Intelligent Electrical Vehicle Charging Infrastructure

Technical Field

[0001] The current invention relates to an autonomously operable and fully integrated Flexible Electrical Vehicle Charging Infrastructure, otherwise referred to by its abbreviation IEVCI, built up around active use Electrical Vehicle Charging Stations that are used for charging the batteries of Electrical Vehicles otherwise known as EV’s.

[0002] The objective of the current invention is to provide a fully integrated EVCI, more particularly by making use of dynamic load balancing techniques and modules.

[0003] Bu using this invention it will be made possible to optimize usage of EV Charging Stations which will result in a higher cost efficiency-while also giving the EV users a dynamic loading with minimal disturbance and interrupting personal life of users.

[0004] Effectively using this invention will create benefits that less equipment will be needed while providing for a much more effective and broader use case in both personal as business environments. Less equipment means also that the environmental footprint of this invention is much smaller than existing applications, and that maintenance will be much more efficient.

[0005] Advantageously, the IEVCI aims to create a much easier and cheaper way to expand necessary EV charging infrastructure by minimizing the need for actual EV charging stations and using smart charging and load balancing techniques to bring comfort in usage to the end users. By enabling a much more efficient and practical use of charging infrastructure.

[0006] The IEVCI does not limit itself not only to the charging and load balancing possibilities, but also aims to reduce high demand peak power usage by enabling the usage of batteries for storing energy before charging of EV’s by constantly loading up a battery pack by using a max power of for example 20kwh from the grid depending on the need and amount of vehicles that need to be charged. Background Art

[0007] Conventional DC fast charging is not uncommon and is in use in multiple setup possibilities.

[0008] Conventional DC fast charging stations are always equipped with one charging controller per slot and can only connect one car simultaneously to one charging point.

[0009] The limitations of the conventional DC fast charging stations are that it is not efficient when in need for a large EV fleet. Companies need to foresee a charging point per car, which brings huge investment costs. Alternatively, HR needs to employ more people to manually switch cars after they are topped up to a certain level, which is not practical and definitely not efficient.

Summary of invention

[0010] The current invention provides an industrial alternative solution to the way current DC Fast Chargers work and are utilized. With improved usage efficiency which translates immediately to less needed equipment, overall installation and maintenance costs and which provides the users with an ease of use which will not deter new users and will actively help spread broader spread of EV adaptation.

[0011] An objective of the current invention is to provide a fully integrated IEVCI (Flexible Electrical Vehicle Charging Installation) for a multitude of applications and sectors improving:

[0012] 1. the ability to easily and reliably scale the charging capacity, by efficiently expanding the system, as desired by the end user

[0013] 2. a modular architecture which enables various possible configurations;

[0014] 3. the operating system architecture by incorporating machine learning intelligence;

[0015] 4. the ability to optimize the power grid load, stabilizing grid balance as much as possible;

[0016] 5. and the ability to be configurated to create a minimal disturbance in daily operations with plug and forget methodology while incorporating a flexible system backbone to easily create desired configuration for specific user needs. [0017] Another objective is to actively achieve an higher charging capacity with much less equipment, which will create a much lower carbon footprint and enable the world to reach a much denser EV charging grid in a much quicker timeframe.

[0018] The invention can be used to expand currently available DC fast charging stations if the system software is open to external communication. So for future applications, the invention could also be integrated by third party suppliers.

[0019] In essence the DC fast charging station will exist out of the necessary power modules and controllers as in existing DC fast chargers with the difference that this invention will incorporate multiple charge controllers and multiple output switching equipment that will be used to couple multiple cars simultaneously to one IEVCI (Flexible Electrical Vehicle Charging Installation). By doing so multiple configurations will be possible. A IEVCI with a charging capacity of 150KW will be able to operate 24 charging slots and charge 24 cars within a slot of 8 hours, whereas existing charging infrastructures typically have 2 charging points which allows 2 separate EV connections.

[0020] The EV users can directly park their car in a free slot and plug in their EV to the parking designated EV socket.

[0021] The IEVCI will automatically detect new plugged in or disconnected EV’s automatically without disrupting on-going charging cycles.

[0022] Depending on several configurable parameters, like EV identity (ID), charging state of the car, general settings of the IEVCI, the correct car will be chosen to be charged.

[0023] By optimizing the charging cycle the vehicles can be charged in the most efficient way without active supervision.

[0024] The system will determine the priority of charging of the vehicles in a manner that is best suited for the grid and according to the settings in the IEVCI configuration.

[0025] Without having to manually move cars the plugged-in cars can be all automatically charged according to the system parameters. [0026] Connected EV users will be able to follow up the IEVCI by using a mobile I web application which they can use to check their priority, schedule and charging rate from remotely.

[0027] Users that are in a hurry will be able to request priority service from within the application, depending on system parameters and configuration priority users will be able to get a minimum quick charge so they have minimal loss of time when in a hurry.

[0028] For example, if there are 20 slots currently in use, but all the 20 slots are users that will be there for the next couple of hours (office personnel) but the salesperson comes in and has a next meeting withing 1 hour, the system can determine and decide to give priority to the sales person’s EV charging cycle. Which will not affect the other personnel’s schedule since there is enough time for their EV to be fully charged by the time they need their car.

[0029] Personalisation will also be possible with for example: It will also be possible that a user enters its “leave from work” time, so that the system can determine and optimize the charging schedule according to this information.

[0030] There are 2 different optional cable frameworks which is applicable for this invention. The standard option is that there is one main cable and that all the different plug-in sockets are coupled to this main cable. This will allow cable savings of up to 13 times, so there will be 13 times less cable needed. This option has a downside that only one EV can be charged at the same time.

[0031] If each plug is foreseen with dedicated cabling to the cabinet, which means that the switching devices will be located at the main cabinet. There is more cable usage of 13 times more cable needed, but the system can then charge multiple EV’s at the same time giving an additional level of optimisation. If dedicated cabling framework is applied, it will be possible to load balance the available total power over multiple cars, for example a car from a brand which supports 50kw de charging is connected, and another car brand which supports lOOkw de charging is connected. The system will be able to divert the power accordingly to achieve optimal charging cycles by charging both car brands at the same time.

[0032] The advanced load balancing and management software is an important part of this invention. With which we can foresee an seamless integration in the users lives.

[0033] The invention will incorporate multiple charge controller channels, which will detect whenever a new car is connected or disconnected to one of the available plugs.

[0034] The multi charge controller setup will allow a seamless detection and uninterrupted charging of already running charging cycles while updating new connections / disconnections to the scheduling list in the management software.

[0035] When an EV is connected to the system, automatically the EV parameters will be read out by the system, and system compatibility checks will be executed. The system will prepare the charging parameters per car and will be added to the charge scheduling list within the management software according to the set of rules which determine the charging priority.

[0036] When a user is connected to the system, he will be able to access the IEVCI system using mobile and web application, in which he will be able to monitor the charging state of his EV.

[0037] Additionally, he will be able to send a request for priority or desired charge-by-deadline setting which will help optimize for an overall optimal charging process for all connected vehicles.

[0038] It will be possible to give certain EV’s and I or charging sockets priority over other EV’s and charging sockets. For example, it can be possible that 2 parking slots are reserved for customers, and that those charging slots can be configured as high priority slots, which will make sure that the customers vehicle is added in front of the line of the charging schedule. Which will make sure that this certain EV is charged up to a certain % of battery capacity until the regular charging schedule continues.

[0039] All the charging cycles will be kept safe in a secure database and machine learning algorithms within the management software will constantly update the charging cycles and the behaviour of the users, from which the system can autoconfigure it settings to optimize and match the users behaviour.

[0040] The cable routing will be under constant monitoring and is watched for thermal stability and the necessary power regulation steps will be automatically put in place to act to any thermal deviations.

[0041] The system will have a modular power setup which can be extend indefinitely which will be defined by the number of modules that is installed. For example, it will be possible to have 50kw, lOOkw, 150kw, but also 300kw, >500kw IEVCI systems. In case more modules are installed the power capacity will also increase. Different configurations depending on the users request.

[0042] Here is an example setup including the core components to achieve this invention. On fig 6 you can see:

[0043] A: The main station controller, which is responsible for the overall control and monitoring of the entire electrical vehicle charging infrastructure.

[0044] B: The power modules that can stacked in parallel to achieve increments of power the increase the max power while charging an EV. Including switching equipment for turning power on and off per power module.

[0045] C: The output signals will be monitored for compatibility and safety reasons, using internal voltage measurement devices which will be crosschecked by the main station controller to validate if the voltages correspondent with the required voltage levels and the voltage levels communicated back to the main station controller by the DC power modules themselves internally over the communication bus (J).

[0046] D: Switching equipment that is controlled and monitored by the main station controller, which will decide the switching pattern based on the charging gun that needs to be served with power and communication according to the ruleset in the main station controller.

[0047] E: Charging guns on each parking spot, which can be used to connect to the EV that is parked on that spot. (Our system is not limited to fixed charging guns but can also make use of sockets, on which the users

RECTIFIED SHEET (RULE 91 ) ISA/EP can connect their own EV cable to). This is depending on the clients wishes for his infrastructure.

[0048] F: An identification module for example like RFID (but not limited to RFID) can be used to read out owner ids and owner specific data from the cable or from the vehicle directly. This module is connected to the main station controller (A) by making use of the module communication interface (H).

[0049] G: Each charging spot has its own charge controller, the location of the charge controller can change depending on the target application. The infrastructure can also be installed in the main cabinet next to the main station controller (A) and can be switched trough to different charging guns instead. The location and the architecture are dependent on the customers goal for his electrical charging infrastructure.

[0050] H: the module communication interface is the interface which is used to connect the charging controller and other peripherals (E-F-G-H-l) to the main station controller (A). This communication bus can be profibus, profinet, ethernet, rs232, rs485, canbus, and is not limited to this list.

[0051] I: An emergency stop button can be embedded in each charging spot.

[0052] J: Communication bus between the main station controller (A) and the power modules (B), This communication bus can be profibus, profinet, ethernet, rs232, rs485, canbus, and is not limited to this list.

[0053] K: Communication bus between the main station controller (A) and the charge controllers and other peripherals modules (E-F-G-H-l), This communication bus can be profibus, profinet, ethernet, rs232, rs485, canbus, and is not limited to this list.

[0054] Difference with existing on the market systems is that our system will allow to connect a multitude of more EV’s (up to 24 with 150KW system) whereas existing charging infrastructures typically allow 2 EV connections.

[0055] We can achieve this referring to FIG 7, by making use our main station controller (FIG7 point A) which includes the necessary management and control software to determine which charging gun (FIG7 point E) should get how much power according to which schedule and by using

RECTIFIED SHEET (RULE 91 ) ISA/EP of switching equipment between the between the power modules (FIG7 point B) and the desired charging gun (FIG7 point E). Depending on infrastructure configuration the amount of simultaneous charging capabilities can be set for the system which is depending on the customers wishes and specification.

[0056] For example the system in example configuration in FIG6, can connect up to 10 charging points simultaneously while being able to charge max 2 EV’s at the same time at a max power capacity of 2x 160KW or lx 320KW.

[0057] An example routing will be as the following:

[0058] Here in FIG 7 you can see that by switching the corresponding switches, in this case 2 EV’s are being charged at the same time, the EV connected on charger gun 1 on the left side and charger gun 2 on the left side. Each with a max power of 160KW per EV.

[0059] The next example in FIG 10 shows a connection to 1 charging gun, where the system is allocating the entire max power capacity to 1 single car, which can be made possible by the ruling system inside of the main station controller (FIG6.A). Here you can see that the entire EV Charging infrastructure is being routed to charging gun 4 on the left side, this can be achieved by configuring the power supplies in real time using the communication bus (J) between the main station controller (A) and the DC power modules (B).

[0060] On FIG 8 you can see another example of how the power can be diverted to power 2 different charging points in comparison to FIG 7.

[0061] On FIG 9 you can see another example of how the power can be diverted to power 8 different charging points.

[0062] Technical Problem

[0063] Problem 1: At this moment all DC fast chargers have 1 or 2 slots available at the EV parking slot. This means that maximum 1 or 2 EV’s can be located per charging station. This also means that the current EV that is being charged, needs to move asap after the charging is complete. This forms a culprit on parking areas of businesses and living areas (hotels, apartments, hospitals and similar)

RECTIFIED SHEET (RULE 91 ) ISA/EP because the EV needs to be constantly monitored and needs to be replaced by the owner.

[0064] Problem 2: Depending on the grid situation the grid owner limits the amount of available power and the amount of charging stations for buildings, areas, parking lots and similar. It can happen that for example for a 15-apartment building, of which all the 15 households have EV’s, the grid owner can give a warrant for 1 charging station and a capacity of 220KW. This means that 15 households need to find an agreement who can use the charging station within what timeslot and that each household needs to constantly monitor the charging status of their EV, so that the next household is not blocked.

[0065] Problem 3: At this moment all DC fast chargers have 1 or 2 slots available at the EV parking slot. This means that maximum 1 or 2 EV’s can be located per charging station. This means that for a parking spot for 20 EV’s, a minimum of 10 Chargers needs to be foreseen with dual socket output to be able to serve 20 EV’s simultaneously. To be able to scale up the capacity, for every 2 EV parking slots an additional charger needs to be installed.

[0066] Problem 4: When running a DC fast charge cycle and pulling up a high power instantaneously from the grid, depending on the global location a possible demand rate tax will be incurred, which will make the energy prices increase phenomenally.

Solution to Problem

[0067] Solution to problem 1: The objective of the current invention is that with one IEVCI with 150kw power, it will be possible to couple up to 24 EV’s simultaneously. The IEVCI system will detect the connected EV’s and will make sure that all the connected EV’s are charged as soon as possible to the desired and configured capacity using load balancing techniques. This means that the EV’s don’t have to be relocated and can stay parked safely without creating overhead.

[0068] Solution to problem 2: The current invention would make it possible to install 1 IEVCI system with 150kw of power for 15 households. Even if all households would arrive after 18:00h and would plug in their EV at the same time. They would just have to plug in their EV to the IEVCI slot designated to their parking spot and forget about their EV. They would not have to make any agreements with the other households and would not have to pause their life to relocate their EV middle of the night. In this particular example, this IEVCI system would be able to charge for example 15 Audi E-Tron GT’s at a rate of 150kw in about 22min per EV. 15 x 22 minutes: 5.5 hours. So within 5.5 hours the entire EV fleet would be charged to 80% of capacity. This means that even if the IEVCI would be in economic optimised mode, it could start charging the cars to a minimum of 40% and continue the charging during the night hours for a cheaper tariff between 01:00AM and 06:00AM. Different configurations are possible within this invention to optimize this charging cycle scheduling and settings.

[0069] Solution to problem 3: If we would have to foresee 24 parking spots with chargers, we would have to install 10 double charging stations. With our invention this would be possible with just one IEVCI station which consists out of 1 charging station and peripherals to couple the EV's to the charging port depending on the configuration settings of the IEVCI. In this case in terms of hardware this invention creates the following benefit: 10 charging stations vs 1 charging station integrated as this IEVCI system. Our invention brings about 7 times less hardware requirements in comparison to the traditional solutions. In terms of financial economics, our invention would create a cost benefit of -60% in comparison to the traditional solutions.

[0070] Solution to problem 4: An option within this invention is to use a battery buffer to storage energy from the grid at a constant rate which is lower than the maximum power which is needed when charging an EV at full power of 150kw. For example, our invention optionally incorporates battery storage (capacity is depending on the use case and user specifications). When charging a EV with 150kw power, this will create a strain on the grid, which will make the grid owner apply higher demand taxes. By utilising battery storage, the IEVCI could load up internal batteries using a lower power rate at for example 20kwh (depending on the settings and demand charge taxes), and when the EV is charged, it can then re-route and use the stored power from the batteries at a rate of 150KW. This peak demand will not be noticed by the grid owner and so will not be taxed at an higher rate.

Advantageous effect of invention

[0071] Different studies show that currently the biggest bottleneck of electrification of vehicles and acceptation by the masses is formed by the lack of charging points, with this invention it will be more cost efficient to install and maintain charging points thanks to the decrease of necessary equipment.

[0072] Since there is less equipment needed per charging infrastructure, the available equipment can be used to utilize more charging infrastructure, with which more charging infrastructures can be created in a shorter amount of time.

[0073] The smart charging and load balancing capabilities of the software will make it possible for users to adapt and therefore accept more easily the move to an EV. With connect and forget, without having to relocate their EV’s depending on the availability of the charger it will make it easier for users to move to EV’s and electrify their mobility.

[0074] The ability to use load balancing and not interrupt people’s lives while charging multiple connected cars from different brands harmoniously will make it possible for locations that are currently blocked from having multiple charging stations by the grid owner and missing infrastructure. This invention will enable these locations to have the correct charging infrastructure for the needs of the location.

[0075] Our invention with the integrated battery storage option will help reduce demand tax and offer a maximised economic cost for the users by utilising the max power from the grind as less as possible by combining power from batteries that are charged at a lower rate. But still offering high speed charging when EV’s are coupled to charge.

[0076] It is to be understood that both the foregoing general description and the following detailed description are exemplary and are intended to provide further explanation of the invention as claimed. Other advantages and features of the invention will be apparent from the following description, drawings and claims.

Brief description of drawings [0077] The features of the invention believed to be novel, are set forth with particularity in the appended claims. The invention itself, however, may be best understood by reference to the following detailed description of the invention, which describes an exemplary embodiment of the invention, taken in conjunction with the accompanying drawings.

[0078] The invention referred to as IEVCI (Flexible Electrical Vehicle Charging Infrastructure) makes use of a distinctive Architecture, comprising of several components, of which the composition is believed to be novel, explicated hereinafter:

[0079] FIG. 1: Illustrates a perspective view of the IEVCI, depicted as single system arrangement with the Human Machine Interface (HMI) cabinet (100), Power and Battery Cabinet (350), Cable routing (300), EV sockets (200);

[0080] FIG. 2: Illustrates a top side view of the IEVCI, depicted single system arrangement with 12 charging slots over 12 parking slots on one side of the IEVCI control and power cabinets;

[0081] FIG. 3: Illustrates a top side view of the IEVCI, depicted dual system arrangement with 24 charging slots over 12 parking spaces mirrored on one side, combining 24 parking spaces of the IEVCI control and power cabinets;

[0082] FIG. 4: Illustrates a top side view of the IEVCI, depicted straight system arrangement with 24 charging slots over 24 parking spaces on two sides of the IEVCI control and power cabinets combining into one straight parking lot;

Description of embodiments

[0083] In cooperation with attached drawings, the technical contents and detailed description of the present invention are described thereinafter according to a preferable embodiment, being not used to limit its executing scope. Any equivalent variation and modification made according to appended claims is all covered by the claims claimed by the present invention.

[0084] Reference will now be made to the drawing figures to describe the present invention in detail. [0085] Reference is made from FIG. 1 representing a perspective view of the IEVCI, depicted as single system arrangement, for which the entire IEVCI system is combined out of the user interface cabinet (100), the control and power cabinet (350), the cable routing infrastructure (300) containing the switching equipment if single cable routing is selected. If multi cable routing is applied, the switching equipment is foreseen in the control and power cabinet (350) and the EV sockets (200), in totality these components together with the system software becomes an Flexible Electrical Vehicle Charging Infrastructure (IEVCI), for the end user.

[0086] References are made from FIG. 2 representing an top perspective view of the IEVCI and the parking spaces, depicted as single system arrangement with 12 charging slots over 12 parking spaces. on one side of the IEVCI control and power cabinets, visualizing the architecture of the IEVCI system, comprising of several key components, to be explained further in the following paragraphs.

[087] Starting from the HMI cabinet (100) which contains the human machine interface display, payment terminal, registration and control terminal, from this terminal the users - depending on user rights - can operate the IEVCI system. The control and power cabinet (350) contains the necessary power modules and switching equipment to reroute the internal charge controllers to the different EV sockets (200) that are available on the cable routing system (300).

[088] If the infrastructure is built using single cable routing, there will be one power and signal cable running throughout the installation from the control and power cabinet to all the different EV sockets (200). With a switching device internally embedded inside of the cable routing system (300). This will give the benefit that there is much less cable required for overall operation of the IEVCI system. Downside of this infrastructure option is that only one EV socket and thus only one EV can be charged at the same time. A second cable will be present only for the communication with the EV sockets, so that new EV’s connecting and disconnecting from the system can be detected and registered to the system without having to disrupt active charging cycles.

[089] Alternatively, if multi cable routing is used in the infrastructure build, then each EV socket will be connected separately with the control and power cabinet. This has a downside that more cable will be used due to every socket having its own connection to the control and power cabinet (350) but it will give the option to optimize the charging cycle even more because of parallel charging possibilities, so different sockets will be able to serve at the same time. For example, 4 sockets will be able to be charged at the same time depending on EV parameters and system configuration.

[090] Multi cable routing will also make it possible to multiplex data and power from the control and power cabinet to several EV sockets simultaneously without having to put a separate cable to each Socket. This multiplexed cable routing will enable more efficient charging cycles and load balancing then the single cable routing option, while being slightly more costly, in comparison to the multi cable routing option the multiplexed cable routing option will be slightly more cost effective but will have a slight disadvantage in terms of charging cycle efficiency and optimisation.

[091] When a new EV arrives on site and connects to a free EV socket (200), the system will automatically detect the new EV and will start communicating with the EV. The controls software will read out the EV parameters like voltage parameters, state of charge and all other information which is presented over the communication wires.

[092] With this information the new EV will be placed in queue for charging depending on several system factors as, priority, state of current charge, vehicle id, customer EV and other system configurable parameters and will then be added to the charging schedule.

[093] The EV user will be able to monitor its current state from remote by connecting to the IEVCI system from mobile app or web application and will be able to make request to the system to prioritize its charging cycle depending on the time that the EV needs to be available before leave from parking. [094] The number of settings that will be available for the end user will be determined by the management software settings and parameters.

[095] All the EV users that have their EV connected to a EV socket (200) will get automatic notifications on their mobile device I email depending on the configuration settings of the IEVCI system.

[096] The system can be setup in different shapes and configurations to meet the requirements of the local parking space room which is available.

[097] FIG. 2 illustrates a setup on which there are 12 EV sockets (200) available on the left side of the control (100) and power cabinets (300).

[098] While FIG. 3 shows a double loop on the left side of the control (100) and power cabinets (300) which contains up to 24 EV sockets (200).

[099] While FIG. 4 shows a straight-line configuration on the both sides of the control (100) and power cabinets (300) which contains up to 24 EV sockets (200). 12 EV sockets on the left side and 12 EV sockets on the right side.

[0100] FIG. 5 illustrates possible other options in which an efficient parking cover can be foreseen by making use of solar panels on top of the parking spots. The power generated by these solar panels can be directly generated to the control (100) and power cabinets (350) and can be used to charge the available EV’s straight away or using the optional battery storage system.

[0101] The control (100) and power (350) cabinets can optionally embed battery storage, which can be used to fill up the battery capacity using constant minimal power from the grid.

[0102] When an EV plugs in to the system it can then be fast charged using the energy that is available within the battery storage system. This will create great benefits in terms of demand usage taxes which are applied in different areas and countries.

[0103] Various configurations are possible, each tailored to the setting in which it will be deployed.

[0104] Although the invention has been explained in relation to its preferred embodiment(s) as mentioned above, it is to be understood that many other possible modifications and variations can be made without departing from the scope of the present invention. It is, therefore, contemplated that the appended claim or claims will cover such modifications and variations that fall within the true scope of the invention.

Industrial applicability

[0105] This invention can be directly applied to currently all available areas where EV chargers are being installed. Ranging from business parking lots to hotel and apartment buildings, to streets where people need to park their cars overnight because of no personal parking space available.

[0106] Every company that is electrifying their fleet, needs to have fast EV chargers on their parking lot. With the existing technologies without this invention, businesses need to invest much higher amounts of money in individual charging stations, which cannot be efficiently used because of the need to constantly relocate the currently charged EV after fully charging. The same problem exists in hotels and apartment buildings where multiple households have to share EV charging stations. The huge amount of bottleneck and disruption of people lives makes it much harder for people to switch over from combustion to EV.

[0107] This invention eliminates the constant pressure on EV owners to constantly having to share a minimal amount of chargers that are available, in combination with the ease to plug and forget and knowing that their EV will be charged by the time that they need it and need to get back on the road.

[0108] The high decrease of required hardware makes it possible to install more installations over a wider area which makes it possible to cover a larger area with more EV charging stations which helps against the EV charging infrastructure scaling problem.

[0109] Application areas as summarized, but not limited to, are:

Industrial use: companies that are electrifying their vehicle fleet will benefit from this solution because of the cost effectiveness and ease of use thanks to the plug and forget system and high configurability. Domestic use: Households that cannot install their own charging station due to lack of space I parking, our invention would make it possible for a street to be utilized using 1 active DC EV charger and combining multiple public parking spaces into a single IEVCI.

Apartment buildings which house multiple households can share a single IEVCI system to make sure their EV is charged accordingly in time as they wish and have configured in the IEVCI configuration, without having to constantly move their EV’s after charging.

Hospitals, Hotels, can equip much more parking spaces with much less equipment without having personnel to move around the customer/client EV’s after charging.

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