CHECK OF A VEHICLE'S AUXILIARY BATTERY TO PREVENT A FAULT FROM BEING REPORTED

Abstract

A control method is implemented for a vehicle comprising a rechargeable auxiliary battery, suitable for testing to determine its internal resistance and minimum voltage, and suitable for supplying electrical power to at least one safety-critical electrical device. This method includes a step (10-80) in which, after each test, it is determined whether the determined internal resistance and minimum voltage correspond to an uncertain state of the auxiliary battery in which it is uncertain whether it is capable of sufficiently powering this electrical device for it to function correctly, and, if so, if the uncertain state has been determined successively N times, with N ≥ 2, a message is generated suggesting that the auxiliary battery be fully recharged with a charger external to the vehicle, and this generated message is provided to the driver. Figure 3

Description

Title of the invention: CONTROL OF A VEHICLE'S AUXILIARY BATTERY TO PREVENT FAULT SIGNALING Technical field of the invention

[0001] The invention relates to vehicles comprising at least one safety electrical equipment powered by electrical energy from a rechargeable auxiliary battery, and more specifically to the control of a state of such an auxiliary battery to prevent the signaling of a fault (or failure) of the latter. State of the art

[0002] Certain vehicles, possibly of the automobile type, include a rechargeable service battery designed to supply electrical energy, via an on-board network, to electrical equipment and at least one communication network (possibly multiplexed) to which at least one of these electrical equipment is coupled.

[0003] In what follows and what precedes, "on-board network" means an electrical power supply network to which electrical (or electronic) equipment (or components) consuming electrical energy are electrically connected and which are "non-priority" for some of them and "safety" (and therefore priority) for others.

[0004] Furthermore, in the following and preceding text, "safety equipment (or component)" means equipment (or component) that performs at least one function deemed "safety-related" because it concerns the safety of the passengers of a vehicle, and therefore must be supplied with electrical energy as a priority. This is the case, for example, with electric power steering or an electric braking system (service brake, emergency brake, braking assistance system or traction control, for example).

[0005] The auxiliary battery is usually responsible for supplying electrical power to the on-board network at least during each wake-up of the vehicle (after a standby phase), and each start-up of the vehicle's powertrain (or powertrain).

[0006] When the powertrain is hybrid or all-electric, the vehicle usually includes an electrical power generator primarily responsible for supplying the electrical power level to the relevant safety-critical components at any given time, but also, in parallel, for supplying the electrical power level necessary for the operation of other non-safety-critical components in use at that time. If the electrical power generator is unable to supply the electrical power necessary for all the electrical components concerned at the moment considered, the auxiliary battery is responsible for providing additional electrical power to prevent a collapse of the voltage at the terminals of the on-board network and therefore to prevent a safety electrical component from being unable to function correctly (i.e. with a sufficient level of performance), which could endanger the passengers of the vehicle and / or the vehicle itself and / or people located in the vicinity of this vehicle.

[0007] To verify the auxiliary battery's ability to meet safety requirements, tests are performed in certain vehicles during driving phases. These tests generally consist of applying one or more successive current draws to the auxiliary battery to determine parameters such as at least its internal resistance and minimum voltage. These determined internal resistance and minimum voltage values ​​correspond to a state of the auxiliary battery, which can be positive, negative, or uncertain. In a positive state, it is certain that the auxiliary battery is capable of sufficiently powering the safety electrical equipment for it to function correctly. In a negative state, it is certain that the auxiliary battery is unable to sufficiently power the safety electrical equipment for it to function correctly.In this uncertain state, it is uncertain whether the auxiliary battery is capable of sufficiently powering the safety electrical equipment for it to function correctly.

[0008] When the auxiliary battery is in a negative state, an alarm message is generated in the vehicle, for the driver, asking him to stop the vehicle as quickly as possible because of the danger it represents.

[0009] When the auxiliary battery is found M times in an uncertain state (for example with M = 6), the risk that this represents is no longer tolerated, and therefore an alert message is generated in the vehicle, for the benefit of its driver, indicating the detection of a fault (or failure) and requiring a check of the vehicle by a professional, which is penalizing for the driver and can harm the image of the vehicle manufacturer.

[0010] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0011] In particular, it proposes for this purpose a control method intended to be implemented for a vehicle comprising a rechargeable auxiliary battery, suitable for being subjected to a test intended to determine its internal resistance and minimum voltage, and suitable for supplying electrical energy to at least one safety electrical equipment.

[0012] This control method is characterized in that it includes a step in which, after each test, it is determined whether the internal resistance and minimum voltage are determined correspond to an uncertain state of the service battery in which it is uncertain whether it is capable of sufficiently powering the safety electrical equipment for it to function properly, and, if so, if the uncertain state has been determined successively N times, with N > 2, a message is generated suggesting that the service battery be fully recharged with a charger external to the vehicle, and this generated message is provided to a driver of the vehicle.

[0013] Thanks to the invention, it is now possible to suggest to the driver a recharge of the auxiliary battery before an alert message indicating a fault requiring a vehicle check is provided to him, and thus to avoid penalizing the driver by a visit to an after-sales service.

[0014] The control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0015] - in its step, the number N can be equal to M - P, with P > 1 and M equal to one total number of successively determined uncertain states for which another message is generated requesting a vehicle check for the driver;

[0016] - in the presence of the first option, in its step, M can be between 5 and 10, and P can be between 1 and 3;

[0017] - in its step, after each test, representative information can be collected of a reliability of the determined internal resistance and minimum voltage, and it can be determined that the latter correspond to the uncertain state when this collected information indicates that the determined internal resistance and minimum voltage are reliable;

[0018] - in its step, in the event of determination of the uncertain state, one can increment from a unit a value representing a number of successively determined uncertain states, then, if this incremented value is equal to N, the message can be generated;

[0019] - in the presence of the last option, in its stage, when the vehicle includes a using a wireless communication module, this wireless communication module can be used to transmit the incremented value to a chosen server. In this case, the chosen server can determine if this incremented value is equal to N and, if so, can generate the message and then transmit this generated message to the wireless communication module and / or to a mobile communication device of the driver;

[0020] - also in the presence of the last option, in its stage, when the resistance internal and minimum voltage determined correspond to a certain state of the service battery in which it is certain that it is capable of sufficiently powering the safety electrical equipment for it to function correctly, the value can be set to zero.

[0021] The invention also proposes a computer program product comprising a instruction set which, when executed by processing means, is suitable for implementing a control method of the type presented above, for a vehicle comprising a rechargeable auxiliary battery, suitable for being the subject of a test intended to determine its internal resistance and minimum voltage, and suitable for supplying electrical energy to at least one safety electrical equipment, to check a state of the auxiliary battery to prevent a fault (or failure) signal.

[0022] The invention also proposes a control device intended to equip at least partially a vehicle comprising a rechargeable auxiliary battery, suitable for testing to determine its internal resistance and minimum voltage, and suitable for supplying electrical energy to at least one safety electrical equipment.

[0023] This control device is characterized in that it comprises at least one processor and at least one memory arranged to perform the operations consisting, after each test, of determining whether the determined internal resistance and minimum voltage correspond to an uncertain state of the auxiliary battery in which it is uncertain whether it is capable of sufficiently powering the safety electrical equipment for it to function correctly, and, if so, if the uncertain state has been determined successively N times, with N > 2, of triggering the generation of a message suggesting that the auxiliary battery be fully recharged with a charger external to the vehicle, and of triggering the provision of this generated message to a driver of the vehicle.

[0024] The invention also proposes a vehicle, possibly of the automobile type, comprising, on the one hand, a rechargeable auxiliary battery, suitable for testing to determine its internal resistance and minimum voltage, and suitable for supplying electrical energy to at least one safety electrical equipment, and, on the other hand, at least part of a control device of the type presented above. Brief description of the figures

[0025] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0026] [Fig-1] schematically and functionally illustrates an example of the realization of a vehicle comprising a first part of a control device according to the invention, an on-board network, a service battery associated with a first supervisory computer, a test device, and an all-electric powertrain associated with a second supervisory computer, and

[0027] [Fig.2] schematically and functionally illustrates an example of the realization of a first supervisory calculator including an example of the implementation of a first part of a control device according to the invention, and

[0028] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0029] The invention aims in particular to provide a control method, and an associated DC control device, intended to allow control of a state eb of the service battery BS of a vehicle V in order to prevent a signal of a fault (or failure) of this service battery BS.

[0030] In what follows, vehicle V is considered, by way of non-limiting example, to be an automobile. For example, it is a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of vehicle. It relates to any type of vehicle comprising a rechargeable auxiliary battery capable of supplying electrical power, via an on-board network, to electrical equipment (at least one of which is safety-critical). Thus, it relates to land vehicles (commercial vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road maintenance vehicles, construction equipment, agricultural machinery, recreational vehicles (snowmobiles, go-karts), tracked vehicles, trains and trams, for example), aircraft, and boats.

[0031] Furthermore, in what follows, by way of non-limiting example, vehicle V is considered to comprise a powertrain (or PWM) of the all-electric type (and therefore whose propulsion is provided exclusively by at least one electric drive unit). However, the PWM could be of the hybrid type (and in this case it comprises at least one internal combustion engine and at least one electric drive unit) or of the purely internal combustion type.

[0032] A vehicle V comprising a service battery BS associated with a first supervisory computer CS1, a transmission chain with an all-electric GMP (and therefore with an electric motor machine MME) and associated with a second supervisory computer CS2, a test device DT, an on-board network RB, an electrical power generator GE, a communication module via radio waves MC, and a first part PI of a control device DC according to the invention (a second part P2 of the latter (DC) being here installed in a chosen remote server SC).

[0033] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) EES and EENS are coupled, which consume electrical energy. Among this electrical (or electronic) equipment (or components), at least one (EENS) is "non-priority" and at least one other (EES) is "safety" (and therefore priority).

[0034] The MC wave communication module is responsible for communications of vehicle V with remote communication equipment (or possibly temporarily present in vehicle V).

[0035] The auxiliary battery BS is responsible for supplying electrical power to the vehicle's electrical system RB, supplementing that supplied by the electric power generator GE (when powered by a rechargeable battery BP), and sometimes replacing this electric power generator GE (in particular, each time the vehicle V is woken up (after a standby phase) and each time the powertrain is started). For example, this auxiliary battery BS can be configured as a very low voltage type battery (typically 12 V, 24 V, or 48 V). It is rechargeable at least by the electric power generator GE (when powered by a rechargeable battery BP connected to the electric drive unit MME). For the purposes of this non-limiting example, the auxiliary battery BS is assumed to be a 12 V lithium-ion type.

[0036] It should be noted that several parameters of this service battery BS can be determined or estimated by the first supervisory computer CS1 which is associated with this service battery BS. Among these parameters, we can mention in particular the state of charge, the internal temperature, the internal resistance ri, and the minimum voltage umin.

[0037] The internal resistance ri and minimum voltage umin can be determined during tests performed by the test device DT. These tests are intended to verify the capacity of the service battery BS to meet the safety requirements of at least one safety electrical equipment (EES) during driving phases. For example, each test may consist of applying one or more successive current draws to the service battery BS to determine its internal resistance ri and minimum voltage umin. These values ​​(ri and umin) correspond to a state eb of the service battery BS, which can be either positive (certain), negative (certain), or uncertain. In the positive state, it is certain that the service battery BS is capable of sufficiently powering at least one safety electrical equipment (EES) for it to function correctly.In the negative state, it is certain that the service battery BS is unable to sufficiently power at least one safety electrical equipment (EES) for it to function correctly. In the uncertain state, it is uncertain whether the service battery BS is capable of sufficiently powering at least one safety electrical equipment (EES) for it to function correctly.

[0038] The electrical power generator (EPG) is here coupled to the rechargeable battery BP, the on-board electrical network RB, and the service battery BS. It is, for example, a direct current / direct current (DC / DC) converter. The electrical power generator (EPG) is responsible for converting a portion of the electrical current stored in the rechargeable battery BP to supply converted electrical current to the on-board electrical network RB and the service battery BS (to recharge it). It should be noted that this generator GE electric power generator can also, possibly, allow the charging (at least in direct current) of the BP rechargeable battery by an external power source (or charger) temporarily coupled to a vehicle charging connector V.

[0039] It should also be noted, although it does not appear on [Fig.1], that the electrical power generator GE can be part of an internal charger also comprising a computer responsible, at least, for controlling the charging of the rechargeable battery BP.

[0040] The transmission chain has a powertrain which, in this case, is all-electric and therefore includes, in particular, an electric drive machine MME, a drive shaft AM, and a transmission shaft AT. Here, "electric drive machine" means an electric machine arranged to provide torque to move the vehicle V when supplied with electrical energy, and possibly to recover torque in the transmission chain.

[0041] The operation of the transmission chain (and therefore of the GMP) is supervised by the second supervisory computer CS2.

[0042] The electric drive machine MME (here an electric motor) is here coupled to the rechargeable battery BP in order to be supplied with electrical energy, as well as possibly to supply this rechargeable battery BP with electrical energy, for example during a regenerative braking phase.

[0043] Furthermore, this electric drive machine MME is coupled to the motor shaft AM to supply it with torque by rotational drive. This motor shaft AM is here coupled to a reduction gear RD which is also coupled to the transmission shaft AT, itself coupled to a first set of wheels Tl, preferably via a differential DV.

[0044] This first train Tl is located here in the front part PVV of the vehicle V. But in a variant this first train Tl could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

[0045] The rechargeable battery BP, which here powers the electric drive machine MME, constitutes a main (or traction) battery. It may, for example, include electrical energy storage cells, possibly electrochemical (e.g., lithium-ion (or Li-ion), Ni-MH, or Ni-Cd). Also, for example, the rechargeable battery BP may be of the low-voltage type (typically 450 V, for illustrative purposes). But it could also be of the medium-voltage or high-voltage type.

[0046] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the vehicle V also includes a distribution box BD to which are coupled the auxiliary battery BS, the electric power generator GE, the test device DT, and the on-board network RB. This distribution box BD is responsible for distributing the electrical energy stored in the auxiliary battery BS or produced by the electric power generator GE into the on-board network RB to power the components (or equipment). Electrical systems EES and EENS are connected to the RB on-board network based on power requests received (notably from the second CS2 supervisory computer associated with the powertrain). Furthermore, the BD distribution unit also includes a CG management computer responsible for managing the connections between equipment (or components or devices) that are connected to it.

[0047] As mentioned above, the invention proposes in particular a control method intended to allow control of the state eb of the service battery BS in order to prevent a signal of a fault (or failure) of the latter (BS).

[0048] This (control) method can be implemented at least partially by the DC control device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DCP), and at least one MD memory. This DC control device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0049] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the control process. The PR1 processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0050] In the example illustrated, but not limited to, in Figures 1 and 2, a first PI part of the DC control device is part of the first supervisory computer CS1 (a second P2 part of this DC control device is installed here in a chosen remote server SC). However, this is not mandatory. Indeed, at least the first PI part of the DC control device could comprise its own dedicated computer, which is then coupled to the first supervisory computer CS1, or it could be part of another computer embedded in the vehicle V and performing at least one other function, for example. Furthermore, as will be seen later, the DC control device could be entirely part of the first supervisory computer CS1 (and in this case, it does not need to include first PI and second P2 parts).

[0051] As illustrated non-limitingly in [Fig.3], the (control) method according to the invention includes a step 10-80 which is implemented each time the vehicle V is in a driving phase and the test device DT has just performed a test which has enabled the first supervisory computer CS1 to determine the internal resistance ri and minimum voltage umin of the auxiliary battery BS.

[0052] Step 10-80 of the process includes a substep 20 in which, after each test, it is determined whether the internal resistance ri and minimum voltage umin just determined correspond to an uncertain state of the service battery BS.

[0053] If the determined internal resistance ri and minimum voltage umin correspond to a certain state (positive state or negative state) of the service battery BS, the process ends in a substep 30.

[0054] On the other hand, if the determined internal resistance ri and minimum voltage umin correspond to the uncertain state of the service battery BS (and therefore in the affirmative), and if the uncertain state has been determined successively N times, with N > 2, step 10-80 of the method includes a substep 70 in which a (for example the DC control device triggers the generation of a) message (of suggestion) is generated suggesting that the service battery BS be fully recharged with a charger (or power source) external to the vehicle V.

[0055] If the uncertain state has just been determined but this uncertain state has been determined successively a number of times less than N, the process ends in substep 30.

[0056] When the suggestion message has been generated, step 10-80 of the process includes a substep 80 in which this (for example the DC control device triggers the provision of the) generated message is provided to the driver of vehicle V.

[0057] Thus, it is now possible to suggest to the driver that the auxiliary battery BS be recharged before a warning message indicating a fault (or malfunction) requiring vehicle V to be checked is displayed. This avoids penalizing the driver with a visit to a service center and damaging the image of the vehicle V manufacturer.

[0058] It is considered that the occurrence of an uncertain state diagnosis eb of the auxiliary battery BS is most often linked to a low state of charge of the latter (BS), and therefore that it is preferable to suggest a preventive recharge of such a nature as to possibly stop this occurrence rather than waiting for an alert message requiring a vehicle check V to be generated and provided to the driver.

[0059] For example, the determination of the state of the service battery BS can be done by determining the area of ​​a stored map (and comprising three areas associated respectively with the positive state, negative state and uncertain state) to which belongs the pair having the determined internal resistance ri and minimum voltage umin.

[0060] For example, in step 10-80 the number N can be equal to M - P, with P > 1 and M equal to a total number of successively determined uncertain states for which another (alert) message is generated requiring a check of vehicle V at des- driver's destination.

[0061] As indicated in the introductory part, the first CS1 supervisory computer has a function which, when the auxiliary battery BS is found M times in an uncertain state, triggers the generation in the vehicle V, for the driver, of an alert message indicating the detection of a fault (or failure) and requiring the vehicle V to be checked by a professional.

[0062] For example, in step 10-80, the number M can be between 5 and 10. As an illustrative example, the number M can be equal to 6. But other values ​​of this number M can be used. For example, the value of this number M can be chosen during the vehicle development phase V.

[0063] Also, for example, in step 10-80 the number P can be between 1 and 3. As an illustrative example, the number P can be equal to 2. But other values ​​of this number P can be used. For example, the value of this number P can be chosen during the vehicle development phase V.

[0064] It will be understood that when M = 6 and P = 2, we have N = 4, and therefore after four successive determinations of the uncertain state the suggestion message is generated in substep 70.

[0065] Also, for example, and as illustrated non-limitingly in [Fig. 3], step 10-80 may include a substep 10 in which, after each test, one may begin by collecting (for example, the DC control device may begin by triggering the collection of) information if which is representative of the reliability of the determined internal resistance ri and minimum voltage umin. For example, this information if may be collected from the first supervisory computer CS1.

[0066] In this case, in substep 20, on (for example, the DC control device) can determine that the determined internal resistance ri and minimum voltage umin correspond to the uncertain state when the collected information if indicates that they (ri and umin) are reliable. For example, if the collected information if indicates that the determined internal resistance ri and minimum voltage umin are not reliable, the latter are rejected, and if the collected information if indicates that the reliability of the determined internal resistance ri and minimum voltage umin is uncertain, the latter can be replaced by those previously received (provided that they were reliable), and these previous internal resistance ri and minimum voltage umin are then used to determine the state of the service battery BS.

[0067] This last option is intended to avoid taking into account an uncertain state even though the parameters (ri and umin) which characterize it are not reliable.

[0068] Also, for example, and as illustrated non-limitingly in [Fig. 3], step 10-80 may include a substep 40 in which, in the event of determination of In substep 20, the uncertain state can be incremented by one unit (e.g., by the DC control device) into a value vei that represents the number of successively determined uncertain states. In this case, step 10-80 can include a substep 50 in which the newly incremented value vei can be compared to the number N.

[0069] If the incremented value vei is less than the number N, the process ends in substep 20.

[0070] On the other hand, if the incremented value vei is equal to the number N, the suggestion message is generated (for example, the DC control device triggers the generation of the) in substep 70.

[0071] At least two embodiments of the process can be envisaged.

[0072] In a first embodiment illustrated non-limitingly in [Fig. 3], step 10-80 may include a substep 60 situated between substeps 50 and 70, in which the MC wave communication module (for example, the DC control device may trigger the use of the MC wave communication module) can be used to transmit the incremented value vei to a selected server SC. In this case, the selected server SC is responsible for determining whether this incremented value vei is equal to N and for deciding whether or not to generate the suggestion message, and thus for performing substeps 50 to 70. If this generation is decided upon and performed in substep 70, the selected server SC transmits the generated suggestion message in substep 80 to the MC wave communication module and / or to a mobile communication device of the driver.

[0073] When the message is transmitted to the communication module via radio waves, the latter (MC) can, for example, transmit it to the central unit of vehicle V for display on its screen and / or playback through at least one loudspeaker of vehicle V. The message can be text and / or audio. The driver's mobile communication equipment can, for example, be a smartphone that allows the transmitted message to be displayed on its screen and / or played through its loudspeaker.

[0074] It will be understood that the transmissions are made by means of waves via at least one wireless communication network of an operator to which the MC wave communication module can be connected.

[0075] This first embodiment requires, as illustrated non-limitingly in [Fig. 1], that the DC control device comprise first PI and second P2 parts. The first PI part is installed in the vehicle V, for example in the first supervisory computer CS1, and is responsible for triggering each possible collection of the reliability information if, performing each determination of the status of the auxiliary battery BS and each possible increment of the value vei, and de The second part, P2, is installed in the chosen server SC and is responsible for at least comparing the incremented value vei to the number N, and for triggering the generation of a possible suggestion message and its delivery to the driver (via radio transmission). The second part, P2, is installed in the chosen server SC and is responsible for generating a suggestion message and providing it to the driver (via radio transmission).

[0076] In a second embodiment (not illustrated), the DC control device is fully integrated into the vehicle V (for example in the first supervisory computer CS1) and is therefore responsible for triggering each possible collection of the reliability information if, for performing each determination of the state of the auxiliary battery BS and each possible increment of the value vei, for comparing each incremented value vei to the number N, and for triggering the generation of a possible suggestion message and the communication of this possible suggestion message to the central instrument cluster of the vehicle V and / or to the driver's mobile communication equipment.

[0077] It will be noted that in step 10-80, when the determined internal resistance ri and minimum voltage umin correspond to a certain (positive) state of the service battery BS (in which it is certain that it is capable of sufficiently supplying at least one electrical equipment EES for it to function correctly), one (for example the DC control device) can set the value vei to zero in substep 30. It will be understood that there is an interruption in the occurrence of the uncertain state, and therefore it is considered that the counting of uncertain states must be restarted from zero.

[0078] It should also be noted, as illustrated but not limited to [Fig. 2], that the first supervisory computer CS1 (or the computer of the DC control device) may also include a mass memory MM1, in particular for temporarily storing the determined internal resistance ri and minimum voltage umin, as well as any intermediate data involved in all its calculations and processing. Furthermore, this first supervisory computer CS1 (or the computer of the DC control device) may also include an input interface IE for receiving at least the determined internal resistance ri and minimum voltage umin, for use 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 first CS1 supervisory computer (or the (a) computer of the DC control device) may also include an IS output interface, notably to deliver a message from. suggestion or triggering of suggestion message (when it includes the entire DC control device) or a message (or command) to transmit the incremented value vei (when it only includes the first part PI of the DC control device).

[0079] Although not shown in Figures 1 and 2, when the DC control device includes a second part P2, this latter P2 may be part of another computer on the selected server SC or may comprise its own other computer installed on the selected server SC. In this case, this other computer may also include mass storage similar to MM1, an input interface similar to IE, a digital signal processor similar to PR2, and an output interface similar to IS.

[0080] 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 type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for implementing the control method described above to control for the vehicle V the state eb of its auxiliary battery BS in order to prevent a fault (or failure) signal.

Claims

Claims

1. Control method for a vehicle (V) comprising a rechargeable service battery (BS), suitable for being the subject of a test intended to determine its internal resistance and minimum voltage, and suitable for supplying electrical energy to at least one piece of safe electrical equipment (EES), characterized in that it comprises a step (10-80) in which, after each test, it is determined whether said determined internal resistance and minimum voltage correspond to an uncertain state of said service battery (BS) in which it is uncertain that it is capable of sufficiently supplying said electrical equipment (EES) for it to function correctly, and, if so, if said uncertain state has been determined successively N times, with N > 2, a message is generated suggesting completely recharging said service battery (BS) with a charger external to said vehicle (V), and this generated message is provided to a driver of said vehicle (V).

2. Method according to claim 1, characterized in that in said step (10-80) N is equal to M - P, with P > 1 and M equal to a total number of uncertain states determined successively for which another message is generated requesting a verification of said vehicle (V) intended for said driver.

3. Method according to claim 2, characterized in that in said step (10-80) M is between 5 and 10, and P is between 1 and 3.

4. Method according to one of claims 1 to 3, characterized in that in said step (10-80), after each test, information representative of a reliability of said determined internal resistance and minimum voltage is collected, and it is determined that the latter correspond to said uncertain state when said collected information indicates that said determined internal resistance and minimum voltage are reliable.

5. Method according to one of claims 1 to 4, characterized in that in said step (10-80) in the event of determination of said uncertain state, a value representative of a number of successively determined uncertain states is incremented by one unit, then, if this incremented value is equal to N, said message is generated.

6. Method according to claim 5, characterized in that in said step (10-80), when said vehicle (V) comprises a radio communication module (MC), said radio communication module (MC) is used to transmit to a selected server (SC) said incremented value, and said selected server (SC) determines whether this incremented value is equal to N and, if so, generates said message and then transmits this generated message to said over-the-air communication module (MC) and / or to mobile communication equipment of said driver.

7. Method according to claim 5 or 6, characterized in that in said step (10-80), when said determined internal resistance and minimum voltage correspond to a certain state of said service battery (BS) in which it is certain that it is capable of supplying sufficient power to said electrical equipment (EES) for it to function correctly, said value is set to zero.

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 a vehicle (V) comprising a rechargeable service battery (BS), capable of being the subject of a test intended to determine its internal resistance and minimum voltage, and capable of supplying electrical energy to at least one piece of safe electrical equipment (EES), to control a state of said service battery (BS) to prevent a fault signal.

9. Control device (DC) suitable for equipping at least partially a vehicle (V) comprising a rechargeable service battery (BS), suitable for being the subject of a test intended to determine its internal resistance and minimum voltage, and suitable for supplying electrical energy to at least one piece of safe electrical equipment (EES), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, after each test, in determining whether said determined internal resistance and minimum voltage correspond to an uncertain state of said service battery (BS) in which it is uncertain that it is capable of sufficiently supplying said electrical equipment (EES) for it to function correctly, and, if so, whether said uncertain state has been determined successively N times, with N > 2,to trigger a generation of a message suggesting to fully recharge said service battery (BS) with a charger external to said vehicle (V), and to trigger a provision of this generated message to a driver of said vehicle (V).,

10. Vehicle (V) comprising a rechargeable service battery (BS), suitable for being the subject of a test intended to determine its internal resistance and minimum voltage, and suitable for supplying electrical energy to at least one piece of safe electrical equipment (EES), characterized in that it further comprises at least part of a control device (DC) according to claim 9.

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