Device for the inductive charging of rechargeable electric batteries of an electric vehicle

Abstract

The invention relates to a device 1 for the inductive charging of electric batteries of an electric vehicle. Installed in a fixed manner in the form of a single unit, the device comprises a transmitter coil 21 for inductively transferring electrical power to a receiver coil of the electric vehicle and, preferably contained in a housing 40, a power circuit, a control circuit and a communication system. The power circuit supplies the transmitter coil 21 with power from the electrical network under the control of the control circuit interfaced with the communication system which communicates wirelessly with a battery management system of the electric vehicle and with a remote management system. The control circuit is configured to receive, from the remote management system, a request to execute the charging operation and to execute same through cooperation with the battery management system on board the electric vehicle.

Description

inductive charging device for rechargeable electric vehicle batteries

[0001] The present invention relates to an induction charging device for rechargeable electric batteries of a motor vehicle.

[0002] The current era has seen the development of electric vehicles for environmental reasons. These electric vehicles are equipped with rechargeable batteries to power their electric motors. The vehicle's batteries are recharged at dedicated charging stations. These charging stations come in the form of wall-mounted units (also called wallboxes) or freestanding units. They are equipped with a charging cable to connect the charging station to the vehicle. The charging cable allows current to flow from the charging station to the vehicle in order to recharge the vehicle's batteries.

[0003] A current trend is to design inductive charging stations to recharge the batteries of electric vehicles. Their advantage is that they eliminate the need for a charging cable that the user must plug into the electric vehicle to recharge its batteries.

[0004] This type of technology is described for example in WO 2011 / 151696 A2, WO 2018 / 076016 A1 and WO 2021 / 048472 A1.

[0005] WO 2011 / 151696 A2 describes a charging device installed in a private car park. The charging device comprises a fixed electrical cabinet connected by cable to a terminal equipped with a transmitting coil to inductively transfer electrical energy to a receiving coil on the motor vehicle. The terminal is designed to move along grooves cut into the ground so that it can be positioned in any of the designated parking spaces. The terminal is equipped with a lifting device to raise the transmitting coil and bring it closer to the receiving coil of a motor vehicle. The electrical cabinet is connected to the mains electricity supply and contains both the control circuit that manages the charging operations and the power circuit that supplies the terminal's transmitting coil.The electrical cabinet is connected to the terminal by means of a cable wound around a reel.

[0006] This charging system has the drawback of being complex and expensive to install, not least because it requires digging trenches. Furthermore, the risk of failure is high due to the station's mobile nature, as the trenches can become clogged with debris or other objects, or the station's relocation mechanism can malfunction. Finally, the electrical cable connecting the control cabinet to the station is vulnerable to theft.

[0007] WO 2018 / 076016 A1 describes an inductive charging device comprising a pedestal housing containing an inverter to power a transmitting coil for inductively transferring electrical energy to a receiving coil on the motor vehicle. The transmitting coil is permanently integrated into a transmitter section. The transmitter section is separate from the pedestal housing and is permanently mounted flush with, below, or protruding from the driving surface, or attached to a wall adjacent to the driving surface, or suspended above it. The charging device communicates with a remote server and a mobile application via a cellular network and the internet.

[0008] This charging system has drawbacks related to the installation of the pedestal-mounted unit, which requires digging an excavation and pouring a concrete base, as well as supplying the base itself. Furthermore, if the charging system is to be embedded in the road surface, whether flush, beneath, or protruding from it, it is necessary to excavate and prepare the road surface to accommodate the transmitter. The installation of the charging system is therefore both time-consuming and expensive.

[0009] WO 2021 / 048472 A1 discloses an inductive charging station buried in the ground and equipped with a lifting system to raise the transmitting coil above ground. The charging station is managed via a mobile application or integrated into the electric vehicle. Again, a drawback of this charging device is the need to excavate the road surface for installation.

[0010] Other documents such as CN 214295601 U, DE102019216981 A1, EP2916430 A1, KR1020180064218 A and WO2016 / 067500 A1 also describe induction charging devices which have similar disadvantages or do not provide a satisfactory solution.

[0011] The present invention aims to overcome, at least partially, the drawbacks of the prior art.

[0012] To this end, the present invention proposes an inductive charging device for the electric batteries of an electric vehicle, which charging device is intended to be powered by electrical energy by connection to an electrical network and to be fixedly installed as a single unit in an environment in which the electric vehicle moves so that the electric vehicle can position itself at the charging device to perform an inductive charging operation of the electric vehicle's batteries, the charging device comprising: a transmitting coil for transferring electrical energy by induction to a receiving coil of the electric vehicle when the electric vehicle is positioned at the inductive charging device,an electronic power circuit to supply the transmitting coil from the electrical grid with the electrical energy to be transferred by induction to the receiving coil of the electric vehicle, an electronic control circuit to control the electronic power circuit, and a communication system functionally linked to the electronic control circuit, the communication system being configured to communicate wirelessly with a remote management system and to communicate wirelessly with a battery management system which is installed on board the electric vehicle,

[0013] in which the electronic control circuit is configured to: receive from the remote management system a request to execute the charging operation, and execute the charging operation in accordance with the request received by cooperating with the battery management system on board the electric vehicle.

[0014] The charging device according to the invention has the advantage of being simple and inexpensive to install because it is a single unit that includes not only the transmitting coil, but also the control and power circuits. In contrast, prior art charging devices are generally divided into two units: a first unit containing the transmitting coil and a second, separate unit, typically an electrical cabinet, a freestanding enclosure, or similar structure, containing the control and power circuits. The second unit is connected by an electrical cable to the first unit, which is itself connected to the electrical grid. The charging device according to the invention eliminates the need for a separate electrical cabinet, freestanding enclosure, or similar structure to house the control and power circuits.It also avoids the need for excavation and pouring a concrete foundation to install the electrical cabinet, pedestal, or similar unit. Furthermore, it saves on the electrical cable connecting the two units and eliminates the associated risk of cable theft.

[0015] Furthermore, the charging device's interactions with the user for charging operations can be carried out exclusively through the remote management system. This system might, for example, include a remote server and a mobile application or an application integrated into the electric vehicle, serving as a human-machine interface for the user. Therefore, it is not necessary to install a charging station with a human-machine interface near the charging device and connected to it by a cable.

[0016] Furthermore, the charging system is particularly robust and economical because it is designed to be permanently installed in the environment in which the electric vehicle operates. It therefore does not include a system for moving it, which is inherently expensive, requires regular maintenance, and presents a significant risk of malfunction.

[0017] The charging device is preferably designed to be mounted on a driving surface—such as the ground or a road—over which the electric vehicle travels, so that it can be positioned above the charging device to perform a charging operation. Alternatively, it can also be mounted to a wall so that the electric vehicle can be positioned adjacent to the charging device, or suspended above the driving surface so that the electric vehicle can be positioned below the charging device. In all these configurations, the electric vehicle's receiving coil is appropriately arranged within the vehicle to allow inductive coupling with the charging device's transmitting coil in order to effectively perform a charging operation.

[0018] The charging device can advantageously be designed to withstand the external stresses it will be subjected to once installed in the environment. These external stresses can be varied and depend on where the charging device is installed. For example, if it is fixed to the ground, the electric vehicle may be able to drive over the charging device, or if it is fixed to a wall or suspended above the ground, the charging device is not exposed to this risk. They also depend on the environment in which the charging device is installed, for example, outdoors, exposed to the elements, or conversely, in a covered or enclosed space such as a parking lot.

[0019] It will be understood that, in the context of this invention, the term "electric vehicle" encompasses not only vehicles powered exclusively by one or more electric motors supplied by rechargeable batteries, but also hybrid electric vehicles that are additionally equipped with an internal combustion engine for the same purpose. Furthermore, these vehicles may be driven by a person or be autonomous vehicles.

[0020] The charging device can advantageously be designed so that energy transfer from the transmitting coil to the receiving coil of the electric vehicle occurs via magnetic resonance. This technology is well-established and relies on the transmitting and receiving coils operating at the same resonant frequency—preferably between 80 and 100 kHz—to optimize energy transmission efficiency. The power electronics circuit is then designed in a known manner to convert—typically using an inverter—the alternating current supplied by the electrical grid to which the charging device is connected into an alternating current at the resonant frequency of the coils, which is then applied to the transmitting coil.

[0021] The communication system is preferably designed to communicate wirelessly with the battery management system on board the electric vehicle using a short-range wireless communication protocol and more preferably using a Wi-Fi protocol.

[0022] Furthermore, the communication system is preferably designed to communicate wirelessly with the remote charging management system via a cellular communication network and more preferably via the Internet network.

[0023] According to one embodiment, the communication system is also configured to send information relating to the recharging operation to the remote management system during or after its execution.

[0024] In one embodiment, the charging device is designed to be surface-mounted in the environment in which the electric vehicle travels. This allows the charging device to be installed in the environment in which the electric vehicle travels without having to place it partially or completely in an excavation. This therefore avoids the need for excavation work to install the charging device. It will be understood that the charging device is preferably designed to be surface-mounted on a flat or at least substantially flat installation surface. In particular, the charging device may be designed to be surface-mounted on the ground over which the electric vehicle travels, for example, a roadway or a parking space. This is preferably a surface covered with bitumen or concrete.

[0025] In this embodiment, the charging device can advantageously be surface-mounted on an installation surface in the environment, resting on the installation surface by one of its lower sides. Meanwhile, all the electronic circuits of the charging device, or at least the control electronics, the power electronics, and the communication system, are arranged next to the transmitting coil, as viewed from above the charging device. This arrangement reduces the thickness of the charging device—that is, its height measured between its lower and upper sides—compared to the case where the transmitting coil were positioned above the electronic circuits. This arrangement is particularly advantageous when the charging device is surface-mounted on the ground over which the electric vehicle travels.Indeed, in this case, it is desirable that the charging device protrude as little as possible from the ground so as not to obstruct the movement of the electric vehicle and to allow it to position itself above it.

[0026] If the charging station is designed to be surface-mounted, the electric vehicle may drive over it. Therefore, it is preferable for the edges of the charging station to be chamfered to facilitate wheel clearance. The same consideration generally applies whenever the charging station protrudes from the ground on which the electric vehicle travels, for example, if it is partially installed in a recess in the ground.

[0027] Furthermore, since the electric vehicle is likely to drive over the charging device, the latter is designed to have sufficient mechanical resistance for this purpose. From this perspective, it is advantageous for the external casing of the charging device to be designed to offer a degree of protection against external mechanical impacts of at least IK09, and preferably at least IK10, according to IEC 62262, edition 1.1, 2021-09, consolidated version (ISBN 978-2-8322-1025-3).

[0028] In one embodiment, the charging device comprises a one-piece chassis, preferably produced by plastic injection molding, with the charging device designed to rest on the installation surface via one of the chassis's undersides. This chassis allows for the mounting of all the charging device's components and facilitates installation of the charging device as a single unit in the electric vehicle's operating environment. The one-piece chassis simplifies the assembly of the charging device. The use of plastic injection molding is particularly economical while also meeting the aforementioned requirement for resistance to external elements by selecting a suitable plastic material.

[0029] In one embodiment, the charging device comprises at least one enclosed housing containing all the electronic circuits of the charging device, or at least the power electronics circuit, the control electronics circuit, and the communication system. The enclosed housing(s) are preferably designed to protect the relevant electronic circuits from external aggressions, which can vary depending on the environment in which the charging device is installed and the method of installation, as previously mentioned. Alternatively, the housing(s) may also be at least partially protected from external aggressions by other structural elements of the charging device, for example, by the chassis. If the charging device includes a chassis as described above, the housing(s) may be attached to the chassis by any suitable means.Generally, it is preferable to plan for a single case for reasons of simplicity and cost.

[0030] In one embodiment, the transmitting coil is arranged outside the housing, with the transmitting coil and the housing positioned side-by-side in a top view of the charging device. It will be understood that the top of the charging device is the side of the device opposite the bottom of the charging device, by which the charging device rests on the installation surface of the environment when the charging device is surface-mounted. This arrangement advantageously limits the thickness of the charging device, particularly when the charging device is surface-mounted on the ground over which the electric vehicle travels.

[0031] In a preferred embodiment, the charging device includes at least one heat pipe adapted to transfer heat from a first end of the heat pipe to a second end of the heat pipe, the first end of the heat pipe being arranged inside the housing. The charging device further includes at least one heat sink extending at least partially outside the housing, the second end of the heat pipe being connected to the heat sink so as to conduct heat with each other. In this way, the heat pipe transfers heat from the electronic circuits contained within the housing to the heat sink. The heat sink thus dissipates heat received from the heat pipe to the outside of the housing, thereby limiting the temperature increase inside the closed housing due to the electronic circuits it contains.The heat sink dissipates the heat received from the heat pipe, preferably directly into the air surrounding the charging device. The heat pipe(s) can be implemented in a manner known per se from the prior art.

[0032] The heat pipe can be entirely contained within the housing, simplifying its installation. In this case, a thermal bridge can be incorporated through a wall of the housing. The first end of the heat pipe is connected to the thermal bridge inside the housing, ensuring thermal conduction. The thermal bridge is then connected to the heat sink outside the housing, also ensuring thermal conduction.

[0033] The term "thermal bridge," used here and throughout this description, refers to an element with a thermal conductivity significantly higher than that of the housing wall, preferably at least twice as high. To achieve this, the thermal bridge is made of a material with high thermal conductivity, such as aluminum, unlike the housing material, which can be made of a material with lower thermal conductivity, such as plastic.

[0034] The heat sink can be of any suitable type known in the prior art, especially the finned type made of aluminum to dissipate heat into the environment by convection.

[0035] The heat sink and the thermal bridge can be made as two separate parts that are joined together or as a single piece made from the same material.

[0036] Alternatively, the heat pipe can be arranged to pass through the casing wall via an opening in the wall. In this case, part of the heat pipe from its first end is located inside the casing, and another part of the heat pipe from its second end is located outside the casing.

[0037] It is preferable to position the first end of the heat pipe, or each heat pipe, at the power electronics circuit, as this circuit generates the most heat. The heat pipe thus transfers heat from the power electronics circuit to the heat sink. Advantageously, the first end of the heat pipe is preferably located above a hot spot in the power electronics circuit relative to the charging device's installation position in the environment, in order to optimize heat dissipation. Specifically, the first end of the heat pipe, or each heat pipe, can be positioned at a respective power switching component within the power electronics circuit.This can include, in particular, the power switching components of an inverter in the power electronic circuit that supplies the transmitting coil with alternating current at a resonant frequency, as mentioned above. Indeed, these components generally generate the most heat. It is advantageous to provide a separate heat pipe for each of the power switching components of the inverter in the power electronic circuit.

[0038] If an electronic circuit other than the power electronic circuit also has a particularly hot spot inside the case, it is possible to add a heat pipe to it in the same way.

[0039] When the housing is equipped with multiple heat pipes, each can be paired with its own heat sink. Alternatively, a single heat sink can serve multiple heat pipes, or even all of them.

[0040] According to another preferred embodiment, the charging device includes an active cooling system arranged inside the housing, which active cooling system is designed to extract heat from inside the housing to the outside of the housing via at least one thermal bridge through a wall of the housing. This active cooling system also helps to limit the temperature increase inside the closed housing due to the electronic circuits it contains.

[0041] The active cooling system preferably includes a forced air circulation system arranged inside the case, as well as at least one heat sink arranged inside the case and connected to the thermal bridge so as to conduct heat to each other. The forced air circulation system is designed to circulate air from inside the case to the heat sink. The forced air circulation system preferably includes at least one fan. The heat sink is designed to receive heat carried by the hot air circulated inside the case by the forced air circulation system and to transfer this heat by conduction to the thermal bridge for dissipation outside the case.The heat sink can be made in the same way as a heat sink, in the form of an aluminum part with fins that, in this case, receive the heat carried by the hot air circulating within the case. It should be understood that the heat sink and the thermal bridge can be made as two separate parts joined together, or as a single piece of material.

[0042] The active cooling system preferably includes at least one heat sink located outside the case and connected to the thermal bridge so that they conduct heat together. The heat sink thus efficiently dissipates the heat received by the thermal bridge from the heat collector to the outside of the case. Similarly, the heat sink dissipates the heat received from the heat pipe, preferably directly into the surrounding air of the charging device. The heat sink can typically be made as a finned component. The heat sink and the thermal bridge can also be made as two separate parts joined together, or as a single piece of material. It is also possible to make the thermal collector, thermal bridge, and heat sink as a single unit.

[0043] Just like the thermal bridge(s), the thermal collector(s) and the heat sink(s) are made of a material with good thermal conductivity such as aluminum.

[0044] Each thermal bridge can be associated with a respective heat sink. Alternatively, a heat sink can be common to several thermal bridges, or even to all thermal bridges.

[0045] It is advantageous to install an active cooling system located outside the case to cool the heat sink(s). This system should preferably include at least one fan located outside the case to ventilate the heat sink(s). This can be done both for the heat sink(s) associated with the thermal bridge(s) described above and for the heat sink(s) associated with the heat pipe(s) mentioned earlier.

[0046] In one embodiment, the housing is equipped with a pressure relief valve to limit the pressure inside the housing. The integrity of the housing is thus ensured even if the pressure inside the housing were to increase to an abnormally high level despite the cooling methods described above.

[0047] In one embodiment, the enclosure has a level of protection against dust and liquids of at least IP65, more preferably at least IP67, and even more preferably IP69, the level of protection being assessed according to IEC 60529 / A2:2013 (ISBN 978-2-8322-1086-4). This allows the charging device to be used in environments exposed to the elements or where it may be submerged by cleaning water, such as in a parking lot, even a covered one. It will be understood that appropriate sealing measures are provided for the openings in the enclosure in such cases.This may include cable glands placed in the openings for the passage of electrical cables or wires entering the box, particularly for connection to the electrical network and for supplying the transmitting coil from the power electronic circuit if it is housed outside the box.

[0048] In one embodiment, the charging device is designed to be fixed in the environment using removable mechanical fasteners. The charging device further includes tamper-proof screw-type locking elements to prevent the removal of these mechanical fasteners. This measure limits the risk of theft or vandalism of the charging device. Typically, a tamper-proof screw, also called a security screw or anti-theft screw, is a screw that cannot be unscrewed with ordinary tools, such as a standard screwdriver or wrench. It has a special head that requires a specific tool for removal.

[0049] Preferably, removable mechanical fasteners include fixing screws or fixing studs, with the charging device including openings for the fixing screws or fixing studs of the charging device into the environment. Tamper-proof screw-type locking elements are provided to prevent the unscrewing of the fixing screws or nuts screwed onto the fixing studs. Fixing with screws or studs is convenient and simply requires the provision of anchors in the installation surface of the charging device, for example, if it is a paved road or a concrete floor.

[0050] In one embodiment, the transmitting coil is embedded within a resin component. This protects the transmitting coil from external damage. This measure is advantageous when the transmitting coil is not housed within the casing containing the electronic circuits of the charging device, as it eliminates the need for a separate enclosed housing for the transmitting coil. This is especially true if the transmitting coil is movable, as in the following embodiment.

[0051] In one embodiment, the charging device includes a lifting mechanism for moving the transmitting coil between a lowered and a raised position relative to the upper side of the charging device. The electronic control circuit is designed to control the lifting mechanism so as to place the transmitting coil in the lowered position when the charging device is at rest and to place the transmitting coil in the raised position to perform the charging operation. The advantage of this embodiment lies in the ability to bring the transmitting coil closer to the receiving coil of the electric vehicle to perform the charging operation, which significantly improves the efficiency of the electrical energy transfer from the transmitting coil to the receiving coil.

[0052] The reloading device may advantageously include at least one elastic element that elastically forces the transmitting coil towards the raised position when the transmitting coil is in the lowered position. This facilitates the initial movement of the transmitting coil from the lowered position to the raised position. Indeed, it is generally at the beginning of the movement that the lifting device must apply maximum force, as is the case, for example, with a lifting device including a scissor mechanism supporting the transmitting coil to move it between the lowered and raised positions. The elastic element(s) may be one or more helical springs under compression when the transmitting coil is in the lowered position.

[0053] In one embodiment, the lifting device includes a lifting mechanism supporting the transmitting coil, the lifting mechanism being capable of moving the transmitting coil between the lowered and raised positions. In this embodiment, the lifting device also includes an actuating device for actuating the lifting mechanism so as to selectively move the transmitting coil between the lowered and raised positions, the electronic control circuit being functionally connected to the actuating device for its control. The lifting device further includes at least one electromagnet for connecting the actuating device to the lifting mechanism when the electromagnet is electrically powered and for disconnecting the actuating device from the lifting mechanism when the electromagnet is not electrically powered.This embodiment provides a safety feature that prevents the transmitter coil from becoming stuck in the raised position during fault situations where it is preferable for the transmitter coil to return to the lowered position. This embodiment is advantageous because it does not require electrical energy to return the transmitter coil to the lowered position, particularly when the charging device is installed on or in the ground on which the electric vehicle travels. Indeed, the transmitter coil can return to the lowered position under the effect of gravity. This safety feature therefore functions even if the charging device's power supply from the electrical grid is accidentally interrupted. This embodiment is even more advantageous when the actuation device remains stuck in the raised position due to a power failure.It is also advantageous because the return to the lowered position can be rapid compared to the time required for this purpose by the actuation device in normal operation. In one embodiment, the electromagnet can be powered by the electronic control circuit. In this case, the electronic control circuit can itself cut off the power supply to the electromagnet if a fault condition is detected by the electronic control circuit. This embodiment is particularly suitable when the lifting mechanism is a scissor mechanism supporting the transmitting coil and the actuation device is an electric motor driving a worm gear to selectively extend or retract the scissor mechanism.

[0054] In one embodiment, the charging device has a maximum thickness of 15 cm or less, more preferably 12 cm, and even more preferably 10 cm. This dimensioning allows the charging device to be mounted on the surface of the ground on which the electric vehicle travels without obstructing its movement, while also allowing the operator to position themselves above the charging device to perform a charging operation. This thickness is facilitated, in particular, by arranging the electronic circuits—or the housing(s) containing them—next to the transmitter coil when viewed from above the charging device, as discussed earlier.If the charging device includes a lifting mechanism to move the transmitting coil between a lowered and a raised position, the aforementioned dimensions refer to the case where the charging device is at rest and therefore the transmitting coil is in the lowered position. For the same reason of optimizing the thickness of the charging device at rest, the transmitting coil lifting mechanism is also preferably located next to the electronic circuits or the housing(s) containing them.

[0055] According to one embodiment, the lifting device is designed to lift the transmitting coil to a maximum height of 40 cm from the ground, which is satisfactory for conventional motor vehicles.

[0056] In another embodiment, the charging device lacks a lifting device for the transmitting coil. In this case, the transmitting coil is fixedly arranged within the charging device.

[0057] Other aspects, features and advantages of the invention will become apparent from the following description of preferred embodiments of the invention, given by way of example and with reference to the attached drawing.

[0058] represents a perspective view of a charging device according to a first embodiment of the invention, its transmitting coil being in a lowered position.

[0059] represents another perspective view of the same charging device, but in which the transmitting coil is in the raised position.

[0060] represents a side view of this charging device, with its transmitting coil in the lowered position.

[0061] represents the same side view of the charging device, with its transmitting coil in the raised position.

[0062] represents this charging device arranged on a roadway, its transmitting coil being in a lowered position and an electric motor vehicle being stopped above the charging device in order to carry out a charging operation of the vehicle's batteries.

[0063] is similar to the previous figure, except that the transmitting coil of the charging device is in the raised position to perform the operation of charging the vehicle's batteries.

[0064] represents the same situation as the previous figure, but viewed from the side.

[0065] is a local perspective view in the area of ​​the transmitting coil of this charging device, the transmitting coil being shown in the raised position.

[0066] represents an exploded view of this charging device.

[0067] is a detailed view illustrating how to fix this charging device to the ground.

[0068] shows the lifting mechanism for the transmitting coil of this charging device.

[0069] schematically illustrates the cooling system fitted to the housing containing the electronic circuits of this charging device.

[0070] represents in perspective a view of the casing containing the electronic circuits of this charging device, the casing being closed and mounted on a plate forming a chassis.

[0071] represents a simplified exploded view of a charging device according to a second embodiment.

[0072] represents a synoptic diagram of the wireless communication links of the charging device according to the two previous embodiments with the battery management system of an electric vehicle and the remote management system in order to implement an operation of charging the batteries of the electric vehicle.

[0073] represents in a simplified way a graphical user interface of a smartphone smartphone of an electric vehicle user used to manage a battery charging operation by a charging device according to the preceding embodiments.

[0074] We will now describe a charging device according to a first embodiment of the invention with reference to figures 1 to 13. The charging device is referenced as 1 in these figures.

[0075] As shown in Figures 5 to 7, the charging device 1 is designed to be surface-mounted on a floor 3 over which electric vehicles, an example of which is shown and referenced as 2, travel. The charging device 1 is designed to rest on a substantially flat floor 3. In other words, the lower side 11 of the charging device 1 is itself flat or substantially flat. In this example, these are motor vehicles. The floor 3 can typically be a paved road or a concrete floor in a car park. The charging device 1 rests flat on its lower side 11 on the floor 3 without any specific floor preparation being necessary. Optionally, a peripheral seal made of flexible synthetic material can be provided around the lower edge of the charging device 1 to accommodate any unevenness in the floor 3.

[0076] The charging device 1 is designed to be fixed to the floor using screws 13 shown in the figure. The screws 13 are screwed into anchors provided for this purpose in the floor 3. Alternatively, studs may be used for this purpose instead of screws 13.

[0077] To ensure its power supply, the charging device 1 is connected to the electrical grid by a cable 4. The cable 4 is preferably underground and enters the charging device 1 from below via a dedicated opening (not shown). Alternatively, an opening 12 may be provided laterally in the casing of the charging device 1, located at ground level 3. In this case, the cable 4 connecting to the electrical grid can be laid on the ground 3 and preferably protected by a suitable conduit or rail.

[0078] Apart from the connection to the electrical network by means of cable 4, the charging device 1 is not electrically connected to any other external device.

[0079] The charging device 1 is designed to recharge the rechargeable electric batteries 223 of the electric vehicle 2. The batteries 223 are typically used to power the electric propulsion motor(s) of the electric vehicle 2. The electric vehicle 2 also includes a battery management system 222 which is connected to a receiver coil 221 fixedly arranged under the chassis of the electric vehicle 2. The battery management system 222 – which may be of a type known per se – manages the charging of the batteries 223 from the electrical energy received from the receiver coil 221.

[0080] The charging device 1 includes a transmitting coil 21 for transferring electrical energy by induction to the receiving coil 221 of the electric vehicle 2.

[0081] As can be seen in the figures, the charging device 1 includes a lifting device (referenced as 20 in the figure) for moving the transmitting coil 21 between a lowered and a raised position. When the charging device 1 is at rest, the transmitting coil 21 is in the lowered position: see Figures 1, 3, and 5. Conversely, when the charging device 1 is charging the batteries 223, the transmitting coil 21 is in the raised position so as to be closer to the receiving coil 221, in order to improve the coupling between them and thus improve the transfer of electrical energy from the transmitting coil 21 to the receiving coil 221.

[0082] With reference to the previous example, the lifting device 20 includes a lifting mechanism 22 in the form of a scissor mechanism. The transmitting coil 21 is embedded in a resin component 23, which is formed by encapsulating the transmitting coil 21. This protects the transmitting coil 21 from external elements to which the charging device 1 may be exposed, such as rain or road surface cleaning operations. The component 23 is shaped like a plate supported by the lifting device 20. Instead of being a resin component in which the transmitting coil 21 is embedded, the component 23 can be designed in any other suitable way to incorporate the transmitting coil 21 in such a manner as to protect it.

[0083] In this example, the lifting device 20 includes a scissor mechanism 22 at the top of which the part 23 is mounted. The deployment and retraction of the scissor mechanism 22 are ensured by a worm screw 25 driven in rotation by an electric motor 24.

[0084] To facilitate the deployment of the scissor mechanism 22 from the lowered position, one or more elastic elements are provided to elastically actuate the plate 23, and thus the transmitting coil 21, towards the raised position when the transmitting coil 21 is in the lowered position. Indeed, the force required to deploy the scissor mechanism 22 is greatest in the lowered position and decreases as it is deployed. This allows the use of a less powerful motor 24. In this case, the elastic elements are helical springs 30. When part 23 is in the lowered position, the springs 30 push against corresponding pads 31 arranged protruding under part 23. Of course, part 23 remains in the lowered position despite the aforementioned elastic stress as long as the motor 24 is stopped, for example due to the resistance offered by the worm gear assembly 25 with its nut 26 and the motor 24.

[0085] The nut 26 of the worm gear 25 is attached to the scissor mechanism 22 by an electromagnet 27. The electromagnet 27 can be continuously powered, either directly or indirectly, by the electrical network. As long as it is powered, the nut 27 of the worm gear 25 remains attached to the scissor mechanism 22. In this way, the electric motor 24 enables the movement of the transmitting coil 21 between the lowered and raised positions. If the electromagnet 27 is no longer powered because the electrical network is interrupted due to a fault or for any other reason, the nut 27 is disengaged from the scissor mechanism 22. The worm gear 25 then no longer controls the degree of deployment of the scissor mechanism 22. Furthermore, the transmitting coil 21 returns to the lowered position by gravity if it was in the raised position. This provides security and allows electric vehicle 2 to move away from charging device 1 without risk of damaging it.When the power supply to the electromagnet 27 is restored, it is sufficient for the electric motor 24 to drive the worm gear 25 in rotation to move the nut 26 until the electromagnet reattaches the nut 26 to the scissor mechanism 24.

[0086] In addition, the power supply of the electromagnet 27 can be controlled by the electronic control circuit – discussed later – of the charging device 1. In this way, the electronic control circuit can ensure the descent of the transmitting coil 21 into the lowered position by cutting off the power supply to the electromagnet 27 in cases where a malfunction of the charging device 1 is detected.

[0087] The lifting device 20 is protected from external aggressions, particularly from fouling, by a bellows 28, which is particularly visible on the [unclear]. Furthermore, the components of the lifting system 20 are preferentially chosen for their resistance to humidity.

[0088] The charging device 1 comprises a number of electronic circuits which in this example are all contained in a common housing 40 illustrated by the.

[0089] As can be seen in the figures, the housing 40 on the one hand and the transmitting coil 21 together with the lifting device 20 on the other hand are arranged side by side in the top view of the charging device 1. This makes it possible to limit the thickness of the charging device 1 and therefore its protrusion height relative to the ground 3. This makes it possible to design the charging device 1 with a maximum thickness less than or equal to 15 cm, more preferably 12 cm and even more preferably 10 cm, when the charging device 1 is at rest, i.e. when the transmitting coil 21 is in the lowered position, it being recalled that the protrusion height of the charging device 1 relative to the ground 3 is defined by the thickness of the charging device 1.

[0090] As can be seen in the figure, the electronic circuits of the charging device 1 mainly comprise a power electronic circuit 51, a control electronic circuit 52 and a communication system 53.

[0091] The power electronic circuit 51 is designed to supply the transmitting coil 21 with electrical energy from the electrical grid, which is then transferred by induction to the receiving coil 221 of the electric vehicle 2. To optimize the efficiency of energy transfer from the transmitting coil 21 to the receiving coil 221 of the electric vehicle 2, magnetic resonance energy transfer technology is preferably used. The transmitting coil 21 and the receiving coil 221 can, for example, operate at the same resonant frequency chosen between 80 and 100 kHz. In this case, the power electronic circuit 51 is designed in a known manner to convert – typically by means of an inverter – the alternating current supplied by the electrical grid to which the charging device 1 is connected into an alternating current at the resonant frequency of the coils 21 and 221, which is then applied to the transmitting coil 21.It will be understood that the charging device 1 can be designed to be connected to a conventional single-phase electrical network (for example at 230 V in Europe) or three-phase (for example at 400 V in Europe).

[0092] The electronic control circuit 52 is intended to control the power electronic circuit 51 in order to perform a charging operation of the batteries 223 of the electric vehicle 2. In particular, it controls the switching on and off of the power electronic circuit 51.

[0093] It is also the electronic control circuit 52 which controls the electric motor 24 of the lifting device 20 and possibly the power supply of the electromagnet 27.

[0094] The electronic control circuit 52 is functionally connected to the communication system 53. The communication system 53 is designed to communicate wirelessly with the battery management system 222 of the electric vehicle 2. It is also designed to communicate wirelessly with a remote management system 100, as will be discussed in more detail later with reference to [reference missing]. Through the communication system 53, the electronic control circuit 52 can communicate with the battery management system 222 of the electric vehicle 2 and with the remote management system 100. The electronic control circuit 52 is designed to perform a battery charging operation on the electric vehicle 2's batteries 223 by interacting with the battery management system 222 of the electric vehicle 2 and with the remote management system 100, as will be seen later.

[0095] The housing 40 can also contain auxiliary electronic circuits, in particular a very low voltage power supply circuit 54 to supply power to the control electronic circuit 52 and the communication system 53 from the mains. The housing 40 can also contain sensors functionally connected to the control electronic circuit 52 for safety and proper operation purposes, for example, a temperature sensor and a humidity sensor.

[0096] Since the charging device 1 may be exposed to the elements and may even be temporarily submerged in heavy rain, the housing preferably has a level of protection against dust and liquids of at least IP65, more preferably at least IP67, and even more preferably IP69. As mentioned above, the level of protection is assessed according to IEC 60529 / A2:2013 (ISBN 978-2-8322-1086-4). To this end, suitable sealing by means of gaskets or otherwise is provided at the openings in the housing 40 for the passage of electrical cables or wires for connection to the mains power supply, the power supply to the electric motor of the lifting device 20, and, where applicable, the electromagnet 27.

[0097] Therefore, various measures are planned to dissipate the heat generated by the electronic circuits housed in the 40 case.

[0098] For this purpose, four heat pipes 60 are provided in this embodiment: see... Each of the heat pipes 60 is adapted to transfer heat from a first end 61 of the heat pipe 60 to a second end 62 of the heat pipe 60. The first end 61 of the heat pipe 60 is arranged inside the housing 40 above a respective power switching component of the inverter of the power electronic circuit 51. The second end 62 of two heat pipes 60 is fixed to the base 66 of a heat sink 65. The base 66 of the heat sink 65 passes through a wall of the housing 40 via an opening provided therein. The finned dissipative part 67 of the heat sink 65 extends outside the housing 40, which allows the heat received from the heat pipes to be evacuated outside the housing 40.Adequate sealing is applied around the base 66 of the heat sink 65 at the opening of the housing 40 in order to preserve the sealing of the housing 40. The second end 62 of the two other heat pipes 60 is associated in the same way with another heat sink 68.

[0099] Furthermore, an active cooling system is arranged inside the case 40. Specifically, it includes a forced air circulation system based on fans 70 arranged inside the case 40. It also includes a heat sink 71 arranged inside the case 40. The heat sink 71 is thermally conductive with a thermal bridge 72 spanning a dedicated opening in a wall of the case 40. The thermal bridge 72 is thermally conductive with a heat sink 73 arranged outside the case 40. The fans 71 circulate air inside the case 40 towards the heat sink 71. Thus, the heat sink 71 absorbs heat carried by the circulating air and transfers this heat to the heat sink 73 via the thermal bridge 72. The heat sink 73 dissipates the heat into the external environment.

[0100] An active cooling device is also arranged outside the case 40 to cool the heat sinks 65, 68 and 73. In this case, it includes six fans 74 arranged outside the case 40 to ventilate the heat sinks 65, 68 and 73.

[0101] The 40 case is also equipped with a pressure relief valve 80 to limit the pressure inside the 40 case. This helps to preserve the integrity of the 40 case in the event that the pressure risks becoming too high due to temperature despite the cooling methods discussed previously.

[0102] As can be seen in the figure, the charging device 1 comprises a one-piece chassis 14. It is preferably obtained by injection molding of plastic material. The charging device 1 rests on the floor 3 via the underside of the chassis 14. The chassis 14 supports all the other elements of the charging device 1.

[0103] The housing 40 is fixed to a rigid plate 15, as can also be seen in the figure. The rigid plate 15 is in turn fixed to the chassis 14 and provides it with additional rigidity in that area.

[0104] A first facing piece 16 surrounds three sides of the housing 40. It is chamfered on the portion of its perimeter corresponding to the outer contour of the charging device 1 and terminates flush with the top of the housing 40, thus facilitating the possible passage of a wheel of the electric vehicle 2 over the charging device 1. The facing piece 16 protects the fans 74 against mechanical shocks. The facing piece 16 includes ventilation openings 16a to dissipate heat extracted from the housing 40 into the environment.

[0105] A second facing piece 17 surrounds the lifting device 20. The facing piece 17 borders the side of the housing 40 that is not surrounded by the first facing piece 16. The second facing piece 17 also joins the first facing piece 16. The second facing piece 17 is also chamfered on the part of its perimeter corresponding to the outer contour of the charging device 1 in order to facilitate the possible passage of a wheel of the electric vehicle 2 over the charging device 1.

[0106] A facing piece 18 is fixed around the perimeter of the piece 23 in which the transmitter coil 21 is embedded. The facing piece 18 is chamfered and ends flush with the top of the piece 23. The chamfer of the facing piece 18 locally extends the chamfer of the second facing piece 17.

[0107] The facing pieces 16, 17 and 18 are preferably obtained by injection molding of plastic material.

[0108] The charging device 1 is designed to withstand the mechanical stresses to which it may be subjected once installed on the floor 3 or elsewhere. In particular, it is designed to withstand the passage of a wheel of the electric vehicle 2 over the charging device 1, at least when it is in its rest position, i.e., when the transmitter coil 23 is in the lowered position. It is preferably designed so that its outer casing provides a degree of protection against external mechanical impacts of at least IK09, and preferably at least IK10, according to IEC 62262, edition 1.1, 2021-09, consolidated version (ISBN 978-2-8322-1025-3). This applies in particular to the facing pieces 16, 17, and 18, the component 23, and the housing 40 in this embodiment.

[0109] The electrical cables and wires of the charging device 1 which extend outside the housing 40 are chosen to resist moisture and water as well as dirt which may enter the charging device 1 in particular through the ventilation openings 16a of the first facing piece 16. The same applies to the fans 74.

[0110] As mentioned above, the charging device 1 is fixed to the ground by means of screws 13 or studs. As shown in the diagram for one screw 13, an obstruction element in the form of a bar 90 is fixed by two tamper-proof screws 91 and prevents access to the screw 13 (or stud) in order to prevent its unauthorized removal. This measure is preferably applied to all screws 13 or studs where they would otherwise be accessible once the charging device 1 is installed: see the locations 92 in the diagram.

[0111] Figure 1 illustrates a simplified exploded view of a charging device 1' according to a second embodiment. The description of the first embodiment also applies to this second embodiment, except for the differences mentioned below. Therefore, identical elements bear the same reference numerals as in the first embodiment. Modified elements also bear the same reference numerals, but with the addition of the prime sign.

[0112] A key difference lies in the shape of the chassis 14', which here forms a receptacle open towards the underside. It is chamfered around the edges to allow a wheel of the electric vehicle 2 to easily pass over the charging device 1.

[0113] The depth of the receptacle formed by the chassis 14' allows the housing 40 and the lifting device 20, symbolically represented in the figure, to be fully accommodated. In this way, the housing 40 is protected against mechanical shocks by the chassis 14'. The housing 40 may therefore have less mechanical resistance than in the first embodiment.

[0114] Furthermore, the 14' chassis is fitted with a single 16' facing piece on its top.

[0115] Another important difference is the replacement of the bellows 28 with a telescopic sleeve 28', which also surrounds the lifting mechanism 22 (not visible in the figure). The telescopic sleeve 28' has approximately the same diameter as the part 23 in which the transmitting coil 21 is embedded. The telescopic sleeve 28' protects the lifting device 20 from fouling, as does the bellows 28. However, the telescopic sleeve 28' also advantageously eliminates the risk of an unwanted object becoming lodged in the folds of the bellows 28, which could prevent the transmitting coil 21 from moving into the lowered position.

[0116] Finally, an unreferenced decorative piece is shown above the telescopic sleeve 28' on the: this is arranged on top of the part 23 when the charging device 1' is in the assembled state.

[0117] With reference to the, we will now describe the wireless communication links of the charging device 1 according to the two previous embodiments, with the battery management system 222 of the electric vehicle 2 and with a remote management system 100, as well as the functions performed by each of them in order to implement a charging operation of the batteries 223 of the electric vehicle 2.

[0118] The communication system 53 of the charging device 1 is designed to communicate wirelessly with the battery management system 222 of the electric vehicle 3. For this purpose, the electric vehicle 2 is equipped with a communication system 222a, which preferably communicates with the battery management system 222 via a wired connection, for example, using a CAN data bus. The communication system 53 communicates wirelessly with the communication system 222a preferably using a short-range wireless communication protocol, and more preferably using a Wi-Fi protocol.

[0119] The communication system 53 of the charging device 1 is designed to communicate wirelessly with the remote management system 100 preferably via a cellular communication network using for example the Internet network.

[0120] The remote management system in this case comprises two physically distinct entities, namely a remote server 110 and an application 120 which is either a mobile application or an application integrated into the electric vehicle 2. The application 120 is intended to manage interactions with the driver of the electric vehicle 2 in order to perform a charging operation for the batteries 223 of the electric vehicle 2. If it is a mobile application, it is preferably intended to be executed by a smartphone belonging to the user of the electric vehicle 2.

[0121] The communication system 53 of the charging device 1 and the remote server 110 are designed to communicate with each other. The application 120 and the remote server 110 are also designed to communicate with each other. The application 120 preferably has access to a cellular communication network to communicate with the remote server, preferably via the Internet. In a preferred embodiment, the application 120 and the remote server 110 communicate with each other using the WebSocket protocol.

[0122] According to one embodiment, the application 120 and the communication system 53 of the charging device 1 do not communicate directly with each other, but data can be exchanged between them via the server 110. According to another embodiment, it may be provided that the application 120 and the communication system 53 of the charging device 1 can also communicate directly with each other, i.e. without going through the server 110.

[0123] The application 120 can be intended to help the user of the electric vehicle 2 to geographically locate the charging devices 1 installed in the environment in cooperation with geolocation means and with the remote server 110, which can be implemented in a manner known per se.

[0124] The application 120 is preferably designed to assist the driver of the electric vehicle 2 in real time during the positioning phase of the electric vehicle 2 at the charging device 1 for the purpose of charging the batteries 223 of the electric vehicle 2. This can be implemented in a manner known per se. According to one embodiment, the quality of the coupling between the transmitting coil 21 and the receiving coil 221 can be used to evaluate the accuracy of the positioning of the electric vehicle 2 relative to the charging device 1. For this purpose, the electronic control circuit 52 can be provided to cooperate with the battery management system 222. The electronic control circuit 52 can send, in real time to the application 120 – either directly or via the remote server 110 – information representative of the positioning of the electric vehicle 2 relative to the charging device 1.The 120 application provides real-time positioning information to the user through display and / or other means.

[0125] Once the electric vehicle 2 is positioned at the charging station 1, the user can initiate the charging operation using the application 120. To this end, in one embodiment, the application 120 transmits the user's charging request by opening a bidirectional communication channel – preferably protected – with the remote server 110. The request may include various parameters such as: user identification, user information, a request to start charging, a request to verify positioning relative to the charging station, the charging power selected by the user, etc. The server 110 then establishes communication with the electronic control circuit 52 of the charging station 1 via its communication system 53 in order to transmit the user's request.Upon receiving the request, the communication system 53 may be configured to instruct the various electronic circuits of the charging device 1 to perform safety and functional checks before forwarding the request to the control electronic circuit 52, or before the latter implements the request. If fault(s) are detected, the system may be configured to shut down the charging device 1 and send fault information(s) to the server 110 via the communication system 53. The server 110 may be configured to transmit corresponding information to the application 120 to inform the user. The control electronic circuit 52 also verifies the correct positioning of the electric vehicle 2 relative to the charging device 1, in other words, the positioning of the transmitting coil 21 relative to the receiving coil 221.When the checks are completed, the electronic control circuit 52 moves the transmitter coil 21 to the raised position. The electronic control circuit 52 initiates the charging operation, having first established communication with the battery management system 222 via the communication system 53 and the communication system 222a of the electric vehicle 2. The charging operation can be secured by specific verification protocols present at each stage of the charging process.

[0126] The battery management system 222 is preferably designed to send real-time information about the charge level of the batteries 223 to the electronic control circuit 52 during the charging operation. This information is sent in real time to the application 120, either directly or via the remote server 110, in order to provide it to the user in real time.

[0127] Figure 120 illustrates an embodiment of application 120, which in this example is implemented as a mobile application running on a smartphone 200. Application 120 is designed to perform a charging operation for the batteries 223 of the electric vehicle 2 from the user's mobile phone 200, using a button 204 to initiate the charging operation. The button 204 can also allow the user to stop an ongoing charging operation before it is completed. Application 120 also displays the price 205 of the charging operation and allows the user to select the power delivered to the batteries 206. Application 120 is also designed to manage the user's identification 201 on their mobile phone 200. It is designed to display the vehicle type 202 and the state of charge 203.As already mentioned, according to another embodiment, application 120 can be integrated into electric vehicle 2, in which case the displays are made directly on the human-machine interface of electric vehicle 2.

[0128] The remote server 110 can be configured to manage the billing of top-up operations, for example by direct debit from a user's bank account.

[0129] It will be understood that the present invention is defined by the claims. Therefore, it is not limited to the examples and embodiments described and illustrated, but is susceptible to numerous variations falling within the scope of the protection conferred by the claims.

Claims

Inductive charging device (1, 1') for the electric batteries (223) of an electric vehicle (2), which charging device is intended to be supplied with electrical energy by connection to an electrical network and to be fixedly installed as a single unit in an environment in which the electric vehicle moves so that the electric vehicle can position itself at the charging device to perform an inductive charging operation of the electric vehicle's batteries, the charging device comprising: a transmitting coil (21) for transferring electrical energy by induction to a receiving coil (221) of the electric vehicle (2) when the electric vehicle is positioned at the inductive charging device,an electronic power circuit (51) for supplying the transmitting coil (21) from the electrical network with the electrical energy to be transferred by induction to the receiving coil (221) of the electric vehicle (2), an electronic control circuit (52) for controlling the electronic power circuit (51), and a communication system (53) functionally connected to the electronic control circuit (52), the communication system being configured to communicate wirelessly with a remote management system (100) and to communicate wirelessly with a battery management system (222) which is installed on board the electric vehicle (2), wherein the electronic control circuit (52) is configured: to receive from the remote management system (100) a request to execute the charging operation, and to execute the charging operation in accordance with the received request by cooperating with the battery management system (222) on board the electric vehicle. Charging device according to claim 1, which is intended to be surface mounted in the environment, the charging device preferably being intended to be surface mounted on a floor (3) on which the electric vehicle (2) moves, and in which: the charging device is intended to be surface mounted on an installation surface of the environment by resting on the installation surface by a lower side (11) of the charging device, and all the electronic circuits of the charging device or at least the electronic control circuit (52), the electronic power circuit (51) and the communication system (53) are arranged next to the transmitting coil (21) in top view of the charging device. Charging device according to claim 2, comprising a one-piece chassis (14; 14') preferably obtained by injection molding of plastic material, the charging device being intended to rest on the installation surface by means of a lower side of the chassis. Charging device according to any one of claims 1 to 3, comprising at least one closed housing (40) containing all the electronic circuits of the charging device or at least the power electronic circuit (51), the control electronic circuit (52) and the communication system (53). Charging device according to claim 4 in that it depends on claim 2 or 3, wherein: the transmitting coil (21) is arranged outside the housing (40), and the transmitting coil (21) and the housing (40) are arranged next to each other in top view of the charging device. Charging device according to claim 4 or 5, comprising: at least one heat pipe (60) adapted to transfer heat from a first end (61) of the heat pipe to a second end (62) of the heat pipe, the first end of the heat pipe being arranged inside the housing (40), and at least one heat sink (65; 68) extending at least partially outside the housing (40), the second end (62) of the heat pipe being connected to the heat sink so as to be in thermal conduction with each other. Charging device according to any one of claims 4 to 6, comprising an active cooling system arranged inside the housing (40) which active cooling system is designed to extract heat from inside the housing to outside the housing via at least one thermal bridge (72) passing through a wall of the housing (40). Charging device according to claim 7, wherein the active cooling system comprises: a forced air circulation system arranged inside the housing, the forced air circulation system preferably comprising at least one fan (70), and at least one thermal collector (71) arranged inside the housing, which thermal collector is associated with the thermal bridge (72) so as to be in thermal conduction with each other, the forced air circulation system being arranged to circulate air inside the housing (40) towards the thermal collector (71). Charging device according to claim 7 or 8, wherein the active cooling system includes at least one heat sink (73) arranged outside the housing (40) and associated with the thermal bridge (72) so as to be in thermal conduction with each other. Charging device according to claim 6 or 9, further comprising an active cooling device arranged outside the housing to cool the heat sink, the active cooling device preferably comprising at least one fan (74) arranged outside the housing to ventilate the heat sink. Charging device according to any one of claims 4 to 10, wherein the housing is equipped with a pressure relief valve (80) to limit the pressure inside the housing (40). Charging device according to any one of claims 4 to 11, wherein the housing (40) has a level of sealing against dust and liquids which is at least IP65, more preferably at least IP67 and is even more preferably equal to IP69, the level of sealing being assessed according to IEC 60529 / A2:2013 (ISBN 978-2-8322-1086-4). Charging device according to any one of claims 1 to 12, which is intended to be fixed in the environment by means of removable mechanical fixing elements, the charging device further comprising tamper-proof screw-locking elements (91) to prevent the removal of the removable mechanical fixing elements. Charging device according to claim 13, wherein the removable mechanical fastening elements comprise fixing screws (13) or fixing studs, the charging device comprising passage openings for the fixing screws (13) or fixing studs, the tamper-proof screw obstruction elements being provided to prevent the unscrewing of the screws or nuts screwed onto the fixing studs. Charging device according to any one of claims 1 to 14, in which the transmitting coil (21) is embedded in the mass of a resin part (23). Charging device according to any one of claims 1 to 15, comprising a lifting device (20) for moving the transmitting coil (21) between a lowered position and a raised position relative to the upper side of the charging device, the electronic control circuit (52) being provided to control the lifting device (20) so as to place the transmitting coil (21) in the lowered position when the charging device is at rest and so as to place the transmitting coil (21) in the raised position to perform the charging operation. Charging device according to claim 16, comprising at least one elastic element (30) elastically stressing the emitting coil (21) in the direction of the raised position when the emitting coil (21) is in the lowered position. A charging device according to claim 16 or 17, wherein the lifting device comprises: a lifting mechanism (22) supporting the transmitting coil (21), the lifting mechanism being capable of moving the transmitting coil between the lowered position and the raised position, an actuating device (24, 25, 26) for actuating the lifting mechanism (22) so as to selectively move the transmitting coil between the lowered position and the raised position, the electronic control circuit (52) being functionally connected to the actuating device for controlling it, and at least one electromagnet (27) for securing the actuating device to the lifting mechanism (22) when the electromagnet is electrically powered and for disengaging the actuating device from the lifting mechanism in the absence of electrical power to the electromagnet.

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