CONTROL OF THE ELECTRICAL SUPPLY OF A CONVERTER SUPPLYING AN ON-BOARD NETWORK OF A VEHICLE

Abstract

A control method is implemented in a vehicle comprising a main battery electrically supplying a converter and an electric motor via an isolation device and in a manner supervised by a battery computer electrically supplied by an on-board network, electrically supplied by this converter. This method comprises a step (10-60) in which the voltage at the terminals of the battery computer is periodically determined, and, when this voltage is greater than a first threshold for a first chosen duration, the converter is prohibited from supplying the on-board network. Figure 3

Description

Title of the invention: CONTROL OF THE ELECTRICAL SUPPLY OF A CONVERTER SUPPLYING AN ON-BOARD NETWORK OF A VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising a main battery electrically supplying a converter and an electric motor in a manner supervised by a battery computer, and more precisely the control of the electrical supply of this converter. State of the art

[0002] Certain vehicles, possibly of the automobile type, include a so-called "main" (or traction) battery responsible for electrically supplying at least one electric motor of their powertrain (or GMP) and a converter in particular responsible for electrically supplying an on-board network. This electrical supply of the electric motor and the converter is supervised by a battery computer electrically supplied by the on-board network. It should be noted that the vehicle also includes a service battery responsible for supplying electrical energy to the on-board network, in addition to that supplied by the converter, and sometimes instead of the latter.

[0003] In the following and the preceding, the term "on-board network" means an electrical supply network to which electrical (or electronic) equipment (or components) consuming electrical energy and being "non-priority" or "safety" (and therefore priority) are coupled.

[0004] The converter intervenes not only during the vehicle's driving phases, but also during the main battery's recharging phases. More precisely, during the vehicle's driving phases, the converter converts part of the electrical current stored in the main battery to electrically supply the vehicle's on-board network and / or the service battery to recharge it. During the recharging phases, the converter only intervenes directly when recharging is done in mode 2 or 3, because it is responsible for supplying the main battery with direct current resulting from an AC / DC conversion (for example from 220 V to 450 V) of an alternating current supplied by an external power source to which the vehicle is temporarily connected.In a mode 4 charge the main battery is supplied directly with high direct current (typically 125 A or 250 A) at a low input voltage (typically 450 V) by an external power source to which the vehicle is temporarily connected, i.e. without conversion by the . converter. It is a computer associated with the converter which is however responsible for supervising the charging procedure in mode 4.

[0005] As is known to those skilled in the art, a converter may be subject to malfunctions which may cause overvoltages in the on-board network. These overvoltages may cause, when their duration is relatively long and / or their amplitude relatively large, damage to electrical components (or equipment) coupled to the on-board network, and in particular to the battery computer.

[0006] These degradations of the battery computer can prevent the latter from functioning correctly, or even can completely prevent it from functioning, which can prove dangerous. Indeed, the battery computer is in particular responsible for ensuring a safety function consisting of controlling the open or closed state in which an isolation device must be placed between the main battery and the converter and electric motor (in the closed state the main battery is coupled to the converter and electric motor, whereas in the open state the main battery is isolated (or decoupled) from the converter and electric motor).Therefore, when the battery computer can no longer control the state of the isolation device, it becomes impossible to isolate the main battery from the converter and electric motor, which can pose a safety risk (in particular by electrocution) not only to the vehicle's passengers but also to passers-by and emergency services when the main battery is the subject of a serious problem or when a recharge does not take place correctly.

[0007] The invention therefore aims in particular to prevent as much as possible overvoltages in the on-board network from damaging at least the main battery computer. Presentation of the invention

[0008] It proposes in particular for this purpose a method intended to be implemented in a vehicle comprising a main battery capable of electrically supplying a converter and an electric motor via an isolation device and in a manner supervised by a battery computer electrically supplied by an on-board network, electrically supplied by this converter.

[0009] This control method is characterized by the fact that it comprises a step in which a voltage across the terminals of the battery calculator is periodically determined, and, when this voltage is greater than at least a first threshold for a first chosen duration, the converter is prohibited from supplying power to the on-board network.

[0010] Thanks to the invention, the overvoltages caused by the converter in the on-board network, when it is not functioning correctly, no longer risk damaging the cal battery controller, and therefore there is no longer any risk that the latter can no longer control the state of the isolation device in the presence of a need to isolate the main battery from the converter and / or electric motor.

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

[0012] - in its step, when the voltage is higher than a second threshold, strictly greater than the first threshold, for a second chosen duration, strictly less than the first duration, the converter can be prohibited from supplying the on-board network before the first duration has elapsed;

[0013] - in its step, in addition to the prohibition, the main battery can be isolated of the electric motor by means of the isolating device;

[0014] - in its stage one can obtain the prohibition by isolating the main battery from the converter by means of the isolation device;

[0015] - in the presence of one of the last two options, in its step we can realize isolation after receiving an isolation authorization from a supervision computer supervising operation of the electric motor in the vehicle, or in the absence of receipt of this isolation authorization for a third chosen period;

[0016] - in its stage, when the vehicle is in a phase of recharging its battery main, we can interrupt the recharging phase;

[0017] - in its step we can re-authorize the converter to supply the on-board network when the voltage is lower than a third chosen threshold, strictly lower than the first threshold, for a fourth chosen duration.

[0018] The invention also proposes 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, in a vehicle comprising a main battery capable of electrically supplying a converter and an electric motor via an isolation device and in a manner supervised by a battery computer electrically supplied by an on-board network, electrically supplied by this converter, the electrical supply of the converter.

[0019] The invention also proposes a control device intended to equip a vehicle comprising a main battery capable of electrically supplying a converter and an electric motor via an isolation device and in a manner supervised by a battery computer electrically supplied by an on-board network, electrically supplied by this converter.

[0020] 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 of: periodically compare a voltage at the terminals of the battery calculator to at least a first threshold, and, when this voltage is higher than the first threshold for a first chosen duration, to trigger a prohibition of the converter from supplying the on-board network.

[0021] The invention also proposes a vehicle, possibly of the automobile type, and comprising a main battery capable of electrically supplying a converter and an electric motor via an isolation device and in a manner supervised by a battery computer electrically supplied by an on-board network, electrically supplied by this converter, as well as a control device of the type presented above. Brief description of the figures

[0022] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0023] [Fig-1] schematically and functionally illustrates an example of the embodiment of a vehicle comprising a GMP, with an electric motor powered by a main battery rechargeable according to modes 2 or 3 and 4, and a control device according to the invention,

[0024] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a battery box, coupled to a main battery and comprising an exemplary embodiment of a battery calculator comprising a control device according to the invention, and

[0025] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0026] The invention aims in particular to propose a control method, and an associated DC control device, intended to allow the control of the electrical power supply of the CV converter of a vehicle V also comprising an on-board network RB and a rechargeable main battery BP, in particular in the presence of overvoltages in this on-board network RB.

[0027] 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 rechargeable main battery. Thus, it relates, for example, to land vehicles (utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and tracked vehicles, for example), boats and aircraft.

[0028] 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).

[0029] [Fig.l] schematically shows a vehicle V comprising in particular an electric GMP transmission chain, an on-board network RB, a service battery BS, a main (or traction) battery BP associated with a battery computer CB, a converter CV, and a DC control device according to the invention.

[0030] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled, and in particular the battery computer CB.

[0031] The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition to that supplied by the CV converter powered by the main battery BP, and sometimes instead of this CV converter. For example, this service battery BS can 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 CV current converter. 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.

[0032] 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, 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.

[0033] The operation of the GMP is supervised by a CS supervision computer.

[0034] The electric motor 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 during a regenerative braking phase. It is coupled to the motor shaft AM, to provide it with torque by rotating it. 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 Tl (here of wheels), preferably via a differential DI.

[0035] 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.

[0036] The CV converter 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 part, the BS service battery (when it needs to be recharged).

[0037] The main battery BP is here adapted not only to recharges in mode 2 or 3, but also to recharges in mode 4, under the control of a CC calculator associated with the CV converter.

[0038] In a recharge in mode 2 or 3, the main battery BP is rechargeable in direct current by the converter CV when the latter (CV) has been temporarily coupled to an external power source SA, via a recharge cable CR previously connected to a recharge connector CN of the vehicle V. It is recalled that in a recharge in mode 2 or 3 the converter CV supplies the main battery BP with direct current, after an AC / DC conversion (for example from 220 V to 450 V).

[0039] In a mode 4 recharge, the main battery BP is rechargeable with high direct current (typically 125 A or 250 A) which comes directly from an external (direct current) power source SA, temporarily connected via a charging cable CR to the charging connector CN of the vehicle V, without conversion by the converter CV.

[0040] For example, the main battery BP may comprise electrochemical cells for storing electrical energy, possibly of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type.

[0041] Also for example, the main battery BP can be of low voltage type (typically 450 V for illustration). But it could be of medium voltage or high voltage type.

[0042] Furthermore, the main battery BP is associated with a battery box BB which comprises, here, at least one isolation device DI, voltage / current measuring means (partially illustrated), and the battery calculator CB.

[0043] The isolation device DI is arranged so as to isolate the main battery BP from the converter CV and / or from the charging connector CN and / or from the prime mover MME, when the battery computer CB requests it. For example, and as illustrated non-limitingly in [Fig. 2], this isolation device DI may comprise contactors (or switches) Kj based on MOSFET(s) each capable of taking an open (or non-conducting) state and a closed (or conducting) state. In the example illustrated non-limitingly in [Fig. 2] the isolation device DI comprises five contactors (or switches) Kl to K5 (j = 1 to 5).

[0044] The battery calculator CB centralizes the voltage and current measurements and determines parameters of the main battery BP based on these measurements, and in particular its internal resistance, its minimum voltage and its state of charge (or SOC (“State Of Charge”)). Furthermore, the battery calculator CB exchanges information with the GMP supervision calculator CS and with the calculator CC associated with the CV converter (particularly for recharges in mode 4).

[0045] It will be noted, as illustrated non-limitingly in [Fig.l], that the converter CV can be part of a charger CH electrically connected to the charging connector CN and comprising the computer CC responsible within its vehicle V for controlling the charging of the main battery BP, whatever the mode.

[0046] It will also be noted that in the example illustrated non-limitingly in [Fig.l] the vehicle V also comprises a distribution box BD to which the service battery BS, the converter CV and the on-board network RB are coupled. This distribution box BD is responsible for distributing in the on-board network RB the electrical energy produced by the converter CV or stored in the service battery BS, for the supply of the electrical components (or equipment) coupled to the on-board network RB (and in particular the battery computer CB), according to power supply requests received (in particular from the supervision computer CS of the GMP).

[0047] As mentioned above, the invention proposes in particular a control method intended to enable the control of the electrical power supply of the CV converter, in particular in the presence of overvoltages in the on-board network RB.

[0048] This (control) method can be implemented at least partially by the DC control device (illustrated in Figures 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. 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").

[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. The 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 understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0050] In the example illustrated non-limitingly in Figures 1 and 2, the DC control device is part of the battery calculator CB (and therefore of the battery box BB). But this is not obligatory. Indeed, the DC control device could comprise its own dedicated calculator, which is then coupled to the battery calculator CB.

[0051] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-60 which is implemented in the vehicle V during the driving phases and the recharging phases of the main battery BP, as soon as the converter CV electrically supplies the on-board network RB.

[0052] In successive sub-steps 10 of this step 10-60 we determine perio typically a voltage ucb at the terminals (+ and -) of the battery calculator CB. For example, and as illustrated non-limitingly in [Fig.2], this determination can be made by means of a measuring device DM which is coupled to the terminals (+ and -) of the battery calculator CB. It will be noted that in the example illustrated non-limitingly in [Fig.2] the measuring device DM is part of the BB housing and is therefore external to the battery calculator CB. But in an alternative embodiment (not illustrated) the measuring device DM could be part of the battery calculator CB.

[0053] In a sub-step 30 of step 10-60, when the voltage ucb is greater than at least a first threshold si for a first chosen duration dl, the converter CV is prohibited from supplying the on-board network RB.

[0054] It will be noted that it is the DC control device which periodically compares each voltage ucb (delivered by the measuring device DM) to at least the first threshold si in a sub-step 20 of step 10-60, thanks to the operations carried out by its processor PR1 and memory MD. In addition, it is also the DC control device which triggers in sub-step 30 the prohibition of the converter CV from supplying the on-board network RB when the voltage ucb is greater than the first threshold si during the first duration dl chosen.

[0055] It will be understood that when the CV converter is prohibited from supplying the on-board network RB, it is the service battery BS which replaces it, and therefore which is responsible for supplying electrical power to the on-board network RB with its current means (depending on its current state of charge and its current voltage). Thus, the overvoltages caused by the CV converter in the on-board network RB, when it is not functioning correctly, no longer risk damaging electrical components (or equipment) coupled to the on-board network RB, and in particular the battery computer CB.There is therefore no longer any risk that the battery computer CB can no longer control the state of the isolation device DI (and in particular its placement in the open state) in the presence of a need to isolate the main battery BP from the converter CV and / or from the electric motor MME, which guarantees the protection of the passengers of the vehicle V as well as passers-by and emergency service personnel when the main battery BP is the subject of a serious problem or when a recharge is not carried out correctly.

[0056] If the voltage ucb is less than or equal to the first threshold if (ucb < si) we (the DC control device) consider that the battery calculator CB is not in an overvoltage situation, and therefore we return to perform sub-step 10.

[0057] It will be noted that the situation in which the voltage ucb is greater than the first threshold si (ucb > si) for a duration which is less than the first duration dl may prove to be “ambiguous”. Indeed, the situation depends on the extent to which the first threshold si is exceeded by the voltage ucb. It will be understood that it may prove to be dangerous for at least the CB battery calculator that the voltage ucb is very high (compared to its nominal average value) for a duration less than the first duration dl. Consequently, to take this situation into account, one (the DC control device) can also compare each voltage ucb to a second threshold s2, strictly higher than the first threshold if, in sub-step 20. And, when the voltage ucb is higher than the second threshold s2 for a second chosen duration d2, strictly lower than the first duration dl, one (the DC control device) prohibits the CV converter from supplying the on-board network RB before the first duration dl has elapsed.

[0058] If the voltage ucb is higher than the second threshold s2 (ucb > s2) for a duration less than the second duration d2, we (the DC control device) consider that the battery calculator CB is not in an overvoltage situation, and therefore we return to perform sub-step 10.

[0059] The value of the first threshold s1 and the value of the possible second threshold s2 can be chosen during the development phase of the vehicle V. These values ​​depend mainly on the nominal average value of the voltage of the on-board network RB and the electrical architecture of the vehicle V. For example, when the nominal average value of the voltage of the on-board network RB is equal to 12 V, the value of the first threshold s1 can be between 22 V and 26 V, and the value of the second threshold s2 can be between 28 V and 32 V. As an illustrative example, the value of the first threshold s1 can be equal to 24 V, and the value of the second threshold s2 can be equal to 30 V. But other values ​​of the first threshold s1 and second threshold s2 can be used.

[0060] Similarly, the value of the first duration d1 and the value of the possible second duration d2 can be chosen during the development phase of the vehicle V. For example, when the nominal average value of the voltage of the on-board network RB is equal to 12 V, the value of the first duration d1 can be between 40 s and 80 s, and the value of the second duration d2 can be between 400 ms and 600 ms. As an illustrative example, the value of the first duration d1 can be equal to 60 s, and the value of the second duration d2 can be equal to 500 ms. But other values ​​of first d1 and second d2 durations can be used.

[0061] It will be noted that in sub-step 30 of step 10-60 it is possible to obtain the prohibition of supplying the on-board network RB by the CV converter by isolating the main battery BP from the CV converter by means of the isolation device DI. It is the DC control device which makes this decision to isolate the main battery BP and which then requires its implementation by the battery computer CB which controls the isolation device DI. But in an alternative embodiment, the DC control device could trigger the transmission to the CC computer or to the CV converter, for example by the battery computer CB, of an order prohibiting operation- operation of the CV converter.

[0062] It will be noted that step 10-60 may include a sub-step 50 in which, in addition to prohibiting the supply of power to the on-board network RB by the CV converter, the main battery BP may be isolated from the electric motor MME by means of the isolation device DI. It is the DC control device which makes this decision to isolate the main battery BP. This option is intended to impose a rapid stop of the vehicle V to prevent the service battery BS, which has replaced the CV converter to electrically supply the on-board network RB, from discharging too quickly and / or not being able to supply the on-board network RB with all of the electrical energy required (or which could be required) by the electrical equipment which is coupled to it.It will be understood that the BS service battery could be unable to provide electrical power to equipment (or components) performing a safety function (and therefore a priority) several times in a row, even when having a high state of charge, which could result, without the driver knowing, in an inability to perform this safety function.

[0063] It will also be noted that step 10-60 may include a sub-step 40 in which authorization to isolate the main battery BP from the converter CV and / or the electric motor MME is requested from the supervision computer CS (which supervises the operation of the electric motor MME in the vehicle V). In this case, the aforementioned isolation is carried out (the control device DC triggers) in sub-step 50 after having received an isolation authorization from the supervision computer CS, or in the absence of receipt of this isolation authorization for a third chosen duration d3.

[0064] This authorization request is intended to signal the overvoltage problem to the supervision computer CS so that it issues a prohibition on consuming current from the main battery BP or supplying current to the main battery BP, in order to prevent the contactors (or switches) Kj of the isolation device DI from being placed in an open state under a current, which could damage them, and therefore to avoid a risk of electrocution of passengers, passers-by and emergency service or after-sales service personnel. This prohibition is implemented by electrically isolating the main battery BP. Then, the supervision computer CS requests the performance of an active discharge of the “high voltage” circuit of the vehicle V.

[0065] For example, the third duration d3 can be between 1 s and 3 s. As an illustrative example, the third duration d3 can be equal to 2 s. But other values ​​of the third duration d3 can be used.

[0066] In the example arrangement of the DI isolation device illustrated without limitation- tively in [Fig.2], the placement of the contactor (or switch) K1 or K2 or K3 in its open state causes an isolation of the main battery BP of the CV converter and electric prime mover MME. But in other arrangements (not shown) the isolation of the main battery BP of the CV converter could be independent of the isolation of the main battery BP of the electric prime mover MME.

[0067] It will also be noted that in sub-step 30 of step 10-60, when the vehicle V is in a phase of recharging its main battery BP, it is also possible to interrupt (the DC control device can trigger an interruption of) this recharging phase. This can be done by generating at least one new recharging current setpoint, lower than the previous recharging current setpoint. It will be noted that the new recharging current setpoint may possibly be zero, which immediately ends the recharging in progress. But this is not obligatory. Indeed, the stopping of the recharging can be done progressively by generating in a first time interval itl new successive recharging current setpoints, smaller and smaller, up to a zero recharging current setpoint.This option is intended to avoid having to subject the electrical components (or equipment) concerned to excessively high voltage gradients and current gradients which could damage them.

[0068] For example, the first time interval itl may be between 100 ms and 500 ms. As an illustrative example, the first time interval itl may be equal to 300 ms. But other values ​​of the first time interval itl may be used.

[0069] It will also be noted that in sub-step 30 of step 10-60, when the vehicle V is in a rolling phase with regenerative braking, it is also possible to interrupt (the DC control device can trigger an interruption of) the recovery of electrical braking energy to recharge the main battery BP. This can be done by generating at least one new electrical recovery power setpoint, lower than the previous electrical recovery power setpoint. It will be noted that the new electrical recovery power setpoint may possibly be zero, which immediately ends the current recharge. But this is not mandatory.In fact, the stopping of the recharging by recovery of electrical braking energy can be done progressively by the generation in a second time interval it2 of new successive electrical recovery power instructions, smaller and smaller, until a zero electrical recovery power instruction. This option is intended to avoid having to subject the electrical components (or equipment) concerned to excessively strong voltage gradients and current gradients which could damage them.

[0070] For example, the second time interval it2 can be between 1 s and 3 s. A As an illustrative example, the second time interval it2 can be equal to 2 s. But other values ​​of second time interval it2 can be used.

[0071] It will also be noted that step 10-60 may include a sub-step 60 in which one (the DC control device) may re-authorize the CV converter to supply the on-board network RB when the voltage ucb is lower than a third chosen threshold s3, strictly lower than the first threshold if, for a fourth chosen duration d4. When the main battery BP has also been isolated from the CV converter and / or from the electric motor MME, this isolation is stopped by replacing the isolation device DI in its completely closed (passing) state.

[0072] The value of the third threshold s3 can be chosen during the development phase of the vehicle V. This value depends mainly on the nominal average value of the voltage of the on-board network RB and the electrical architecture of the vehicle V. For example, when the nominal average value of the voltage of the on-board network RB is equal to 12 V, the value of the third threshold s3 can be between 20 V and 24 V. As an illustrative example, the value of the third threshold s3 can be equal to 22 V when the value of the first threshold si is equal to 24 V. But other values ​​of the third threshold s3 can be used.

[0073] Similarly, the value of the third duration d3 can be chosen during the development phase of the vehicle V. For example, when the nominal average value of the voltage of the on-board network RB is equal to 12 V, the value of the third duration d3 can be between 40 s and 80 s. As an illustrative example, the value of the third duration d3 can be equal to 60 s. But other values ​​of third duration d3 can be used.

[0074] It will be noted that when the recharging phase has been interrupted, it is again authorized by the DC control device in sub-step 60. Similarly, when the recovery of electrical braking energy to recharge the main battery BP has been interrupted, it is again authorized by the DC control device in sub-step 60.

[0075] It will also be noted that in sub-step 30 it is also possible to record (the DC control device can trigger the recording) in at least one memory of the vehicle V at least one fault code which is representative of a detected overvoltage problem. The recording of each fault code is useful to the personnel of an after-sales service which takes charge of the vehicle V.

[0076] For example, after each overvoltage detection, a first fault code can be stored in a memory (possibly dead) of the battery computer CB, and the supervision computer CS observing the storage of this first fault code can possibly in turn store a second fault code in a memory (possibly dead) that it includes.

[0077] It will also be noted, as illustrated non-limitingly in [Fig. 3], that the battery calculator CB (or the dedicated calculator of the DC control device) may also comprise a mass memory MM1, in particular for the temporary storage of the values ​​of the voltages ucb and any intermediate data involved in all its calculations and processing. Furthermore, this battery calculator CB (or the dedicated calculator of the DC control device) may also comprise an input interface IE for receiving at least the values ​​of the voltages ucb to use them in calculations or processing, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this CB battery calculator (or the dedicated calculator of the DC control device) can also include an IS output interface, in particular for delivering power supply prohibition orders, electrical isolation orders, messages containing new recharge current instructions, messages containing new electrical recovery power instructions, or messages containing fault codes.

[0078] 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 electrical power supply of the CV converter of the vehicle V.

Claims

Claims

1. Control method for a vehicle (V) comprising a main battery (BP) capable of electrically supplying a converter (CV) and an electric motor (MME) via an isolation device (DI) and in a manner supervised by a battery computer (CB) electrically supplied by an on-board network (RB), electrically supplied by said converter (CV), characterized in that it comprises a step (10-60) in which a voltage across the terminals of said battery computer (CB) is periodically determined, and, when said voltage is greater than at least a first threshold for a first chosen duration, said converter (CV) is prohibited from supplying said on-board network (RB).

2. Method according to claim 1, characterized in that in said step (10-60), when said voltage is greater than a second threshold, strictly greater than said first threshold, for a second chosen duration, strictly less than said first duration, said converter (CV) is prohibited from supplying said on-board network (RB) before said first duration has elapsed.

3. Method according to claim 1 or 2, characterized in that in said step (10-60), in addition to said prohibition, said main battery (BP) is isolated from said electric motor (MME) by means of said isolation device (DI).

4. Method according to one of claims 1 to 3, characterized in that in said step (10-60) said prohibition is obtained by isolating said main battery (BP) from said converter (CV) by means of said isolation device (DI).

5. Method according to claim 3 or 4, characterized in that in said step (10-60) said isolation is carried out after having received an isolation authorization from a supervision computer (CS) supervising in said vehicle (V) an operation of said electric motor (MME), or in the absence of receipt of said isolation authorization for a third chosen duration.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-60), when said vehicle (V) is in a phase of recharging said main battery (BP), said recharging phase is interrupted.

7. Method according to one of claims 1 to 6, characterized in that in said step (10-60) re-authorizes said converter (CV) to supply said on-board network (RB) when said voltage is lower than a third chosen threshold, strictly lower than said first threshold, for a fourth chosen duration.

8. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 7 for controlling, in a vehicle (V) comprising a main battery (BP) capable of electrically supplying a converter (CV) and an electric motor (MME) via an isolation device (DI) and in a manner supervised by a battery computer (CB) electrically supplied by an on-board network (RB), electrically supplied by said converter (CV), the electrical supply of said converter (CV).

9. Control device (DC) for a vehicle (V) comprising a main battery (BP) capable of electrically supplying a converter (CV) and an electric motor (MME) via an isolation device (DI) and in a manner supervised by a battery computer (CB) electrically supplied by an on-board network (RB), electrically supplied by said converter (CV), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting of periodically comparing a voltage at the terminals of said battery computer (CB) with at least a first threshold, and, when said voltage is greater than said first threshold for a first chosen duration, triggering a prohibition of said converter (CV) from supplying said on-board network (RB).

10. Vehicle (V) comprising a main battery (BP) capable of electrically supplying a converter (CV) and an electric motor (MME) via an isolation device (DI) and in a manner supervised by a battery computer (CB) electrically supplied by an on-board network (RB), electrically supplied by said converter (CV), characterized in that it further comprises a control device (DC) according to claim 9.

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