CHECKING THE CHARGING OF A SERVICE BATTERY OF A SLEEPING VEHICLE

Abstract

A control device (DC) equips a vehicle (V) comprising at least one piece of equipment (EP) ensuring pre-conditioning when it is powered by a voltage converter (CV) controlled by a first piece of supervision equipment (ES1) and coupled to a service battery (BS) controlled by a second piece of supervision equipment (ES2). This device (DC) is arranged, when the first piece of supervision equipment (ES1) is woken up to trigger the pre-conditioning, to trigger the waking up of the second piece of supervision equipment (ES2) so that it determines the state of charge of the service battery (BS), then to trigger the waking up of the pieces of equipment involved in the recharging of the service battery (BS), then to control the recharging by the voltage converter (CV) up to a target state of charge, by controlling a charging current respecting specific constraints of the service battery (BS). Fig. 1

Description

Title of the invention: CONTROL OF THE RECHARGING OF A SERVICE BATTERY OF A SLEEPING VEHICLE Technical field of the invention

[0001] The invention relates to vehicles in which pre-conditioning can be carried out before they are used. State of the art

[0002] As is known to those skilled in the art, certain vehicles, possibly of the automobile type, comprise a main rechargeable battery coupled to a voltage converter in order to supply electrical energy to an on-board network, a service battery rechargeable by this voltage converter, and at least one piece of equipment in the on-board network capable of ensuring pre-conditioning when it is supplied with electrical energy by the voltage converter at the request of a supervisory piece of equipment.

[0003] For example, the main battery is in particular responsible for supplying electrical energy to an electric motor of the vehicle's powertrain (or GMP), so that the latter can move.

[0004] Also for example, when the vehicle includes a passenger compartment, the preconditioning may concern the aerothermal energy in this passenger compartment, and in this case it is carried out before the passengers enter the passenger compartment so that they benefit therein from a predefined aerothermal comfort (by programming). But other preconditionings may be carried out in advance, and in particular a preconditioning of a motor machine of the powertrain (or GMP) of the vehicle.

[0005] The number of functions that consume a lot of electrical energy is constantly increasing in vehicles. Some of these functions can only be activated when the vehicle is stopped (or asleep) and therefore only has the service battery as a source of electrical power. This is the case, for example, of the active detection of the approach of a user's smartphone to the vehicle or of communication by radio with remote servers for software updates. All of these functions can cause discharges of the service battery, which can lead to breakdowns if the state of charge of the service battery is too low.

[0006] Certainly, the service battery can be recharged during a driving phase. But the recharge may not be done correctly when the service battery is too discharged or when the driving phase has a very short duration, and in these cases, once stopped again (or asleep) the vehicle no longer has sufficient electrical energy to perform the aforementioned functions.

[0007] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0008] It proposes in particular for this purpose a control device intended to equip a vehicle comprising at least one piece of equipment capable of ensuring pre-conditioning when it is supplied with electrical energy by a voltage converter controlled by a first piece of supervision equipment and coupled to a service battery controlled by a second piece of supervision equipment.

[0009] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, in the event of the first supervision equipment being woken up to trigger the preconditioning, of triggering a wake-up of the second supervision equipment so that it determines a state of charge of the service battery, then of triggering a wake-up of any equipment of the vehicle involved in a recharge of the service battery, then of controlling the recharge of the latter by the voltage converter up to a target state of charge during the preconditioning, by controlling a charging current of the service battery respecting specific constraints of the latter.

[0010] Thus, advantageous advantage is taken of a pre-conditioning phase, which notably requires the waking up of the first supervision equipment, the voltage converter and the main battery, to recharge the service battery with the electrical energy from the main battery when its state of charge is too low, which makes it possible to avoid the risks of breakdown or of certain functions not being carried out when the vehicle is asleep and when it has just been woken up.

[0011] The control device according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0012] - its processor and memory can be arranged to perform the operations consisting of estimating an open-circuit voltage of the service battery based on first selected parameters of the latter provided by the second monitoring equipment, then determining the specific constraints based on this estimated open-circuit voltage, these first parameters and second parameters of the service battery;

[0013] - in the presence of this first option, its processor and its memory can be arranged to carry out the operations consisting of determining minimum and maximum voltage limits constituting the specific constraints and which must be respected at the terminals of the service battery to guarantee that the charging current respects a maximum charge current during preconditioning, depending on the estimated no-load voltage, the first parameters and second parameters of the service battery;

[0014] - its processor and memory can be arranged to perform the operations consisting of determining a main voltage setpoint suitable for enabling the voltage converter to control the charging current of the service battery, based on a secure voltage setpoint to be applied to the terminals of the service battery to achieve the target state of charge during pre-conditioning and a correction voltage;

[0015] - in the presence of the last option, its processor and memory can be arranged to carry out the operations of determining the safe voltage setpoint as a function of an unsafe voltage setpoint, to be applied to the terminals of the service battery to achieve the target state of charge during preconditioning, and specific constraints determined;

[0016] - in the presence of the last sub-option, its processor and memory can be arranged to carry out the operations consisting of determining the unsafe voltage setpoint as a function of at least one of the first parameters;

[0017] - also in the presence of the last option, its processor and memory can be arranged to carry out the operations consisting of determining the correction voltage as a function of the determined safe voltage setpoint and a voltage measured at the terminals of the service battery;

[0018] - its processor and memory can be arranged to perform the operations consisting, when the state of charge determined by the second monitoring equipment is below a threshold, of triggering the awakening of any vehicle equipment involved in recharging the service battery.

[0019] The invention also proposes a vehicle, possibly of the automobile type, and comprising at least one piece of equipment capable of ensuring pre-conditioning when it is supplied with electrical energy by a voltage converter controlled by a first piece of supervision equipment and coupled to a service battery controlled by a second piece of supervision equipment, as well as a control device of the type presented above.

[0020] The invention also proposes a control method intended to be implemented in a vehicle comprising at least one piece of equipment capable of ensuring preconditioning when it is supplied with electrical energy by a voltage converter controlled by a first piece of supervision equipment and coupled to a service battery controlled by a second piece of supervision equipment.

[0021] This control method is characterized by the fact that it comprises a step in which, in the event of the first supervision equipment waking up to trigger the pre conditioning, the second supervisory equipment is woken up to determine a state of charge of the service battery, then any vehicle equipment involved in recharging the service battery is woken up, then the recharging of the latter is controlled by the voltage converter up to a target state of charge during pre-conditioning, by controlling a charging current of the service battery respecting specific constraints of the latter.

[0022] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above for controlling a recharge of a service battery of a vehicle comprising at least one piece of equipment capable of ensuring pre-conditioning when it is supplied with electrical energy by a voltage converter controlled by a first piece of supervision equipment and coupled to the service battery, and a second piece of supervision equipment controlling the service battery, in the event of the first piece of supervision equipment being woken up to trigger the pre-conditioning Brief description of the figures

[0023] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0024] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a vehicle comprising a GMP, with an electric motor powered by a main battery, a service battery and a control device according to the invention,

[0025] [Fig.2] schematically and functionally illustrates an exemplary embodiment of alarm clock supervision equipment comprising a control device according to the invention, and

[0026] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0027] The invention aims in particular to propose a DC control device, and an associated control method, intended to allow the automated control of the recharging of a service battery BS of a vehicle V by a voltage converter CV during a pre-conditioning phase of a part of this vehicle V.

[0028] In the following, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle comprising a main rechargeable battery coupled to a voltage converter and a service battery rechargeable by this voltage converter. Thus, it relates, for example, to land vehicles (vehicles used litter, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobiles, karts), and tracked vehicles, for example), boats and aircraft.

[0029] Furthermore, it is considered in the following, by way of non-limiting example, that the vehicle V comprises a powertrain (or GMP) of the all-electric type (and therefore whose drive is provided exclusively by at least one electric motor MME). But the GMP could be of the hybrid type (thermal and electric).

[0030] [Fig.l] schematically shows a vehicle V comprising an electric GMP transmission chain, an on-board network RB, a service battery BS, a voltage converter CV supervised by a first supervision device ESI, and a DC control device according to the invention.

[0031] The on-board network RB is an electrical power supply network which comprises electrical (or electronic) equipment (or components) which consume electrical energy. It comprises in particular at least one EP equipment capable of ensuring pre-conditioning when it is supplied with electrical energy by the voltage converter CV. It is considered in the following, by way of non-limiting example, that the pre-conditioning concerns the aerothermal system (heating / cooling) in the passenger compartment of the vehicle V (this is then referred to as thermal pre-conditioning). Consequently, the EP equipment may, for example, be part of a heating / air conditioning installation (possibly electrical heating resistors). But the invention is not limited to this type of pre-conditioning. Thus, it could concern the pre-conditioning of a powertrain engine, for example.

[0032] The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition to that supplied by the voltage converter CV (powered by a main battery BP described later). For example, this service battery BS may be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the voltage converter CV. It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

[0033] This service battery BS is associated with a management computer CG (sometimes called BMS (“Battery Management System”)). This management computer CG is responsible for determining or estimating operating parameters of the service battery BS, such as for example the voltage at its terminals, the minimum voltage authorized at its terminals, the maximum voltage authorized at its terminals, its internal temperature, the intensity of its charge current, the intensity of its discharge current, the minimum intensity authorized to pass through it, the maximum intensity authorized to pass through it, or its internal resistance.

[0034] The operations of the BS service battery and the CG management computer are supervised by a second supervision device ES2. For example, and as illustrated non-limitingly in [Fig.l], the second supervision device ES2 can be coupled to the management computer CG and to the service battery BS by a communication network (possibly multiplexed and possibly of the CAN type (“Control Area Network”)).

[0035] The transmission chain has a GMP which is, here, purely electric and therefore which comprises, in particular, an electric driving machine MME, a motor shaft AM, a main battery BP and a transmission shaft AT. Here, the term “electric driving machine” means an electric machine arranged so as to provide or recover torque to move the vehicle V.

[0036] The prime mover MME (here an electric motor) is coupled to the main battery BP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy. It is coupled to the motor shaft AM, to provide it with torque by rotational drive. This motor shaft AM is here coupled to a reducer RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential DI.

[0037] This first train T1 is here located in the front part PVV of the vehicle V. But in a variant this first train T1 could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

[0038] For example, the main battery BP may be of low voltage type (typically 450 V for illustration). But it could be of medium voltage or high voltage type.

[0039] The main battery BP can be recharged via a battery charger not shown.

[0040] The voltage converter CV is responsible during the driving phases of the vehicle V for converting part of the electric current stored in the main battery BP to supply converted electric current, on the one hand, to the on-board network RB, and, on the other hand, to the service battery BS (to recharge it).

[0041] The operations of the main battery BP and the voltage converter CV are supervised by the first supervision equipment ESI. For example, and as illustrated non-limitingly in [Fig.l], the first supervision equipment ESI can be coupled to the main battery BP and to the voltage converter CV by communication networks (possibly multiplexed and possibly of the CAN type).

[0042] It will also be noted that in the example illustrated non-limitingly in [Fig.l] the vehicle V comprises a distribution box BD to which the service battery BS, the voltage converter CV and the on-board network RB are coupled. This distribution box BD distribution is responsible for distributing the electrical energy stored in the BS service battery or produced by the CV voltage converter to the RB on-board network, to supply electrical components (or equipment) (particularly EP) based on power supply requests received.

[0043] It will also be noted that the vehicle V also comprises a third supervision equipment ES3 responsible for supervising the wake-ups of on-board equipment, and in particular those (EP) which are involved in the pre-conditioning. This third supervision equipment ES3 may, for example, comprise at least one computer. For example, the third supervision equipment ES3 may be programmed so as to trigger the pre-conditioning at a previously chosen time (for example by the user of the vehicle V), or may be alerted to a pre-conditioning request (possibly at a chosen time) by a message received by radio by the vehicle V and originating from a communication equipment of the user of the vehicle V (such as for example a smart phone (or “smartphone”)).

[0044] When the third supervision equipment ES3 must trigger a preconditioning of the vehicle V, it wakes up the first supervision equipment ESI so that it in turn wakes up the main battery BP, the voltage converter CV and any EP equipment of the on-board network RB involved in this preconditioning. It is in fact the voltage converter CV which must convert electrical energy stored in the main battery BP to the voltage of the on-board network RB to supply electrical energy to each EP equipment under the control of the first supervision equipment ESI.

[0045] As mentioned above, the invention proposes in particular a DC control device intended to allow the automated control of the recharging of the service battery BS by the voltage converter CV during a pre-conditioning phase triggered by the third supervision equipment ES3.

[0046] As illustrated in [Fig.2], this control device DC comprises at least one processor PR1 and at least one memory MD which are arranged to carry out operations at least as soon as the third supervision equipment ES3 has woken up the first supervision equipment ESI so that it triggers the pre-conditioning of the vehicle V according to the methods described above.

[0047] This DC control device can therefore be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”).

[0048] The processor PR1 may, for example, be a digital signal processor (or DSP). This processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is any type of device capable of performing at least one electrical or electronic operation. For example, it could be a microcontroller.

[0049] The memory MD is live in order to store instructions for the implementation by the processor PR1 of at least part of the control method described later (and therefore of its functionalities).

[0050] It will be noted that in the example illustrated non-limitingly in Figures 1 and 2, the DC control device (and therefore its processor PR1 and memory MD) is (are) part of the third supervision equipment ES3 which therefore comprises a combination of electrical or electronic circuits or components and software modules. But in an alternative embodiment (not illustrated) the DC control device (and therefore its processor PR1 and memory MD) could be part of a computer which does not belong to the third supervision equipment ES3 and therefore ensuring at least one other function within the vehicle V. In another alternative embodiment (not illustrated) the DC control device could comprise its own computer comprising in particular its processor PR1 and its memory MD.

[0051] The operations carried out by the processor PR1 and memory MD, following the waking up of the first supervision equipment ESI to trigger the preconditioning, consist first of all in triggering the waking up of the second supervision equipment ES2 so that it determines a state of charge ecb of the service battery BS.

[0052] This state of charge ecb can be determined from (operating) parameters which are provided by the management computer CG associated with the service battery BS. When the second supervision equipment ES2 is coupled to the service battery BS and to the management computer CG by a communication network, the latter is also woken up by the third supervision equipment ES3 substantially at the same time as the second supervision equipment ES2.

[0053] The operations then consist of triggering the awakening of any equipment of the vehicle V which is involved in the recharging of the service battery BS, then controlling the recharging of the service battery BS by the voltage converter CV up to a target state of charge ecc during the pre-conditioning, by controlling a charging current of the service battery BS which respects specific constraints es of the latter (BS).

[0054] For example, this target state of charge ecc may be between 80% and 95%. As an illustrative example, the target state of charge ecc may be equal to 90%.

[0055] Thanks to the invention, we advantageously benefit from a pre-conditioning phase which requires the waking up of the first supervision equipment ESI, the voltage converter CV, the main battery BP and the communication networks coupling these latter, to recharge the service battery BS with electrical energy from the main battery BP (via the voltage converter CV). This avoids the risk of breakdown or non-performance of certain functions when the vehicle V is asleep and when it has just been woken up.

[0056] It will be noted that the processor PR1 and the memory MD can be arranged to carry out the operations consisting of estimating an open-circuit voltage tav of the service battery BS as a function of first chosen parameters of the latter (BS) provided by the second supervision equipment ES2. In this case, the processor PR1 and the memory MD are also arranged to carry out the operations consisting of determining the specific constraints es as a function of this estimated open-circuit voltage tav, first parameters and second parameters of the service battery BS.

[0057] For example, the first parameters used to estimate the no-load voltage tav can be the voltage tbb at the terminals of the service battery BS, the intensity icb of the current flowing through the service battery BS and the estimated internal resistance rib of the service battery BS.

[0058] As an example, the estimated open-circuit voltage tav can be obtained by the equation tav = tbb - icb*rib.

[0059] This no-load voltage tav can then be filtered, for example using a first-order low-pass filter, so as to have less noisy information.

[0060] Also for example, the first parameters used to determine the specific constraints es can be the internal temperature tib and the state of charge ecb.

[0061] Also for example, the second parameters used to determine the specific constraints es can be the minimum voltage tminb authorized at the terminals of the service battery BS, the maximum voltage tmaxb authorized at the terminals of the service battery BS, the internal temperature tib, the minimum current iminb authorized to pass through the service battery BS, the maximum current imaxb authorized to pass through the service battery BS, the state of charge ecb and the internal resistance rib.

[0062] It will also be noted that the processor PR1 and the memory MD can be arranged to carry out the operations consisting of determining minimum voltage limits Itmin and maximum Umax constituting the specific constraints es and which must be respected at the terminals of the service battery BS to guarantee that the charging current respects a maximum charging current ccm during the pre-conditioning. In this case, these minimum voltage limits Itmin and maximum Umax are determined as a function of the estimated no-load voltage tav, first parameters and second parameters of the service battery BS. As indicated above, these first parameters can be the internal temperature tib and the state of charge ecb and these second parameters can be the minimum voltage tminb authorized at the terminals of the service battery BS, the maximum voltage tmax ... servitude BS, the internal temperature tib, the minimum current iminb allowed to flow through the servitude battery BS, the maximum current imaxb allowed to flow through the servitude battery BS, the state of charge ecb and the internal resistance rib.

[0063] As an illustrative example, a maximum battery current I_BS_Precond_Max allowed during the entire preconditioning can be determined using a mapping (or a correspondence table) f_courant_limite_Max as a function of the internal temperature Temp_BS (corresponding to tib) and the state of charge SOC_BS (corresponding to ecb). This maximum battery current I_BS_Precond_Max can be, for example, a charging current of 50 A at an internal battery temperature of +20°C and at a state of charge of 70%.

[0064] The minimum permitted battery current may be set to a constant value of 0 A (or -10 A), for example.

[0065] The parameterization of the mapping f_courant_limite_Max can be carried out according to the constraints of the system for supplying the electrical power of the on-board network RB during pre-conditioning. These constraints can be the maximum authorized operating power of the voltage converter CV during this phase of life to supply both (here) the heating / cooling of the passenger compartment and the recharging of the service battery BS. The maximum battery current I_BS_Precond_Max can then be defined as follows: I_BS_Precond_Max = f_courant_lhnite_Max (Temp_BS, SOC_BS).

[0066] Then, it can be ensured that the limit currents authorized during preconditioning (and which will be used to control the current flowing in the service battery BS) are compatible with the minimum current iminb authorized to flow through the service battery BS and the maximum current imaxb authorized to flow through the service battery BS, to comply with usage constraints compatible with the safety (damage) of the service battery BS and therefore of the vehicle V. To do this, the final limit currents I_BS_Min and I_BS_Max can be determined from the maximum battery current I_BS_Precond_Max and the current limit constraints (iminb and imaxb) in the following way:

[0067] I_BS_Max = I_BS_Precond_Max if iminb < I_BS_Precond_Max < imaxb,

[0068] I_BS_Max = iminb if I_BS_Precond_Max < iminb,

[0069] I_BS_Max = imaxb if imaxb < I_BS_Precond_Max,

[0070] I_BS_Min = 0 if iminb < 0 < imaxb,

[0071] I_BS_Min = iminb if 0 < iminb,

[0072] I_BS_Min = imaxb if imaxb < 0.

[0073] The limit voltages U_BS_Max_ini and U_BS_Min_ini that the voltage at the terminals of the service battery BS must respect during preconditioning to respect the limit battery currents I_BS_Min and I_BS_Max can then be determined. terminated according to the internal resistance rib and the open-circuit voltage tav as follows:

[0074] U_BS_Max_ini = tav + (rib*I_BS_Max),

[0075] U_BS_Min_ini = tav + (rib*I_BS_Min).

[0076] We can then use the minimum voltage tminb and the maximum voltage tmaxb to be respected for the service battery BS in order to ensure that the minimum voltage limits Itmin and maximum Itmax (constituting the specific constraints es), which must be determined to control the current flowing in the service battery BS during pre-conditioning, respect tminb and tmaxb. For example, we can proceed as follows:

[0077] Itmax = U_BS_Max_ini if ​​tminb < U_BS_Max_ini < tmaxb,

[0078] Itmax = tminb if U_BS_Max_ini < tminb,

[0079] Itmax = tmaxb if tmaxb < U_BS_Max_ini,

[0080] Itmin = U_BS_Min_ini if ​​tminb < U_BS_Min_ini < tmaxb,

[0081] Itmin = tminb if U_BS_Min_ini < tminb,

[0082] Itmin = tmaxb if tmaxb < U_BS_Min_ini.

[0083] It will also be noted that the processor PR1 and the memory MD can be arranged to carry out the operations consisting of determining a main voltage setpoint ctp suitable for enabling the voltage converter CV to control the charging current of the service battery BS. In this case, the main voltage setpoint ctp is determined as a function of a secure voltage setpoint cts, to be applied to the terminals of the service battery BS to achieve the target state of charge ecc during preconditioning, and of a correction voltage te which makes it possible to take into account in particular the voltage drops which may exist between the voltage converter CV and the service battery BS (and linked to the wiring impedances).

[0084] For example, this main voltage setpoint ctp can be determined using the equation ctp = cts + te.

[0085] It will also be noted that the processor PR1 and the memory MD can be arranged to carry out the operations consisting of determining the secure voltage setpoint cts as a function of a non-secure voltage setpoint etns, to be applied to the terminals of the service battery BS to reach the target state of charge ecc during the preconditioning, and specific constraints es determined.

[0086] In fact, the specific constraints es (minimum voltage limits Itmin and maximum voltage limits Itmax) are applied to the unsecured voltage setpoint etns, which must regulate the state of charge of the service battery BS to the desired level in pre-conditioning, which make it possible to respect the limits (current and voltage) recommended directly by the management computer CG, while controlling the maximum charging current which will circulate in the service battery BS.

[0087] To do this, a minimum voltage U_BS_Precond_min_RB is set, configurable (for example equal to 12.3 V), for the service battery BS and which must be respected to ensure a minimum level of performance for the EP equipment of the on-board network RB which will be used to ensure pre-conditioning (here heating or cooling of the passenger compartment).

[0088] Then, the safe voltage setpoint cts can be determined in the following way, distinguishing three cases.

[0089] A first case corresponds to U_BS_Precond_min_RB < Itmin < Umax. In this first case, the secure voltage setpoint cts can be defined as follows:

[0090] cts = ctns if Itmin < ctns < Umax,

[0091] cts = Itmin if ctns < Itmin,

[0092] cts = Umax if Umax < ctns.

[0093] A second case corresponds to Itmin < U_BS_Precond_min_RB < Umax. In this second case, the secure voltage setpoint cts can be defined as follows:

[0094] cts = ctns if U_BS_Precond_min_RB < ctns < Umax,

[0095] cts = U_BS_Precond_min_RB if ctns < U_BS_Precond_min_RB,

[0096] cts = Umax if Umax < ctns.

[0097] A third case corresponds to Umax < U_BS_Precond_min_RB. In this third case, the safe voltage setpoint cts can be defined as follows: cts = Umax.

[0098] In parallel, the variations in the setpoint voltage of the service battery BS can be limited by a maximum voltage gradient (U_BS_Var_Max), for example +2 V / s, and by a minimum voltage gradient (U_BS_Var_Min), for example -2 V / s, so as not to damage the EP equipment of the on-board network RB which will be used to ensure pre-conditioning (here heating or cooling of the passenger compartment).

[0099] It will also be noted that the processor PR1 and the memory MD can be arranged to carry out the operations consisting of determining the unsecured voltage setpoint ctns as a function of at least one of the first parameters.

[0100] For example, the first parameters used to determine the unsafe voltage setpoint ctns may be the internal temperature tib and the state of charge ecb.

[0101] As an example, we can use a voltage setpoint mapping (or correspondence table) (Cartographie_voltage_BS) characteristic of the service battery BS and based in particular on its no-load voltage tav, as a function of its internal temperature tib and its state of charge ecb. This voltage mapping (Cartographie_voltage_BS) makes it possible to define which no-load voltage tav at the terminals of the service battery BS corresponds to a pair of internal temperature tib and state of charge ecb charge of the latter (BS).

[0102] For this purpose, it is also possible to use a voltage variation map (or correspondence table) (Cartographie_Delta_tension_BS) to be added to the voltage setpoint (Cartographie_tension_BS) which corresponds to the internal temperature tib and the target state of charge ecc. This voltage variation depends on the internal temperature tib and the difference between the target state of charge ecc (to be reached in pre-conditioning) and the current state of charge ecb. In particular, it allows the service battery BS to be charged (positive value). This charging of the service battery BS will be more or less pronounced depending on the value of the voltage variation (for example between -3 V and +3 V), so as to converge more or less quickly towards the target state of charge ecc.

[0103] Finally, the unsafe voltage setpoint ctns can be determined using the following equation:

[0104] ctns = Cartographie_tension_BS(ecc, tib) + Cartographie_Delta_tension_BS(tib, ecc - ecb).

[0105] It will also be noted that the processor PR1 and the memory MD can be arranged to carry out the operations consisting of determining the correction voltage te as a function of the determined secure voltage setpoint cts and the voltage tbb measured at the terminals of the service battery BS.

[0106] To do this, we can first determine the error between the previously calculated setpoint voltage cts of the service battery BS and the measured voltage tbb. The objective here is to determine an initial corrective voltage variation (U_error_correction_ini) which makes it possible to minimize the difference (cts - tbb), hereinafter called UBS_error. The initial corrective voltage variation (U_error_correction_ini) can then, for example, be calculated continuously using a PID type regulator, to reduce the difference UBS_error, by adapting the value of the final correction voltage te. Such a regulator can, for example, take the following continuous formalism:

[0107] U_error_correction_ini (t) = Kp*UBS_error (t) + Ki*[ JUBS_error (t)*dt ] + Kd*[ dUBS_error / dt ],

[0108] where Kp is a proportional factor of the battery voltage deviation regulator, Ki is an integral factor of the battery voltage deviation regulator, and Kd is a derived factor of the battery voltage deviation regulator.

[0109] These factors Kp, Ki and Kd are adjusted according to the characteristics of the system for regulating the electrical supply of the on-board network RB, such as for example the type of the CV converter, the type of the BS service battery and the voltage drops in the on-board network RB linked to the wiring.

[0110] It should be noted that the modeling of the regulator proposed above must be discretized in order to be able to be implemented in a digital computer.

[0111] Now, if we note U_error_min and U_error_max, the minimum values ​​and maximum permitted for the voltage correction of the service battery BS (for example respectively equal to -1 V and +1 V), then the correction voltage te can be determined as follows:

[0112] te = U_error_correction_ini if ​​U_error_min < U_error_correction_ini < U_error_max,

[0113] te = U_error_min if U_error_correction_ini < U_error_min,

[0114] te = U_error_max if U_error_max < U_error_correction_ini.

[0115] It will also be noted that the processor PR1 and the memory MD can be arranged to carry out the operations consisting of comparing the state of charge ecb (determined by the second supervision equipment ES2 after its wake-up) with a threshold si, and when this state of charge ecb is lower than the threshold si, to trigger the wake-up of any equipment of the vehicle V which is involved in the recharging of the service battery BS. This option is intended to avoid triggering a recharge of the service battery BS if its state of charge ecb is higher than the threshold si.

[0116] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the third supervision equipment ES3 (or the dedicated computer of the control device DC) may also comprise a mass memory MM1, in particular for the temporary storage of the first and second parameters of the service battery BS, and any intermediate data involved in all its calculations and processing. Furthermore, this third supervision equipment ES3 (or the dedicated computer of the control device DC) may also comprise an input interface IE for receiving at least the first and second parameters of the service battery BS to use them in calculations or processing, possibly after having shaped and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this third ES3 supervision equipment (or the dedicated calculator of the DC control device) can also include an IS output interface, in particular to deliver (for the first ESI supervision equipment) the main voltage instructions ctp concerning the CV voltage converter.

[0117] The invention can also be considered in the form of a control method intended to be implemented in the vehicle V described above in order to allow the automated control of the recharging of the service battery BS of the vehicle V by the voltage converter CV during a pre-conditioning phase of a part of this vehicle V.

[0118] This (control) method can be implemented at least partially by the DC control device (illustrated in Figures 1 and 3).

[0119] As illustrated in the example algorithm of [Fig.3], this control method comprises a step 10-50 in which, in the event of waking up of the first equipment of ESI supervision to trigger preconditioning:

[0120] - the second supervision equipment ES2 is woken up in a sub-step 10 to determine the state of charge of the BS service battery, then

[0121] - in a sub-step 30, all equipment of the vehicle V involved in the recharge of the BS service battery, then

[0122] - in a sub-step 40, the recharging of the service battery BS by the CV voltage converter to a target state of charge ecc during preconditioning, by controlling a charging current of the service battery BS which respects specific constraints of the latter (BS).

[0123] Optionally, in a sub-step 20 (performed just after sub-step 10) it can be determined whether the state of charge ec is lower than the threshold si, and if so, sub-step 30 is performed in order to wake up any equipment of the vehicle V involved in the recharging of the service battery BS. In this case, if in sub-step 20 the state of charge ec is higher than the threshold si, then the control method ends immediately in a sub-step 50.

[0124] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the recharging of the service battery BS of the vehicle V in the event of the first supervision equipment ESI being woken up to trigger pre-conditioning.

Claims

Claims

1. Control device (DC) for a vehicle (V) comprising at least one piece of equipment (EP) capable of ensuring pre-conditioning when it is supplied with electrical energy by a voltage converter (CV) controlled by a first piece of supervision equipment (ESI) and coupled to a service battery (BS) controlled by a second piece of supervision equipment (ES2), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, in the event of waking up of said first piece of supervision equipment (ESI) to trigger said pre-conditioning, of triggering a waking up of said second piece of supervision equipment (ES2) so that it determines a state of charge of said service battery (BS), then of triggering a waking up of any piece of equipment of said vehicle (V) involved in a recharging of said service battery (BS),then controlling the recharging of the latter (BS) by said voltage converter (CV) up to a target state of charge during said preconditioning, by controlling a charging current of said service battery (BS) respecting specific constraints of the latter (BS).,

2. Control device according to claim 1, characterized in that said processor (PR1) and said memory (MD) are arranged to carry out the operations consisting of estimating an open-circuit voltage of said service battery (BS) as a function of first chosen parameters of the latter (BS) provided by said second supervision equipment (ES2), then determining said specific constraints as a function of said estimated open-circuit voltage, said first parameters and second parameters of said service battery (BS).

3. Control device according to claim 2, characterized in that said processor (PR1) and said memory (MD) are arranged to carry out the operations consisting of determining minimum and maximum voltage limits constituting said specific constraints and which must be respected at the terminals of said service battery (BS) to guarantee that said charging current respects a maximum charging current during said pre-conditioning, as a function of said estimated no-load voltage, said first parameters and second parameters of said service battery (BS).

4. Control device according to one of claims 1 to 3, characterized in that said processor (PR1) and said memory (MD) are arranged to carry out the operations consisting of determining a main voltage setpoint suitable for enabling said voltage converter (CV) to control said charging current of the service battery (BS), as a function of a secure voltage setpoint to be applied to the terminals of said service battery (BS) to reach said target state of charge during said pre-conditioning and of a correction voltage.

5. Control device according to claim 2 or 3 taken in combination with claim 4, characterized in that said processor (PR1) and said memory (MD) are arranged to carry out the operations consisting of determining said secure voltage setpoint as a function of a non-secure voltage setpoint, to be applied to the terminals of said service battery (BS) to reach said target state of charge during said pre-conditioning, and said determined specific constraints.

6. Control device according to claim 4 or 5, characterized in that said processor (PR1) and said memory (MD) are arranged to carry out the operations consisting of determining said correction voltage as a function of said determined secure voltage setpoint and a voltage measured at the terminals of said service battery (BS).

7. Control device according to one of claims 1 to 6, characterized in that said processor (PR1) and said memory (MD) are arranged to carry out the operations consisting, when said state of charge determined by said second supervision equipment (ES2) is lower than a threshold, in triggering said awakening of any equipment of said vehicle (V) involved in the recharging of the service battery (BS).

8. Vehicle (V) comprising at least one piece of equipment (EP) capable of ensuring pre-conditioning when it is supplied with electrical energy by a voltage converter (CV) controlled by a first piece of supervision equipment (ESI) and coupled to a service battery (BS) controlled by a second piece of supervision equipment (ES2), characterized in that it further comprises a control device (DC) according to one of the preceding claims.

9. Control method for a vehicle (V) comprising at least one piece of equipment (EP) capable of ensuring pre-conditioning when it is supplied with electrical energy by a voltage converter (CV) controlled by a first piece of supervision equipment (ESI) and coupled to a service battery (BS) controlled by a second supervision equipment (ES2), characterized in that it comprises a step (10-50) in which, in the event of waking up of said first supervision equipment (ESI) to trigger said pre-conditioning, said second supervision equipment (ES2) is woken up so that it determines a state of charge of said service battery (BS), then any equipment of said vehicle (V) involved in a recharge of said service battery (BS) is woken up, then the recharge of the latter (BS) is controlled by said voltage converter (CV) up to a target state of charge during said pre-conditioning, by controlling a charging current of said service battery (BS) respecting specific constraints of the latter (BS).

10. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to claim 9 for controlling a recharge of a service battery (BS) of a vehicle (V) comprising at least one piece of equipment (EP) capable of ensuring preconditioning when it is supplied with electrical energy by a voltage converter (CV) controlled by a first piece of supervision equipment (ESI) and coupled to said service battery (BS), and a second piece of supervision equipment (ES2) controlling said service battery (BS), in the event of said first piece of supervision equipment (ESI) being woken up to trigger said preconditioning.

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