powers of the individual chargers 17 that compose it.Thus, in the example shown, charger 2 can deliver a power of 10 kW (using a single 10 kW 17c or 17d charger), 20 kW (using two 10 kW 17c and 17d chargers), 40 kW (using a single 40 kW 17a or 17b charger), 50 kW (using a single 40 kW 17a or 17b charger and a single 10 kW 17c or 17d charger), 60 kW (using a single 40 kW 17a or 17b charger and two 10 kW 17c and 17d chargers), 80 kW (using two 40 kW 17a and 17b chargers), 90 kW (using two individual chargers) 17a and 17b of 40 kW and a single individual charger 17c or 17d of 10 kW), or 100 kW (using all the individual chargers). Thus, when a charger delivers a power output lower than its maximum power, it is by combining a reduced number of the individual chargers that comprise it.Thus, in this embodiment, the charger 2 also includes a system. A charger switching system 18 is adapted to connect individual chargers 17 together so as to add their power outputs. In one embodiment, the charger switching system 18 comprises a switching device 18a-18d associated with each respective individual charger 17a-17d, and controllable to ensure that the associated individual charger contributes or does not contribute to the total power delivered by the charger. In the embodiment shown, the charger switching system 18 is integrated into the charger 2. However, alternatively, it could be external.

[0072] By convention, if a charger is not divided into a plurality of individual addable chargers, the complete charger is called an "individual charger".

[0073] In this example, the two chargers 2a, 2b, are distant from each other.

[0074] The charging system 1 includes an electrical connection system 20. The The electrical connection system 20 includes, for example, an electrical chain 3 extending from one of the two chargers to the other. The electrical chain 3 is suitable for carrying electrical energy from each charger 2 to electric vehicles (not shown) located in electrical positions 5a-5h arranged along the electrical chain 3 between the two chargers.

[0075] The charging system 1 further comprises a plurality of charging terminals. Here, the charging terminals can be designated either by the general reference numeral "4" or individually by the reference numeral "4" followed by a letter. In this embodiment, the number of charging terminals 4 is greater than or equal to the number of chargers 2. The various charging terminals 4 are interposed between the chargers. More precisely, the arrangement in the embodiment of [Fig. 1] is as follows, from left to right: charger 2a, then charging terminal 4a, then charging terminal 4b, then charging terminal 4c, and so on, up to charging terminal 4h, and finally charger 2b.

[0076] The chargers 2 and the charging stations 4 are arranged along the electrical chain 3. Thus, by "interposed between" two devices, it is understood that the charging station is between two other devices along the electrical chain 3.

[0077] Each charging station 4 serves an electric vehicle charging location. Here, the charging locations can be designated either by the general reference "5", or individually by the reference "5" followed by a letter. The letter designating the charging location is the same as the letter designating the charging station associated with the charging location.

[0078] Each charging location 5 is suitable for receiving an electric vehicle capable of being charged with electrical energy by the charging system 1 via the associated charging station 4.

[0079] The charging system includes a distribution switching system 19. The distribution switching system 19 comprises a set of switching devices. The switching devices can be designated either by the general reference "7" or individually by the reference "7" followed by a letter. One switching device 7 is associated with each charging station 4. The letter designating the switching device is the same as the letter designating the charging station associated with the switching device.

[0080] Each switching device 7 is electrically connected to the charging terminal 4 to which it is associated.

[0081] Switching devices 7 are connected one to one by an electrical line of the electrical chain 3. Each switching device 7, associated and connected to a charging terminal 4, allows connection to the charger 2a, to the charger 2b, or to both chargers 2a and 2b via the electrical chain 3.

[0082] A switching device 7 is adapted to be switchable between several configurations. Depending on the configurations (for the illustrative example of the charging station 4a):

[0083] - The switch 14a of the switching device 7 allows a connection electrical power of the 4A charging station to which it is connected, and the 2A charger to which it is connected.

[0084] - the switch 14a of the switching device 7 does not connect the charging terminal 4a to which it is not associated with any charger and electrically isolates terminal 4a from other charging terminals.

[0085] Depending on the configurations (for the illustrative example of charging station 4a):

[0086] - the switch 14b of the switching device 7 allows a connection electrical power of the charging station 4a to which it is connected, and the charger 2b to which it is connected.

[0087] - the switch 14b of the switching device 7 does not connect the charging terminal 4a to which it is not associated with any charger and electrically isolates terminal 4a from other charging terminals.

[0088] Furthermore, the distribution switching system 19 is configured so that, if a charging station 4 is connected to at least one charger 2, the other charging stations are not connected to this or these chargers 2.

[0089] It follows that, instantaneously, a charger 2 is connected to at most a single charging station 4. By "instantaneously," we mean "at any given moment." The distribution switching system 19 thus allows a one-to-one association between the charging stations 4 and a set of one or more chargers 2. At any given moment, for each charging station 4, it is either not connected to any charger, or it is connected to a single charger 2, or it is connected to several chargers. At any given time, for each charger 2, either it is not connected to any charging station 4, or it is connected to a single charging station 4. According to a so-called "one-to-one" configuration, the distribution switching system 19 can prevent several chargers from being simultaneously connected to the same charging station 4. According to this "one-to-one" configuration, a charging station 4 is connected to at most a single charger 2.

[0090] The charger switching system 18 and the distribution switching system 19 together form the switching system 6 of the charging system. Although, in the example shown, the switching system 6 is presented as comprising a separate charger switching system 18 and a separate distribution switching system 19, other implementations are possible.

[0091] The charging system 1 also includes a control system 8. The control system 8 is, for example, located in a housing near one of the chargers 2, 3, or in a remote server (not shown). The control system 8 is external to the vehicles to be charged. The control system 8 communicates, either wired or wirelessly, with each of the switching devices 7. The control system 8 is configured to repeatedly control the switching devices 7 and the switching devices 18 between their configurations.

[0092] The control system 8 is timed by a clock, for example, according to a predetermined frequency. The frequency can, for example, be parameterized and modified over time. In one embodiment, the frequency is one check for a switching need every 5 minutes. A check for a switching need can, for example, be scheduled at a frequency between once every ten seconds and once every twenty minutes.

[0093] This determination is not necessarily periodic. For example, it may be foreseen that a new operation to verify the need for switching is implemented when a new vehicle is connected or disconnected.

[0094] When a switching necessity check is triggered, the control system 8 verifies the need for switching. Depending on the result of this check, either the control system 8 does not command any switching, or it commands one or more switching operations of the switching devices 7 and / or the switching devices 18. Since each switching device 7 or 18 has several configurations, the switching of a switching device 7 or 18 from its current configuration to another configuration is called "switching." As will be seen below, this switching command may require the switching of several switching devices 7, or even several individual switches forming part of switching devices 7, and / or several switching devices 18.

[0095] Figure 2 schematically represents a charging station 4. The charging station 4 may include a support 9 delimited by a housing 10 and fixed to the ground. The support 9 receives a charging cable 11 comprising a first end 1a and a second opposite end 11b. The first end 1a is electrically connected to the switching device 7. The second end 11b includes a charging interface adapted to be electrically connected to a complementary charging interface of the electric vehicle.

[0096] Although the diagram shows the switching device 7 as integrated into the charging terminal 4, this is not necessarily the case. The switching device 7 may be adjacent to the charging terminal.

[0097] As will be understood from the following description, the charging station 4 may include various electronic components. These may be electrically powered by an electrical connection from the charging station 4 to the mains. This electrical connection may, where appropriate, be made via the electrical chain 3. In particular, as shown in [Fig. 2], the electrical chain 3 includes, upstream of the charging station 4, an electrical harness comprising one or more wires that connect electrically to the switching device 7, and one or more wires that connect electrically to the electronic components of the charging station 4 (represented, in the example, by the electronic interface 12 shown below) for the power supply of these components.

[0098] The charging station 4 may also include an electronic interface 12 adapted to allow communication between the motor vehicle associated with the charging station 4 and the charging system 1. Several variations are conceivable for the electronic interface 12. For example, the electronic interface 12 may include a means for sending information to the user and / or means for receiving information from the user. Depending on the embodiment, it may, for example, include a screen and keyboard system, or a screen equipped with a touch panel, and / or a communication system with a portable computer device of the user, and / or with a computer device of the vehicle, allowing the exchange of information via the human-machine interface of one or both of these computer devices.

[0099] The charging system 1 includes a communication system adapted to allow the transfer of information between the various components that require it. The electronic interface 12 described above is part of this communication system. The communication system may also include a Communication system between charging station 4 and control system 8. Control system 8 therefore includes an information reception module. For example, wired communication between charging station 4 and control system 8 is provided to transmit information between the two. The electrical chain 3 can be used for this transmission. This chain includes wires that allow the transfer of information between charging station 4 and control system 8, for example, via charger 2a. The information in question includes, for example, data entered, or a portion of data retrieved via the electronic interface 12 of charging station 4. The information in question may also include information originating from the vehicle (for example, from the vehicle battery) and transmitted by the vehicle to charging station 4.The information in question may also include an identifier for charging station 4 to be associated with the aforementioned information.

[0100] Alternatively, the communication system may include a communication system between the control system 8 and the user directly. For example, a wireless communication system may be provided between the control system 8 and the user's portable computer device, and / or with a computer device in the vehicle.

[0101] According to one example, the electrical load demand information communicated to the control system 8 may include one and / or the other of the following information, combined with each other:

[0102] . an identifier of an electric vehicle;

[0103] . a user identifier;

[0104] . an identifier of a charging station;

[0105] . information on the arrival time of an electric vehicle at a charging station;

[0106] . estimated departure time information for an electric vehicle from the charging station charge ;

[0107] . information on the estimated duration of presence of an electric vehicle at a charging station dump ;

[0108] . initial charge level information of an electric vehicle;

[0109] . desired final charge level information for an electric vehicle;

[0110] . instantaneous charge level information of an electric vehicle;

[0111] .a set of physical parameters of the vehicle battery such as by Examples include temperature or electrical voltage at the battery level.

[0112] The control system 8 can, in addition, utilize one or both of the following information:

[0113] . information on the availability of the energy source such as the grid electric;

[0114] . information relating to one or more electrical charging characteristics of each charger, such as, for example, the DC charging power.

[0115] In addition, the control system 8 has instantaneous time information provided by a clock.

[0116] The information in question is either provided by the user, the vehicle, the charging station, the charger, the power source, or, in some cases, estimated by the control system 8.

[0117] The control system 8 includes a processor adapted to repeatedly determine a connection map between the charging stations and the chargers, based on available information. The connection map is determined by the processor to optimally meet the charging demand of electric vehicles. The optimal method is determined by one or more rules stored and accessible to the processor. These rules are, where applicable, configurable. According to an exemplary embodiment, the processor minimizes the difference between the nominal charging power available at the charging system and the charging power consumed, taking into account, as constraints, the configuration of the charging system, the current map, and an estimate of future charging demand.

[0118] To determine the connection mapping, the processor can, for example, take into account the current connection mapping.

[0119] The processor may decide to add the two chargers 2a, 2b to the same charging location. In all cases, if the processor decides to add the two chargers 2a, 2b to the same charging location, it requires that at least one, and possibly several, of the individual chargers 17a-17d be disconnected.

[0120] The control system 8 is thus configured to limit, when an electric vehicle is connected to several chargers 2a, 2b, the total power delivered by these chargers to the electric vehicle to only a portion of the total power available from these chargers. To achieve this, the control system 8 also establishes a connection map for the individual chargers, which is constrained by a rule stipulating that if the electric vehicle is connected to several chargers, then at least one of the individual chargers of at least one of the chargers must remain disconnected. This rule limits the maximum power that can flow through the charging system. In practice, this limitation is of great benefit, as it avoids having to size the entire charging system to support the maximum power that can be delivered by all the individual chargers combined.All that's needed is to size the charging system. in order to support the power that can be supplied by the limited system, which is less than the theoretical maximum power. Indeed, the cost and complexity of the system increase exponentially with the maximum power it must support. The invention therefore makes it possible to deliver a higher power charge to a vehicle on an ad hoc basis, if needed, with an additional complexity that remains acceptable. According to one embodiment, for example, only one individual charger 17 of charger 2b is used, and added to charger 2a at the electric vehicle to be charged. In the example considered, up to nb - 1 (inclusive) individual chargers 17 of charger 2b can be connected together and added to charger 2a, where nb is the number of individual chargers of charger 2b.

[0121] Following the establishment of the connection map, the control system 8 can control the switching of one or more switching devices 7 and / or one or more switching devices 18, to comply with the determined connection map.

[0122] In some cases, the determined connection mapping is unchanged from the previous connection mapping and, in this case, the control system does not command any switching.

[0123] Figure 3 schematically represents another embodiment. The electrical chain 3 comprises a first electrical line 16a which connects the first charger 2a to each of the charging terminals 4. The electrical chain 3 also comprises a second electrical line 16b, which connects the second charger 2b to some of the charging terminals 4, and a third electrical line 16c which connects the third charger 2c to some other charging terminals 4, as shown in Figure 3. Each charging terminal 4 is connected at least to the second charger 2b or the second charger 2c. The chargers 2b and 2c are identical chargers, having the same electrical charging characteristic.In particular, the architecture may stipulate that the number of so-called "faster" chargers is strictly less than the number of so-called "slower" chargers, as shown, because it is anticipated that more vehicles will simultaneously require slower charging than faster charging. According to one embodiment, each charger 2a, 2b, 2c comprises a single individual charger 17a, 17b, 17c, so that each charger 2a, 2b, 2c can also be considered an individual charger in this embodiment.

[0124]

[0125] An electrical line 16a connects the connection interfaces 13a to the first individual charger 17a. An electrical line 16b connects the connection interfaces 13b to the second individual charger 17b. An electrical line 16c connects the connection interfaces 13c to the third individual charger 17c. The electrical lines 16a, 16b, and 16c are included in the electrical chain 3.

[0126] Each individual switch 14 can alternately take the closed state (current flows) or the open state (current does not flow).

[0127] The following configurations of the switching devices 7 arranged between the individual chargers 17a and 17b are possible ("F" represents the "closed" state, and "O" represents the "open" state):

[0128] [Tables] # Switch 14a Switch 14b Configuration XX OO Open, the vehicle is electrically isolated from the system AA FO The vehicle is connected to the individual charger 17a for faster charging BB OF The vehicle is connected to the individual charger 17b for slower charging AB FF The vehicle is connected to both the individual charger 17a and the individual charger 17b for combined charging from two individual chargers

[0129] The faster charging configuration “AA” of a vehicle by the individual charger 17a requires that each of the other charging terminals 4 be isolated from the individual charger 17a. Thus, the switching devices 7 of the other charging terminals 4 must be in the “XX” or “BB” configuration.

[0130] The slower charging configuration “BB” of a vehicle by the individual charger 17b requires that the interface 13c of each of the other charging stations 4 be electrically disconnected from its interface 13b; and that the latter be isolated from the individual charger 17b. Thus, the switching devices 7 of the other charging stations 4 must be in the “XX” or “AA” configuration.

[0131] The following configurations of the switching devices 7 arranged between the individual chargers 17a and 17c are possible ("F" represents the "closed" state, and "O" represents the "open" state):

[0132] [Tables2] # Switch 14a Switch 14c Configuration XX OO Open, the vehicle is electrically isolated from the system AA FO The vehicle is connected to the individual 17a charger for faster charging. CC OF The vehicle is connected to the individual 17c charger for slower charging. AC FF The vehicle is connected to both the individual 17a and individual 17c chargers for combined charging from two individual chargers.

[0133] The faster charging configuration “AA” of a vehicle by the individual charger 17a requires that each of the other charging terminals 4 be isolated from the individual charger 17a. Thus, the switching devices 7 of the other charging terminals 4 must be in the “XX” or “BB” configuration.

[0134] The slower charging configuration “BB” of a vehicle by the individual charger 17c requires that the interface 13c of each of the other charging stations 4 be electrically disconnected from its interface 13b; and that the latter be isolated from the individual charger 17c. Thus, the switching devices 7 of the other charging stations 4 must be in the “XX” or “AA” configuration.

[0135] The implementation of an embodiment of the invention will be described below.

[0136] It can be assumed that initially, no electric vehicle is connected to the charging system 1. Fossil fuel vehicles may be parked in various locations but are not connected. If no vehicle is connected, the control system 8 can be deactivated. All switching devices 7 can be in their open configuration “XX”.

[0137] A first electric vehicle VE1 is parked in a space. For reference, the electric vehicle VE1 is parked in space 5c. The user of the electric vehicle VE1 connects the vehicle electrically using cable 11 from terminal 4c.

[0138] The control system 8 receives the following information: the identifier of the charging station 4c from the station itself, the arrival time of the electric vehicle at the charging station 4c from a clock, and the initial charge level of the electric vehicle from the electric vehicle's processor. For example, this information is transmitted wirelessly between each charging station and the control system 8. Connecting the charging station to the electric vehicle triggers the transmission of information from the charging station 4c to the control system 8. The clock, for example, is centralized in the control system 8.

[0139] The control system 8 can also receive one or both of the following information from the user: estimated departure time information of the vehicle, or information on the estimated duration of vehicle presence at the charging station, and information on the desired final charge level for the electric vehicle associated with the charging station.

[0140] As discussed above, this information is provided by the user via the charging station's human-machine interface, a user handheld processor, and / or a vehicle processor. If this information is not received, the control system can use pre-recorded parameters. For example, the estimated time of presence is set to a predetermined value, for example, two hours (configured according to system operation, for example, between one and ten hours). For example, the desired final charge level for the electric vehicle can be set to "full" or "no setpoint," in which case the control system will charge the vehicle optimally according to other constraints.

[0141] At a certain point, the control system 8 establishes the connection map.

[0142] Since only one vehicle is to be charged, the control system 8 establishes a connection map whereby the vehicle in location 5c is charged by at least one available individual charger. Based on the information, the control system determines whether the vehicle in location 5c is to be charged using a faster or slower charging method. In this case, the control system 8 determines that the vehicle in location 5c is to be charged using a faster charging method, and therefore by the individual charger 17a.

[0143] The control system 8 controls the distribution switching system 19 to electrically connect the charging terminal 4c to the first individual charger 17a via the electrical chain 3.

[0144] The mapping is as follows:

[0145] [Tables3] 17b 7a 7b 7c 7d 17a 7e 7f 7g 7h 17c XX XX AA XX XX XX XX XX

[0146] It should be noted that, alternatively, if the control system 8 determines that the vehicle in location 5c is to be charged by a slower charging method, the vehicle could be charged by the individual charger 17b. The connection mapping would then be different.

[0147] [Tables4] 17b 7a 7b 7c 7d 17a 7e 7f 7g 7h 17c XX XX BB XX XX XX XX XX

[0148] According to yet another alternative, if the control system 8 determines that the vehicle in location 5c is to be charged by the two individual chargers 17a and 17b simultaneously, the connection mapping would then be different:

[0149] [Tables5] 17b 7a 7b 7c 17a 7d 7e 7f 7g 7h 17c XX XX AB XX XX XX XX XX

[0150] It can be observed that, by design of the electrical chain, the electric vehicle is never powered by all of the individual chargers 17a, 17b, 17c. Indeed, the electric vehicle in the example at location 5c cannot be connected to the individual charger 17c. This is also true for locations 5a and 5b. Assuming the electric vehicle is in any location between 5d and 5h, it cannot be connected to the individual charger 17b.

[0151] In practice, this limitation is of great interest because it avoids having to size the entire charging system to handle the maximum power that all the chargers can deliver. It is sufficient to size the charging system to handle the power that the limited system can supply, which is less than the theoretical maximum power. Indeed, the cost and complexity of the system increase exponentially with the maximum power it must handle. The invention therefore makes it possible to deliver a higher power charge to a vehicle on an ad hoc basis, if needed, with an additional complexity that remains acceptable.

[0152] The control system 8 regularly establishes a connection map. As long as the electric vehicle requires faster charging, it is not necessary, in principle, to change the connection map. A new connection map may include establishing a new connection map for the charging stations.

[0153] At a certain point, based on the information available, the control system determines that the vehicle in location 5c should be charged using a slower charging method, and therefore by the individual charger 17b. This information includes, for example: the battery level,

[0154] . a power reduction signal from the vehicle to control the battery temperature,

[0155] . power reduction information from the energy source,

[0156] . the arrival of another priority vehicle requiring faster charging.

[0157] In this case, the control system 8 controls the distribution switching system 19 to electrically connect the charging station 4c to the second individual charger 17b via the electrical chain 3. Typically, the control system takes into account that a faster individual charger or a sum of individual chargers should not be used to complete the charging of the electric vehicle's battery. In this case, if a slower individual charger is available, and another electric vehicle can benefit from a faster charge, it is more efficient to complete the charging of the electric vehicle with the "slower" individual charger.

[0158] Whether it is charged by the first individual charger 2a or the second individual charger 2b, or the sum of the two, if the electric vehicle reaches the charging setpoint, or if the charging service is interrupted, the control system 8 is interrupted.

[0159] In some cases, vehicle VE1 is being charged by the individual charger 2a or by the two individual chargers 17a and 17b when a second electric vehicle VE2 requests access to the service. The service access request for vehicle VE2 is made in the same way as for vehicle VE1, as described above.

[0160] To fix ideas, in a first example of embodiment, the second electric vehicle VE2 parks in location 5g.

[0161] At a certain point, the control system 8 establishes the connection map.

[0162] Since only two vehicles are to be charged, the control system 8 establishes a connection map by which at least one individual charger charges a vehicle according to the information received and the priorities established.

[0163] If, upon arrival, the electric vehicle VE2 does not receive higher priority service, there is no particular reason to reduce the charging power of the first vehicle VE1. The mapping is then as follows:

[0164] [Tableauxô] 17b 7a 7b 7c 7d 17a 7e 7f 7g 7h 17c XX XX AA or AB XX XX XX CC XX

[0165] The control system 8 regularly establishes a connection map. As long as the electric vehicles are charging, the connection map will not change, in principle.

[0166] If, at a certain time, the control system 8 determines that it is more efficient for the vehicle currently receiving the fastest charge to be charged more slowly, and for the other vehicle to be charged more quickly, the The control system manages the switching of the 7 switching devices in this direction. The mapping is then as follows:

[0167] [Tables7] 17b 7a 7b 7c 7d 17a 7e 7f 7g 7h 17c XX XX BB XX XX XX AA or AC XX

[0168] This may be the case in particular if the electric vehicle located in position 7c has reached a significant charge level, while there is little time left to charge the vehicle located in position 7g.

[0169] If one of the electric vehicles reaches its charging setpoint, we return to a configuration where only one electric vehicle is to be charged, namely the one that has not reached its setpoint.

[0170] In this case, we find ourselves in the configuration described above with a single vehicle to be loaded.

[0171] In some cases, vehicles VE1 and VE2 are being charged by all the individual chargers 17a, 17b, 17c as shown above in Table 7, when a third electric vehicle VE3 requests access to the service. The service access request for vehicle VE3 is made in the same way as for vehicle VE1, as described above.

[0172] To fix ideas, in a first example of embodiment, the third electric vehicle VE3 is parked in location 5a.

[0173] At a certain point, the control system 8 establishes the connection map.

[0174] Since only three vehicles are to be charged, the control system 8 establishes a connection map by which each individual charger charges a vehicle according to the information received and the priorities established.

[0175] The mapping is then as follows:

[0176] [Tables8] 17b 7a 7b 7c 7d 17a 7e 7f 7g 7h 17c BB XX AA XX XX XX CC XX

[0177] However, it is also possible that the control system 8 establishes a connection map whereby a vehicle is charged by the sum of two individual chargers according to the information received and the priorities established. This implies that one of the three vehicles is then not charged.

[0178] In some cases, a fourth VE4 electric vehicle will request access to the charging service at location 5e.

[0179] We place ourselves for example in a starting configuration such as presented in Table 8 above, where VE1, VE2 and VE3 vehicles to be loaded are in locations 5a, 5c and 5g.

[0180] The charging system 1 can only charge three vehicles simultaneously.

[0181] At a certain point, the control system 8 establishes the map of connection.

[0182] This connection mapping is established in such a way as to optimize the provision of service to all applicants.

[0183] This goal can be achieved by determining the least bad instantaneous configuration.

[0184] The criteria for determining the least bad instantaneous configuration are set in the control system 8.

[0185] The control system 8 therefore determines which up to three vehicles are to be electrically charged during the next time interval. This determination may take into account instantaneous charge level information for the electric vehicles requesting the service. This information may be communicated either by the motor vehicle or estimated by the control system 8 from the initial charge level and the charge level transmitted to that vehicle.

[0186] This determination can be carried out for example by searching for a minimum for a cost function determined or parameterized in the control system 8. The cost function aims to optimize the response to the constraints of all vehicles.

[0187] For example, if the estimated departure time of vehicle VE1 is close, and it is far from being charged to the desired departure charge level, the desired charge level of vehicle VE4 is "free", and the estimated departure times of vehicles VE2, VE3 and VE4 are further away than that of vehicle VE1, an optimal connection mapping may be, for the next time interval, to charge vehicles VE1, VE2 and VE3, and not to charge vehicle VE4.

[0188] In this case, the arrival of the VE4 vehicle does not change the connection map shown above in the case where there are only three vehicles.

[0189] Continuing from the previous example, and assuming that vehicle VE4 is parked in location 5e, the connection mapping can be determined as follows:

[0190] [Tableaux98] 17b 7a 7b 7c 7d 17a 7e 7f 7g 7h 17c BB XX AA XX XX XX CC XX

[0191] Alternatively, in this example, the control system can determine that the vehicles to be loaded are vehicles VE1, VE2 and VE4, respectively at locations 5c, 5g and 5e, and in this case, the charging of the VE3 vehicle is suspended and the connection mapping can be determined as follows:

[0192] [Tables 10 17b 7a 7b 7c 7d 17a 7e 7f 7g 7h 17c XX XX BB XX AA XX CC XX

[0193] Alternatively, in this example, the control system can determine that the vehicles to be charged are VE2 and VE4, at locations 5a and 5e respectively, and that VE4 has high priority and requires faster charging. In this case, charging of VE1 and VE3 is suspended, charging of VE2 is switched to the slower charger 2b to allow faster charging of VE3, and VE4 can be charged by the combination of individual chargers 17a and 17c; the connection mapping can be determined as follows:

[0194] [Tables 11 17b 7a 7b 7c 7d 17a 7e 7f 7g 7h 17c XX XX BB XX AC XX XX XX

[0195]

[0196] In the event that one of the vehicles interrupts the service, the next determination step will be carried out with the remaining vehicles. The three-vehicle configuration described above will then be reverted to.

[0197] In the case of four vehicles being charged, the control system 8 regularly redefines the charging map based on the information available at that moment. Indeed, the charging speed may decrease as the vehicle's battery charge percentage reaches high levels. It would then be more efficient to prioritize faster charging for a vehicle with a low charge level. For example, if three vehicles being charged are close to reaching the required charge level, it becomes increasingly detrimental not to charge the fourth vehicle at all.

[0198] At any time, a fifth vehicle may request access to the service.

[0199] The operation, described above, for four vehicles, can be extended to five vehicles.

[0200] In the example shown, the number of spaces between the three individual chargers is eight. In this example, up to eight vehicles can simultaneously access the service provided by three individual chargers.

[0201] The total number of locations served by the three individual chargers depends on the system installation configuration.

[0202] In theory, there is no limit to the maximum number of locations served by the three individual chargers. However, for practical reasons, and to maximize the chances of being able to provide an efficient service, the number of locations served by three individual chargers may typically be less than 50, or even 20, or even 10.

[0203] A large number of parking spaces are possible in parking areas where the density of electric vehicles is low, and where electric vehicle charging intervals vary considerably between vehicles. Thus, fossil fuel vehicles can park in spaces not reserved for electric vehicles.

[0204] For electric vehicle fleet management, where the density of electric vehicles is high, and where all electric vehicles need to be charged at the same time, a reduced number of locations per individual charger will be preferred.

[0205] Alternatively, the two embodiments presented above can be combined. Thus, instead of the individual charger 17b, a charger 2b as shown in [Fig. 6] can be used, comprising a plurality of individual chargers that can be connected in parallel with each other by means of switching devices 18a-18d. Alternatively, or in combination, this also applies to the individual chargers 17a and / or 17c of [Fig. 3].

[0206] Fig. 4 schematically represents another embodiment of the invention.

[0207] This embodiment is in fact similar to that of [Fig. 1], except that the two chargers 2a, 2b are juxtaposed, and there are more charging stations arranged on the electrical chain 3. In practice, the two chargers could share the same cabinet.

[0208] Other configurations can be envisaged based on the configurations described above. In particular, a parking lot can be equipped with numerous chargers connected in pairs by electrical chains, according to a wide variety of configurations.

[0209] Alternatively, a charger can be connected to more than two electrical chains.

[0210] Figure 5 schematically represents another embodiment of the invention. According to this embodiment, the electrical chain comprises a single electrical line 16a. Each charging station 4 incorporates a local electric charger 2b, 2c, ... having the second electrical charging characteristic. If an electric vehicle, present at a location, is electrically charged, it is optionally by the local electric charger, or by the first electric charger 2a via the first electrical line 16a, or by the combination of these two chargers.

[0211] [138a] According to one embodiment, it could be provided that at least one of the 2a, 2b, 2c chargers, i.e., mobile chargers. For example, we are referring to mobile chargers. described in US patent 9,592,742 or in international patent application WO 2018 / 140,886. Such mobile chargers can be used to charge remote electric vehicles parked in locations not equipped by the invention. Also, if the constraints imposed by the electric vehicles to be charged allow it, and if charging locations 5 are available for a mobile charger to park there, the control system can determine a connection map that powers the mobile charger. The mobile charger can then connect electrically to the power grid via a charging station 4.

[0212] It should be noted that, as an alternative or supplement, an electric vehicle can be used as a power source. In this case, the chargers are bidirectional.

[0213] Each of the chargers 2 is equipped with power electronics equipment: Current converter, power supply components, energy meter, protection equipment (switch, circuit breaker, diode, fuse, ...), and communication cards with the vehicle to be charged or with the charging station.

[0214] The above description was made for a given charging standard, for example the "Chademo" standard. Alternatively, this description can be made for any other charging standard, for example "Combo CCS".

[0215] The electrical chain 3 comprises several electrical lines (of different voltages, allowing different levels of quantity of electric current to pass) whose number, physical characteristics, lengths and cable sections are determined, according to the embodiments, among other things by the power of the current supplied, the distances between objects, the connection standards for vehicle charging, the communication and computer systems necessary for the proper functioning of the charging system 1.

[0216] Where appropriate, each charging station can be designed to charge the electric vehicle located at that location according to several distinct charging standards. In this case, it is sufficient to equip the chargers and electrical chains for each standard.

[0217] Additional information available to the control system 8, and used for establishing the connection map, is the vehicle's charging standard. References

[0218] Charging system 1

[0219] Chargers 2, 2a, 2b, 2c

[0220] Electric chain 3

[0221] Charging station 4

[0222]

[0223]

[0224]

[0225]

[0226]

[0227]

[0228]

[0229]

[0230]

[0231]

[0232]

[0233]

[0234]

[0235]

[0236]

[0237]

[0238]

[0239]

[0240] Charging Location 5 Switching System 6 Switching Device 7 Control System 8 Support 9 Housing 10 Cable 11 Electronic Interface 12 Connection Interface 13a, 13b, 13c Switch 14 Electrical Wiring 15 First Electrical Line 16a Second Electrical Line 16b Third Electrical Line 16c Individual Charger 17a-d Charger Switching System 18 Switching Device 18a-18d Distribution Switching System 19 Electrical Connection System 20

Claims

Demands

1. Electric vehicle charging system comprising: . at least three individual chargers (17), each individual charger (17) being adapted to provide instantaneous electric charging power to an electric vehicle, . a connection system (20) adapted to connect the individual chargers (17) to electric vehicle charging locations (5); .a switching system (6) adapted to alternately connect or disconnect the charging locations (5) of electric vehicles to the individual chargers (17), the switching system (6) being able to alternately, for each location: - electrically connect the location (5) to a first single individual charger (17), - electrically connect the location (5) to a second single individual charger (17), - electrically disconnect the location (5) from any individual charger (17) and from any other charging location (5), - electrically connect the location (5) to at least one first individual charger (17) and a second individual charger (17) connected in parallel; . a computerized receiving module of a control system (8) adapted to receive information on the electrical charging demand of electric vehicles, .a processor of a control system (8) adapted to determine, repeatedly, a mapping of connections between electric vehicles and individual chargers (17), based at least on the charge demand information received, the connection mapping prohibiting all individual chargers (17) from being connected simultaneously to the same location (5), the control system (8) being adapted to repeatedly control the switching system (6) to electrically connect the charging locations of electric vehicles to the individual chargers (17).

2. A charging system according to claim 1, wherein the processor is adapted to determine the connection mapping from one and / or more pieces of information regarding electric charging demand selected from: - information regarding the arrival time of an electric vehicle at the charging system; - information regarding the estimated departure time of an electric vehicle from the charging system; - information regarding the estimated duration of presence of an electric vehicle at the charging system; - information regarding the initial charge level of an electric vehicle; - information regarding the desired final charge level for an electric vehicle; - information regarding the instantaneous charge level of an electric vehicle; - a set of physical parameters of the state of an electric vehicle such as the battery temperature and its electrical voltage.

3. Loading system according to claim 1 or 2, wherein the processor is adapted to determine the connection mapping from further information selected from: - instantaneous time information provided by a clock; - availability information from the energy source such as the electrical network.

4. A charging system according to any one of claims 1 to 3, wherein said electrical energies have different electrical charging characteristics, and wherein the processor is adapted to determine the connection mapping as a further function of said electrical charging characteristics.

5. Charging system according to claim 4, wherein the electrical charging characteristics of the chargers include an instantaneous electrical charging power in direct current.

6. A charging system according to any one of claims 1 to 5, wherein the processor is adapted to determine the connection mapping by minimizing the difference between the nominal charging power available at the charging system level and the charging power consumed, taking into account, in terms of constraints, the configuration of the charging system, the mapping of current connections and an estimate of future load demand.

7. A charging system according to any one of claims 1 to 6, comprising at least a first and a second charger (2a, 2b), each charger (2a, 2b) comprising at least one of said individual chargers (17), and at least one of said chargers (2a, 2b) being made up of a plurality of individual chargers (17) connected together in parallel, wherein the switching system (6) comprises: . a charger switching system (18) adapted to alternately connect said individual chargers (17) to each other or disconnect them from each other, .a distribution switching system (19) adapted to alternately connect or not the electric vehicles to the first charger (2a) or to the second charger (2b), said distribution switching system (19) comprising said switching device (7), and in which the control system (8) is adapted to repeatedly control the distribution switching system (19) to electrically connect one of the electric vehicles to the first charger (2a) and another of the electric vehicles to the second charger (2b) and the charger switching system (18) to electrically connect individual chargers (17) to each other.

8. Charging system according to any one of claims 1 to 7, wherein the switching system (6) is configured so that each individual charger (17) is connected, at any given time, to at most one charging station (4).

9. A charging system according to any one of claims 1 to 8, wherein the control system (8) is external to any vehicle to be charged.

10. A charging system according to any one of claims 1 to 9, wherein at least one of the individual chargers (17) is mobile, the control system (8) being adapted to repeatedly control the switching system (6) to electrically connect one of the electrical devices to a first individual charger (17) and another of the electrical devices to a second individual charger (17) depending on the location of the individual chargers (17).

11. Charging system according to claim 10, wherein the individual mobile charger (17) connects to the connection system (20) at a location (5).

12. Charging system according to claim 10 or 11, wherein the individual mobile charger (17) is an electric vehicle.

13. A method for electrically charging electrical devices, wherein the method comprises: - at least three individual chargers (17), each individual charger (17) being adapted to provide instantaneous electrical charging power to an electric vehicle, each charger (2a, 2b) comprising at least one charger module (17a-17d), at least one of said chargers (2a, 2b) being composed of a plurality of charger modules (17a-17d), - a connection system (20) adapted for connecting the individual chargers (17) to charging locations (5) of electric vehicles; - a switching system (6) adapted for alternatively connecting or disconnecting the charging locations (5) of electric vehicles from the individual chargers (17), the switching system (7) being able to alternatively, for each location: - electrically connect the location (5) to a first single individual charger (17),electrically connect the location (5) to a second single individual charger (17), . electrically disconnect the location (5) from any individual charger (17) and from any other charging location (5), . electrically connect the location (5) at least to a first individual charger (17) and to a second individual charger (17) connected in parallel; - a computerized receiving module of a control system (8) receives information on the electrical charging demand of electric vehicles; - a processor of the control system (8) repeatedly determines a map of connections between electric vehicles and individual chargers (17), based at least on the electrical charging demand information received, the map. connection prohibiting all individual chargers (17) from being connected simultaneously to the same location (5), - the control system (8) repeatedly controls the switching system (6) to electrically connect the charging locations (5) of electric vehicles to the individual chargers (17).

14. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to claim 13.

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