VEHICLE TRACTION BATTERY ISOLATION SYSTEM USING A TWO-LEVEL SEVERITY SHOCK SIGNAL

Abstract

An electric or hybrid motor vehicle comprising a traction battery (1) equipped with a battery management computer (3) and a crash detection system (2), the motor vehicle comprising an isolation switch (4) and a pyrotechnically tripped fuse (5), activatable by the battery management computer and capable of electrically isolating the battery from the rest of the vehicle, a wired electrical link (6) between the crash detection system and the battery management computer, configured so that the crash detection system transmits to the battery management computer at least one piece of information concerning the occurrence of a crash, characterized in that the wired electrical link is configured to transmit at least two distinct levels of crash severity. Figure from the abstract: Fig. 1

Description

Title of the invention: VEHICLE TRACTION BATTERY ISOLATION SYSTEM USING A SIGNAL SHOCK AT TWO LEVELS OF SEVERITY

[0001] The invention relates to the field of traction battery insulation systems in an electric or hybrid vehicle.

[0002] Such an isolation system can be used, for example, in the case of protecting occupants or responders following an accident suffered by the vehicle. Such an isolation system makes it possible to avoid delivering and circulating electrical power in circumstances which make this problematic either for the equipment or for the personnel involved.

[0003] In this type of insulation system, one or more reversible insulation components may be provided, such as, for example, one or more power relays, and at least one non-reversible insulation component may also be provided, namely, for example, a pyrotechnic trigger fuse or a thermal trigger fuse.

[0004] In an electrically powered / tracted motor vehicle, there is a traction battery which is designed to store a significant amount of electrical energy in electrochemical form. The traction battery is an electrical energy storage device, more concisely called an 'electric battery' or even a 'battery', and a 'battery pack' when including the mechanical protection and electrical protection components which will be discussed in this document.

[0005] Regarding the quantity of energy stored in the battery pack, in practice we are talking about several tens of kWh. A 100% electric vehicle battery has an energy storage capacity typically between 50 kWh and 100 kWh, depending on the target autonomy, the weight and the consumption of said vehicle, and a little less for a plug-in hybrid vehicle.

[0006] The most common traction batteries on electric vehicles are batteries based on Lithium-Ion type electrochemistry. A battery pack is generally made up of several modules connected together in a series configuration, each module itself comprising a plurality of unit electrochemical cells, arranged in series and / or in parallel.

[0007] The battery pack has a fairly high voltage at its terminals, in practice greater than 100 volts, most often between 200 volts and 600 volts. Voltages greater than 600 volts are also not excluded.

[0008] As a result, the voltage of this type of battery extends beyond the range of very low voltage (VLV) and it is necessary to take precautions, there are indeed regulatory protection requirements, in particular with regard to possible contacts induced by an action of an operator (e.g. an emergency responder) either with bare hands or using a tool, or any other unwanted contact following a mechanical shock suffered.

[0009] The inventors sought to optimize the overall behavior of the system and in particular the isolation measures which are implemented respectively according to the circumstances and in particular in the case of simple impacts, minor accidents, or more serious accidents. The inventors sought to adapt the response provided according to the severity of the impact, with the aim also of minimizing the costs of repairing or putting back into service a vehicle having suffered moderate damage.

[0010] To achieve this objective, the invention proposes in its broadest sense an electric or hybrid motor vehicle, comprising a traction battery equipped with a battery management computer and a shock detection system, the motor vehicle comprising an isolation contactor and a pyrotechnic trigger fuse, activatable by the battery management computer and capable of electrically isolating the battery from the rest of the vehicle, a wired electrical connection between the shock detection system and the battery management computer, configured so that the shock detection system transmits to the battery management computer at least one item of information concerning the occurrence of a shock, characterized in that the wired electrical connection is configured to transmit at least two distinct levels of shock severity.

[0011] It should be understood that the isolating contactor is of the reversible type, it can be selectively controlled in the closed state or in the open state. Conversely, the pyrotechnic trigger fuse has an irreversible operation, i.e. when activated it causes the opening of an electrical circuit without the possibility of closing this electrical circuit.

[0012] The term "isolation contactor" is formed in practice by at least one power relay which can be selectively controlled by an electrical signal, in a reversible manner.

[0013] Thanks to the provisions promoted above, when the battery management computer receives information of a mild shock, it selectively controls the isolation contactor to the open state without triggering the pyrotechnic fuse. But, if the battery management computer receives information of a severe shock, then it controls the firing of the pyrotechnic device, namely it triggers the pyrotechnic fuse irreversibly.

[0014] As a result, when a mild shock occurs, electrical isolation is ensured by opening at least one relay involved, and restarting the traction battery system only requires re-closing the isolation contactor, i.e. the relay(s), without repair with exchange of parts in the battery pack.

[0015] In contrast, upon the occurrence of a severe shock, the pyrotechnic trigger fuse is activated, which opens the high-voltage power circuit, even in the event that the relay would not have had the capacity to open the power circuit. Under these conditions, it is necessary to intervene inside the battery pack and replace the pyrotechnic fuse to restore the battery pack to operating condition.

[0016] It should be noted that replacing the pyrotechnic trigger fuse requires removing and opening the battery pack, which is a long and costly maintenance operation, hence the importance of only triggering the pyrotechnic fuse appropriately and in a manner consistent with the condition of the vehicle.

[0017] Under the expression "capable of isolating", it should be understood that the isolation contactor or the pyrotechnic trigger fuse can interrupt either one of the power lines connecting the battery pack to the rest of the vehicle (current isolation) or both power lines connecting the battery pack to the rest of the vehicle (voltage isolation).

[0018] The term “rest of the vehicle” means all components of the vehicle other than the battery.

[0019] According to an advantageous option, the information concerning the occurrence of a shock is carried by a pulse width modulated signal on the wired electrical connection, with a pulse width representative of the severity of the shock suffered.

[0020] Such a signal is simple to transmit and decode and has good reliability, not being subject to the vagaries of disturbances on the edge voltage. The pulse width in the active state changes according to the information which is transmitted on the pulse width modulation line.

[0021] In a typical embodiment, 'pulse' means an activation at a level close to ground on the side of the transmitting member, namely here the shock detection system. On the other side, on the receiver side, a polarization resistor connected to a reference voltage and a voltage reading line allow reliable reading of an image of the information transmitted by the transmitter.

[0022] According to one embodiment, there is provided, as possible signals, a first pattern with a first pulse width corresponding to a shock of a severity lower than a predetermined threshold and a second pattern with a second pulse width corresponding to a shock of a severity higher than the predetermined threshold.

[0023] Whereby, the battery management computer can take the relevant actions corresponding to the aforementioned shock severity information. In practice, it only triggers the pyrotechnic fuse if it receives a signal with the second pattern with the appropriate pulse width.

[0024] In alternative embodiments, it could be provided as a 3rd pattern with a 3rd pulse width, a 4th pattern, etc.

[0025] In other embodiments, several usable patterns can encode the nature of the impact suffered by the vehicle. Thus, not only can the severity level of the impact be transmitted, but also the nature of the impact (frontal impact, side impact, rear impact) suffered by the vehicle can be transmitted in addition.

[0026] According to one embodiment, the signal with the respective pattern corresponding to an impact is transmitted immediately from the impact detection system to the battery management computer. Under these conditions, the interruption of the supply of electrical voltage / power by the battery can be achieved within a few tens of milliseconds following the impact suffered by the vehicle. This minimizes the electrical risks in the event of an impact.

[0027] According to one embodiment, it may be provided that the isolation contactor is configured to isolate both the positive terminal and the negative terminal from the battery, and that the isolation contactor is formed by two separate relays.

[0028] If two separate relays are used, one for the positive line and one for the negative line, the commands of these two relays can be offset in time.

[0029] According to one embodiment, the impact detection system is part of a passive safety system for protecting the occupants. Such a passive safety system for protecting the occupants is commonly called an airbag system or airbag system. Such a passive safety system comprises one or more acceleration and / or deceleration sensors and is capable of quickly and accurately determining the intensity of the impact suffered and its nature (frontal impact, side impact, rear impact, rollover, etc.).

[0030] Depending on the knowledge of the impact suffered, the passive safety system can determine the severity of the impact in relation to a predetermined threshold, in particular with regard to estimated damage to the vehicle or a risk of electrical short circuit resulting from the estimated damage.

[0031] According to one embodiment, in addition to the wired connection, a digital message is provided, transmitted on a multiplexed bus, emitted by the shock detection system and received by the battery management computer. The digital message in question provides information redundancy; in a theoretical case where the wired connection could not fulfill its function, the digital message can lead to the planned isolation measures when it is received by the battery management computer.

[0032] The multiplexed bus in question may typically be a CAN network. In typical configurations, the message may pass through a third-party computer such as a messaging gateway between CAN networks. In one variant, the battery management computer and the shock detection system exchange directly on a common CAN network.

[0033] According to one embodiment, the wired electrical connection transmits, in nominal operation without shock, a signal characteristic of a state of good operation, which allows periodic diagnosis of the line.

[0034] As a result, periodic monitoring of the wired electrical connection is carried out. Thus, any possible lack of continuity of the electrical connection can be detected and notified to the driver and / or the fleet manager in order to encourage ad hoc repairs as quickly as possible.

[0035] According to one embodiment, a thermal trigger fuse, i.e. a conventional fuse, is further provided, either on the positive power line or on the negative power line.

[0036] Said conventional fuse is arranged on one of the power lines (positive or negative) and completes the protection to be triggered in the event of a small shock but which causes a short circuit in the high voltage network of the vehicle. The thermal fuse can blow while the pyrotechnic trigger fuse has not been triggered.

[0037] According to one embodiment, the isolation contactor is configured to interrupt the positive power line and the negative power line, while the pyrotechnic trigger fuse is configured to interrupt the positive power line or the negative power line.

[0038] The pyrotechnic trigger fuse provides current isolation, the isolation contactor provides voltage isolation. This combination has good economic relevance, with a reasonable cost price for the functions considered.

[0039] Furthermore, the present invention also relates to a control method in an electric or hybrid motor vehicle, comprising a traction battery equipped with a battery management computer and a shock detection system, the motor vehicle comprising an isolating contactor and a pyrotechnic trigger fuse, capable of electrically isolating the battery from the rest of the vehicle, a wired electrical connection between the shock detection system and the battery management computer, the method comprising: - a step of detecting a shock by the shock detection system; a step of determining a severity of the shock by the shock detection system, from among at least two severity levels, said two levels being separated by a predetermined threshold; - a step of transmitting (without delay) shock information to the battery management computer, the shock information being representative of the severity of the shock; - a step of opening the isolation contactor by the battery management computer, if the shock information received is representative of a shock of severity lower than the predetermined threshold, - a step of triggering the pyrotechnic fuse by the battery management computer, if the shock information received is representative of a shock of severity greater than the predetermined threshold.

[0040] According to one embodiment, the isolation contactor and the pyrotechnic trigger fuse can each be activated by the battery management computer.

[0041] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: - [Fig.l] schematically illustrates an electrical diagram of a part of an electric or hybrid vehicle in which the present invention is implemented artwork ; - [Fig.2] schematically illustrates an example of the wired electrical connection involved; - [Fig.3] schematically illustrates an example of a timing diagram in the case of normal operation with a pulse width modulated signal on the electrical connection; - [Fig.4] schematically illustrates an example of a timing diagram in the case of occurrence of a shock with a pulse width modulated signal on the line, with larger pulse widths representative of a shock event; - [Fig.5] schematically illustrates another example of a timing diagram in the case of occurrence of a shock.

[0042] In the various figures, the same references designate identical or similar elements. For reasons of clarity of the description, certain elements are not necessarily represented to scale.

[0043] As visible in the figures, the electric or hybrid vehicle (not shown) comprises a battery pack generally marked 10.

[0044] The battery pack 10 comprises a battery itself denoted 1, a battery management computer 3, commonly referred to in English as BMS (Battery Management System). As known per se, the battery 1 is composed of an assembly of modules, for example assembled in series configuration. Each module comprises a plurality of unit cells, whether cylindrical in shape or prismatic in shape as known.

[0045] The battery management computer 3 is connected to a plurality of temperature sensors arranged in the modules that make up the battery via conductors 80 that connect the battery 1 to the computer 3. It should be noted that the interface between the battery and the battery management computer can be more complete and more complex, with additional functions not detailed here.

[0046] The battery pack 10 further comprises an isolation contactor 4 and a pyrotechnic trigger fuse 5.

[0047] The isolation switch 4 and the pyrotechnic fuse 5 are capable of electrically isolating the battery from the rest of the vehicle as will be seen below.

[0048] The isolation contactor 4 and the pyrotechnic fuse 5 can be activated by the battery management computer 3, but they could also be activated by a computer having other functional content, either a small dedicated computer or a general safety computer.

[0049] The battery pack 10 delivers as output a positive power line marked 71 and a negative power line marked 72. The electrical conductors forming these power lines and conveying the currents delivered by the battery may be metal bus bars or cables of large cross-section. As already mentioned in the introduction, the voltage between the two power lines is established at several hundred volts, for example 400 volts in a typical example.

[0050] The vehicle's electrical system comprises a high-voltage network marked 7, which supplies in particular the inverter(s) of the electric traction motors as well as a DC / DC converter which makes it possible to supply in cascade a second low-voltage on-board network marked 8, here for example a 12-volt network.

[0051] In addition, a conventional thermally triggered fuse 75 is provided, here arranged on the positive power line 71. It is understood that this fuse could be positioned on the negative power line 72. The rating of this thermal fuse 75 is several hundred amperes, for example 500 amperes.

[0052] Concerning the isolation contactor 4, in the example illustrated it is formed by two separate relays. A first relay RL1 is installed on the positive power line 71. A second relay RL2 is installed on the negative power line 72. These relays are power relays, their contacts support a permanent current of several hundred amperes, and up to 1500 amperes at peak. These power relays have a nominal breaking capacity of at least several hundred amperes under load, and more than 1000 amperes at least once.

[0053] When the two relays RL1, RL2 are open, there is no longer any voltage on the downstream power lines, marked 71a and 72a in [Fig.l]. Under this condition, a possible electrical risk linked to high voltage in the rest of the vehicle is avoided.

[0054] In a variant not shown in the figures, it would not be excluded to use a single relay with double isolated contacts to simultaneously interrupt the positive power line and the negative power line.

[0055] The pyrotechnic trigger fuse 5 comprises a metal conductor (e.g. a bus bar) having a smaller cross-sectional area at the location where a knife pushed by a piston strikes in the event of activation of the trigger. The pyrotechnic trigger fuse 5 comprises a pyrotechnic charge, for example powder, which can be ignited by an igniter activated by a small amount of electrical energy and which pushes the piston carrying the knife. A two-conductor connection marked 83 allows the battery management computer 3 to ignite the pyrotechnic charge when the time comes.

[0056] Any other implementation of a pyrotechnic trigger fuse may also be suitable for implementing the present invention.

[0057] Although the pyrotechnic trigger fuse has been shown on the positive power line 71, alternatively it could quite easily be installed on the negative power line 72 with the same functions and advantages.

[0058] The electrical and electronic system of the vehicle further comprises a shock detection system which, in the example illustrated, is a passive safety system 2 intended for the protection of occupants known per se.

[0059] More generally, the proposed invention operates with any crash detection system, whether or not there are airbags or seat belt pretensioners.

[0060] The shock detection system comprises one or more accelerometer-type sensors 26 and a computer 20 which acquires and filters the information provided by the accelerometer sensors.

[0061] Advantageously according to the present invention, the shock detection system 2 transmits to the battery management computer 3 non-binary information concerning the occurrence of a shock suffered by the vehicle.

[0062] For this purpose, a wired electrical connection marked 6 is provided specifically connecting the shock detection system and the battery management computer, as illustrated in Figures 1 and 2. The wired electrical connection marked 6 is also called a communication line in the context of this document.

[0063] It is further provided that the battery management computer 3 and the shock detection system 2 can communicate via a multiplexed network, for example a CAN type network.

[0064] In the illustrated example, the battery management computer 3 is connected to a first CAN network 16, and the shock detection system is connected to a second CAN network 17, the first and second CAN networks being connected together by a computer acting as a bridge / gateway marked 18, which may be the general computer for controlling the body functions (Body Controller) or a computer for managing the powertrain (with or without a thermal engine).

[0065] The transmission of messages on the CAN multiplexed network can suffer from a few milliseconds or tens of milliseconds of latency time. This is why this communication channel is only used as a redundancy to the direct communication channel via the specific electrical wire link 6.

[0066] A digital message 14 indicating the violence and nature of the shock is produced by the shock detection system and transmitted to the battery management system 3 via the multiplexed bus.

[0067] Turning to [Fig.2], for the specific wired connection, a control transistor 21 is provided in the shock detection system to pull the communication line 6 to ground or to a voltage close to ground. Furthermore, provision may be made for the local microcontroller 29 to read back the voltage prevailing on the communication line via the readback line 22.

[0068] On the side of the battery management computer 3, the line is connected to a stabilized reference voltage Vref (eg 5 volts) via a bias resistor 31 otherwise called a pull-up resistor. A diode 32 can optionally be provided in series with the bias resistor 31, to avoid any possible intrusion of voltage or current towards the local reference voltage Vref.

[0069] The microcontroller 30 of the battery management computer 3 reads the voltage Uid prevailing on the communication line via a reread branch 34.

[0070] A foot resistor 35 having a value much higher than RL can be optionally provided. Likewise, on the shock detection system side, a foot resistor 24 having a value much higher than RL can be optionally provided. The wired electrical connection 6 is single-wire.

[0071] As illustrated in [Fig.2], an anti-interference filtering capacitor with a low value capacity, for example a few tens of picofarads, may be provided as close as possible to the connection pin on the transmitter side and / or on the receiver side.

[0072] The wired electrical connection 6 is configured to transmit at least two distinct levels of shock severity, which explains the name communication line.

[0073] The information concerning the occurrence of a shock is carried by a pulse width modulated signal on the wired electrical connection, with a pulse width representative of the severity of the shock suffered.

[0074] A 'pulse' here is an activation at a level close to ground on the shock detection system side via transistor 21. When transistor 21 is released, communication line 6 returns to the high state due to the biasing through resistance 31.

[0075] The operation of the line will now be explained as well as its use, with the explanation of certain characteristic signals.

[0076] First of all, the operation of the line includes a diagnostic pattern which is emitted periodically, outside of shock situations, as soon as the shock detection system is powered up. This diagnostic pattern is illustrated in [Fig. 3]. This pattern allows the receiver, therefore here the battery management computer 3, to ensure the good continuity of the line and the fact that a shock detection system is effectively monitoring the line.

[0077] A pulse of duration t1 is emitted at a periodicity defined by the period t2, this being repeated as long as the shock detection system is powered and there is no shock.

[0078] The duration t2 which defines the period of the diagnostic pattern may in an example be equal to one second. The duration t1 of the diagnostic pulse may for example be chosen at 25 milliseconds.4

[0079] In Figures 4, 5 and 6, the low electrical level is noted VL. A low level V1 is interpreted for a voltage ranging from 0 volts to 1 volt. The high electrical level is noted V2. A high level V2 is interpreted for a voltage ranging from 3.5 V to 5 volts.

[0080] To indicate the occurrence of a shock, a first pattern M1 is provided with a first pulse width corresponding to a shock of a severity lower than a predetermined threshold. This is illustrated in [Fig.4].

[0081] A second pattern M2 is provided with a second pulse width corresponding to a shock of a severity greater than the predetermined threshold.

[0082] The first pulse width is of duration t5 which in the illustrated example is 40 milliseconds. The second pulse width is of duration t4 which in the illustrated example is 70 milliseconds. Any other duration greater than 25 ms may be suitable for notifying the occurrence of a shock. Similarly, the duration of the diagnostic pulse could be shorter.

[0083] At the start of the shock notification pattern, a high-state header is provided, with a duration t3. The duration t3 can be between 10 ms and 20 ms.

[0084] It is not excluded to have first a small shock with an indication of a shock of low severity on the communication line (first pattern M1) then a few tens or hundreds of milliseconds later to have another more significant shock with an indication of a shock of greater severity on the communication line (second pattern M2).

[0085] In this double sequence, the opening of the pyrotechnic fuse makes it possible to prevent the battery management computer 3 from mistakenly resetting the isolation contactor 4 which was opened in response to the first shock.

[0086] It should be noted, in view of the durations t3, t4 and t5, that the response time for opening the relays or triggering the pyrotechnic fuse remains close to or below a hundred milliseconds, which is a very short reaction time.

[0087] Through the multiplexed message channel, the response time is a little longer but it can be redundant in the case where the communication line has not allowed correct operation.

[0088] The shock detection system comprises a process for filtering the raw acceleration information, this process is by block 27 in figures 4 and 5; it precedes the instant i0 of start of transmission of the shock notification.

[0089] The instant il denotes the end of the header of the shock notification pattern. The instant il follows the instant iO of the duration t3.

[0090] The instant i2 denotes the end of the pulse of predefined width, of duration t4 or t5 depending on the severity of the notified shock.

[0091] The instant i3 denotes the moment of activation of the relays or the pyrotechnic fuse 5 by the battery management computer which follows the instant i2 of the duration t6. The duration t6 can be for example between 10 ms and 30 ms.

[0092] In the particular case illustrated in [Fig.5], the shock occurs while a diagnostic pulse is being transmitted. In this case, the computer 20 of the shock detection system 2 waits for the end of the transmission of the pulse of duration t1 before starting the transmission of the pattern (here the 2nd pattern M2). In other words, the instant i0 is shifted to the end of the diagnostic pulse. Thus, the diagnostic function is not disturbed by the transmission of the pattern indicative of the shock.

[0093] It should be noted that the order of the following components on the power line is indifferent: pyrotechnic fuse, thermal fuse, relay contact of the isolation contactor. In the example illustrated, from the battery downstream, we find the thermal fuse then the pyrotechnic fuse then the relay contact. Other orders are also possible.

[0094] It should be noted that the positive power line or the negative power line can be equipped with a current sensor, for example in this case a shunt across which a voltage drop is measured.

[0095] The threshold for distinguishing between a low severity shock threshold and a more severe shock may be a composite threshold taking into account several parameters, in particular accelerations in several directions and the distribution of acceleration intensities among the different accelerometer sensors 26.

[0096] The battery management computer 3 and the computer 20 of the shock detection system are both powered by the low voltage network 8 to 12 volts.

Claims

Claims

1. Electric or hybrid motor vehicle, comprising a traction battery (1) equipped with a battery management computer (3) and a shock detection system (2), the motor vehicle comprising an isolation contactor (4) and a pyrotechnic trigger fuse (5), activatable by the battery management computer and capable of electrically isolating the battery from the rest of the vehicle, a wired electrical connection (6) between the shock detection system and the battery management computer, configured so that the shock detection system transmits to the battery management computer at least one item of information concerning the occurrence of a shock, characterized in that the wired electrical connection is configured to transmit at least two distinct levels of shock severity.

2. Motor vehicle according to claim 1, characterized in that the information concerning the occurrence of an impact is carried by a pulse width modulated signal on the wired electrical connection, with a pulse width representative of the severity of the impact suffered.

3. Motor vehicle according to claim 2, characterized in that there are provided, as possible signals, a first pattern (M1) with a first pulse width corresponding to a shock of a severity lower than a predetermined threshold and a second pattern (M2) with a second pulse width corresponding to a shock of a severity higher than the predetermined threshold.

4. Motor vehicle according to any one of claims 1 to 2, characterized in that the isolation contactor (4) is configured to isolate both the positive terminal and the negative terminal from the battery, and the isolation contactor is formed by two separate relays (RL1, RL2).

5. Motor vehicle according to any one of claims 1 to 4, characterized in that the impact detection system (2) is part of a passive safety system for protecting the occupants.

6. Motor vehicle according to any one of claims 1 to 5, characterized in that, in addition to the wired connection, a digital message is provided transmitted on a multiplexed bus, emitted by the shock detection system (2) and received by the battery management computer.

7. Motor vehicle according to any one of claims 1 to 6, characterized in that the wired electrical connection (6) transmits, in nominal operation without shock, a signal characteristic of a state of good operation, which allows periodic diagnosis of the line.

8. Motor vehicle according to any one of claims 1 to 7, characterized in that a thermally triggered fuse is further provided, either on the positive power line or on the negative power line.

9. A motor vehicle according to any one of claims 1 to 3, characterized in that the isolating contactor is configured to interrupt the positive power line and the negative power line, while the pyrotechnic trigger fuse is configured to interrupt the positive power line or the negative power line.

10. Control method in an electric or hybrid motor vehicle, comprising a traction battery (1) equipped with a battery management computer (3) and a shock detection system (2), the motor vehicle comprising an isolating contactor (4) and a pyrotechnic trigger fuse (5), capable of electrically isolating the battery from the rest of the vehicle, a wired electrical connection (6) between the shock detection system and the battery management computer, the method comprising: - a step of detecting a shock by the shock detection system; a step of determining a severity of the shock by the shock detection system, from among at least two severity levels, said two levels being separated by a predetermined threshold; - a step of transmitting shock information to the battery management computer, the shock information being representative of the severity of the shock;- a step of opening the isolation contactor by the battery management computer, if the shock information received is representative of a shock of severity lower than the predetermined threshold, - a step of triggering the pyrotechnic fuse by the battery management computer, if the shock information received is representative of a shock of severity higher than the predetermined threshold.;

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