Managing the state of charge of a rechargeable battery in a hybrid vehicle, for cold starts

Abstract

A management process is implemented in a vehicle comprising a thermal engine producing engine torque, and an electric motor recovering torque from the vehicle to convert it into electrical energy for recharging a rechargeable battery with an estimated state of charge. This process includes a step (10-70) in which, upon recognition of a route followed by the vehicle to reach a known destination, and when the estimated state of charge is below a first threshold (or when the vehicle is less than a second threshold from the known destination), torque is recovered from the electric motor to recharge the battery until it has an estimated state of charge greater than or equal to a third chosen threshold, enabling a cold start by producing engine torque using only the electric motor. Figure 3

Description

Title of the invention: MANAGEMENT OF THE STATE OF CHARGE OF A RECHARGEABLE BATTERY OF A HYBRID GMP VEHICLE, FOR COLD STARTS Technical field of the invention

[0001] The invention relates to vehicles comprising a hybrid (thermal and electric) powertrain (or GMP), and more precisely to the management within such vehicles of the state of charge of the rechargeable battery which is associated with the electric motor. State of the art

[0002] Certain vehicles, generally land-based (and for example of the automobile type), comprise a transmission chain comprising a hybrid powertrain (or GMP), and therefore comprising at least one thermal motor and one electric motor capable of producing engine torques separately or together to move them.

[0003] The thermal engine produces combustion residues which feed an exhaust line generally equipped with a pollution control device capable of ensuring predefined (optimal) pollution control of at least part of these combustion residues when its internal temperature is above a threshold.

[0004] In certain GMPs, the electric motor is not only capable of providing engine torque when it is supplied with electrical energy by the associated rechargeable battery, but also of recovering torque in the vehicle's transmission chain and converting this recovered torque into electrical energy to recharge this rechargeable battery and therefore increase its state of charge.

[0005] When the rechargeable battery has a large electrical energy storage capacity, it is possible to use part of the electrical energy that it stores to power the electric motor so that it produces an engine torque allowing a cold start of the vehicle. This in fact makes it possible to avoid initially using the thermal motor even though the internal temperature of the pollution control device does not allow the combustion residues to be depolluted.

[0006] However, when the rechargeable battery has a small electrical energy storage capacity, as is the case for example when it is of the 48 V type, it very frequently happens that its state of charge is too low for the electrical energy it stores to be used for a cold start of the vehicle by means of the electric motor alone. Consequently, whenever such a situation occurs and we want to comply with the anti-pollution regulations in force, we are forced to wait until the internal temperature of the pollution control device has become high enough to depollute the combustion residues before starting the vehicle using the thermal engine. It will be understood that this can not only slightly delay the departure of the vehicle, but also be difficult to understand and therefore worrying for the vehicle users.

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

[0008] For this purpose, it proposes in particular a management method intended to be implemented in a vehicle comprising:

[0009] - a thermal motor machine capable of producing engine torque, and

[0010] - an electric motor capable of recovering torque in the vehicle and convert this recovered torque into electrical energy to recharge a rechargeable battery with an estimated state of charge.

[0011] This management method is characterized by the fact that it comprises a step in which, in the event of recognition of a route followed by the vehicle to reach a known destination, the estimated state of charge is analyzed, and, when the latter is less than a first threshold when the vehicle is at a distance from the known destination which is less than a second chosen threshold, torque is recovered with the electric motor to recharge the battery until it has an estimated state of charge greater than or equal to a third chosen threshold which is suitable for allowing a cold start of the vehicle by production of engine torque by the electric motor alone.

[0012] Thanks to the invention, the new estimated state of charge is now sufficient to allow, during the next use of the vehicle, a cold start by means of engine torque produced by the electric motor alone, which makes it possible not to delay the departure of the vehicle and not to worry the users of the vehicle.

[0013] The management method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0014] - in its step, the second threshold chosen can be between 300 meters and 800 meters;

[0015] - in its step the known destination can be previously chosen and recorded by a vehicle user;

[0016] - in its stage the route can be previously chosen and recorded by a user of the vehicle ;

[0017] - in its step the third threshold chosen can be between 20% and 50%;

[0018] - in its step it is also possible to trigger a heating of a device of de pollution forming part of an exhaust line coupled to the thermal engine and capable of ensuring predefined depollution of at least part of the combustion residues produced by the latter when an internal temperature is higher than a fourth threshold.

[0019] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a management method of the type presented above, in a vehicle comprising a thermal motor capable of producing engine torque, and an electric motor capable of recovering torque in the vehicle and converting this recovered torque into electrical energy to recharge a rechargeable battery and having an estimated state of charge, to manage this state of charge.

[0020] The invention also proposes a management device intended to equip a vehicle comprising:

[0021] - a thermal motor machine capable of producing engine torque, and

[0022] - an electric motor capable of recovering torque in the vehicle and convert this recovered torque into electrical energy to recharge a rechargeable battery with an estimated state of charge.

[0023] This management device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, in the event of recognition of a route followed by the vehicle to reach a known destination, in analyzing the estimated state of charge, and, when the latter is less than a first threshold when the vehicle is at a distance from the known destination less than a second chosen threshold, in triggering a recovery of torque with the electric motor to recharge the battery until it has an estimated state of charge greater than or equal to a third chosen threshold suitable for allowing a cold start of the vehicle by production of engine torque by the electric motor alone.

[0024] The invention also proposes a land vehicle, possibly of the automobile type, and comprising, on the one hand, a thermal motor machine capable of producing engine torque, and an electric motor machine capable of recovering torque in the vehicle and converting this recovered torque into electrical energy to recharge a rechargeable battery and having an estimated state of charge, and, on the other hand, a management device of the type presented above. Brief description of the figures

[0025] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0026] [Fig-1] schematically and functionally illustrates an example of the embodiment of a vehicle comprising a management device according to the invention and a hybrid GMP transmission chain and supervised by a supervision computer,

[0027] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervision calculator comprising an exemplary embodiment of a management device according to the invention, and

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

[0029] The invention aims in particular to propose a management method, and an associated DG management device, intended to enable management of the state of charge ecb of a rechargeable BP battery associated with an electric motor MM2 of a hybrid powertrain (or GMP) of a vehicle V.

[0030] In the following, it is considered, by way of non-limiting example, that the vehicle V is land-based and more precisely 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 in fact concerns any type of vehicle (land, sea (or river), or air) comprising a hybrid GMP transmission chain. Thus, it concerns utility vehicles, camper vans, minibuses, coaches, motorcycles, trucks, road machinery, construction machinery, agricultural machinery, and leisure machinery, for example.

[0031] [Fig.l] schematically shows a vehicle V comprising a hybrid GMP transmission chain (and therefore comprising at least one thermal motor MM1 and one electric motor MM2), a supervision computer CS, a service battery BS, a rechargeable battery BP, a converter CV, and a management device DG according to the invention.

[0032] The service battery BS is responsible for supplying electrical energy to the on-board network of the vehicle V, in addition to that supplied by the CV converter powered by the rechargeable battery BP via a main electrical circuit, and sometimes instead of this CV converter. For example, this service battery BS may be arranged in the form of a very low voltage type battery (typically 12 V or 24 V). It is rechargeable at least by the CV 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.

[0033] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0034] The main electrical circuit (or “high voltage” or “power”) is connected, on the one hand, to the rechargeable battery BP via an interface device, and, on the other hand, to electronic equipment, such as the CV converter and the MM2 electric motor. It can also possibly allow the BP rechargeable battery to be recharged by an external power source temporarily coupled to the vehicle V.

[0035] The transmission chain has a hybrid GMP and therefore comprises, in addition to its thermal motor MM1 and electric motor MM2, in particular, a motor shaft AM, a transmission shaft AT, first DC1 and second DC2 coupling devices, and a gearbox BV.

[0036] Here, the term “drive machine” means a machine arranged so as to provide engine torque to move the vehicle V, and to recover torque when it is electric.

[0037] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0038] The thermal engine MM1 is responsible, when supplied with fuel, for producing a first engine torque and supplying the latter to the engine shaft AM. It produces, in operation, combustion residues which supply an exhaust line LE coupled to it and provided with a pollution control device DD which is capable of ensuring predefined pollution control of at least part of these combustion residues produced when its internal temperature is higher than a (fourth) threshold s4. Consequently, for this pollution control device DD to operate at least correctly during a first use (“cold”), it must be heated (preferably to a temperature close to the fourth threshold s4), for example by means of a dedicated electrical circuit and / or the first combustion residues (exhaust gases) produced by the thermal engine MM1 operating at idle (without supplying a first engine torque).

[0039] Furthermore, this thermal motor MM1 (and more precisely the motor shaft AM) is capable of being coupled by the first coupling device DC1 to the primary shaft AP of the gearbox BV to provide it with the first engine torque produced.

[0040] The output shaft of the gearbox BV is coupled to the transmission shaft AT which is itself coupled to a first train T1 (here of wheels), preferably via a differential DI.

[0041] 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.

[0042] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0043] Also for example, the BV gearbox can be automated. Thus, it can, for example, be dual clutch (or DCT (“Dual Clutch Transmission”)). But this is not mandatory.

[0044] It will be noted that in the example illustrated non-limitingly in [Fig.l] the crankshaft of the thermal motor MM1 is also coupled to a belt, itself coupled to an alternator-starter AD which is supplied with electrical energy by the service battery BS (and which can also recharge the latter (BS)). Thus, the alternator-starter AD can supply torque to the belt, which can supply this torque to the crankshaft.

[0045] The electric motor MM2 is responsible, when it is supplied with electrical energy by the rechargeable battery BP, for producing a second engine torque. It is also responsible, when the thermal motor MM1 produces a first engine torque or in a regenerative braking phase, for recovering a regenerative torque cr in the transmission chain and for converting this recovered regenerative torque cr into a recharge current intended to recharge the rechargeable battery BP to increase its state of charge ecb.

[0046] Furthermore, this electric motor MM2 is, here and by way of purely illustrative example, suitable for being coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the gearbox BV to provide it with the second engine torque produced.

[0047] The operation of the electric motor MM2 is controlled by a machine computer CM, and supervised by the supervision computer CS. In particular, the machine computer CM is responsible for controlling the electric motor MM2 so that it recovers a regenerative torque cr defined by a setpoint cc.

[0048] The second coupling device DC2 can be placed in coupled and decoupled states, depending on a state instruction generated by the GMP supervision computer CS.

[0049] Furthermore, this second coupling device DC2 may, for example, comprise a cascade of pinions connecting the electric motor MM2 to the input of the gearbox BV (downstream of the first coupling device DC1).

[0050] The CV converter is also responsible, here, during the driving phases of the vehicle V for converting part of the electric current stored in the rechargeable battery BP to supply converted electric current to the on-board network and the service battery BS (to recharge it).

[0051] The rechargeable battery BP may, for example, comprise electrical energy storage cells, possibly electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type). Also for example, the rechargeable battery BP may be of the very low voltage type (typically 48 V for illustration purposes). But it could be low voltage type.

[0052] Furthermore, the operation of this rechargeable battery BP is controlled by a battery calculator CB, which is in particular responsible for estimating its state of charge ecb, preferably periodically. For example, this period may be between 1 second and 1 minute. As an illustrative example, the period may be equal to 30 seconds.

[0053] It will be noted that there is also in the vehicle V, permanently or temporarily, a navigation device DN making it possible to determine and provide the current geographical position of the vehicle V, as well as preferably to allow a user of the vehicle V to define at least one route between at least one departure point and a destination, and to store information representative of this route. Such a navigation device DN may equip the vehicle V or may be part of communication equipment used by a user of the vehicle V (such as for example a smart phone (or "smartphone")), or may be a device dedicated to navigation and accompanying a user of the vehicle V.

[0054] As mentioned above, the invention proposes in particular a management method intended to enable management of the state of charge ecb of the rechargeable battery BP of the vehicle V.

[0055] This (management) method can be implemented at least partially by the management device DG (illustrated at least partially in FIGS. 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 management device DG can therefore be produced in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it can be a microcontroller.

[0056] The memory MD is live in order to store instructions for the implementation by the processor PR1 of at least part of the management 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.

[0057] In the example illustrated non-limitingly in Figures 1 and 2, the management device DG is part of the supervision computer CS. But this is not obligatory. Indeed, the management device DG could comprise its own dedicated computer, which is then coupled to the supervision computer CS, or could be part of another computer of the vehicle V, such as for example the machine computer CM or the battery computer CB.

[0058] As illustrated non-limitingly in [Fig.3], the (management) method, according to the invention, comprises a step 10-70 which is implemented each time the vehicle V is in a rolling phase.

[0059] Step 10-70 of the method comprises a sub-step 30 in which, in the event of recognition of a route followed by the vehicle V to reach a known destination, the estimated state of charge ecb of the rechargeable battery BP is analyzed (for example the management device DG). This analysis consists of comparing the estimated state of charge ecb (in progress) with a first threshold if chosen.

[0060] If the estimated state of charge ecb is greater than or equal to the first threshold if when the vehicle V is at a distance from the known destination which is less than a second chosen threshold s2, then it is considered in a sub-step 40 of step 10-70 that this estimated state of charge ecb will be sufficient to allow a next cold start of the vehicle V by means of a second engine torque produced by the electric motor MM2 alone from the electrical energy stored in the rechargeable battery BP (and therefore without any input of first engine torque by the thermal motor MM1). The method then ends.

[0061] On the other hand, when the estimated state of charge ecb is lower than the first threshold si when the vehicle V is at a distance from the known destination which is lower than a second threshold s2 chosen, step 10-70 of the method comprises a sub-step 50 in which recuperative torque cr is recovered (for example the management device DG triggers a recovery of) with the electric motor MM2 to recharge the rechargeable battery BP. This recovery lasts until the rechargeable battery BP has an estimated state of charge ecb which is greater than or equal to a third threshold s3 chosen, suitable for allowing a cold start of the vehicle V by production of second engine torque by the electric motor MM2 alone.

[0062] For example, the management device DG can deliver, to the supervision computer CS, a message (or order) for recovery of regenerative torque cr specifying the desired increase in the state of charge ecb, and the supervision computer CS determines, as a function of this desired increase, for the machine computer CM, a setpoint cc defining the regenerative torque cr that the electric motor machine MM2 will have to recover in the transmission chain.

[0063] Thanks to this partial recharging of the rechargeable battery BP at least to the level of the third threshold s3 before reaching the known destination, the new estimated state of charge ecb is now sufficient to allow, during the next use of the vehicle V, after a stopping phase at the end of which the internal temperature of the pollution control device DD has become too low to allow correct pollution control of the combustion residues, a cold start of the vehicle V by means of a second engine torque produced by the single electric motor MM2 from the electrical energy stored in the rechargeable battery BP (and therefore without any supply of first engine torque by the thermal motor MM1). There is therefore no longer any need to wait until the internal temperature of the pollution control device DD has become sufficiently high to start the vehicle V, which means that the departure of the vehicle V is not delayed and the users of the vehicle V are not worried. In addition, there is no risk of pollution by combustion residues since the thermal motor MM1 is not used at the start of the vehicle V.

[0064] For example, and as illustrated non-limitingly in [Fig. 3], step 10-70 may comprise a sub-step 10 in which one (for example the management device DG) may periodically interrogate the navigation device DN in order to determine whether the vehicle V is following a known route to reach a known destination. If not (route followed unknown (or not selected by the driver of the vehicle V)), one (for example the management device DG) may return to perform sub-step 10. On the other hand, if yes (route followed known and making it possible to reach a known destination), one (for example the management device DG) performs sub-step 30 (analysis of the estimated state of charge ecb).

[0065] Also for example, and as illustrated non-limitingly in [Fig.3], step 10-70 may comprise, before sub-step 30, a sub-step 20 in which one (for example the management device DG) can compare the distance dvd separating the vehicle V from the known destination to the second threshold s2 chosen. It is recalled that the current position of the vehicle V and the geographical position of the known destination are known at all times to the navigation device DN, and therefore it is easy to determine the distance dvd which separates them.

[0066] If the distance dvd is strictly greater than the second threshold s2 (i.e. dvd > s2), then one (for example the management device DG) will perform sub-step 20 again when the next position of the vehicle V is available. It is in fact considered that it is too early to be concerned with the estimated state of charge ecb of the rechargeable battery BP.

[0067] On the other hand, if the distance dvd is less than or equal to the second threshold s2 (i.e. dvd < s2), then one (for example the management device DG) carries out sub-step 30 (analysis of the estimated state of charge ecb).

[0068] For example, in step 10-70, the second threshold s2 chosen may be between 300 meters and 800 meters. As an illustrative example, the second threshold s2 may be equal to 500 meters. But other values ​​of the second threshold s2 may be used. For example, the value of the second threshold s2 may be chosen during the development phase of the vehicle V.

[0069] Also for example, and as illustrated non-limitingly in [Fig.3], step 10-70 may comprise a sub-step 60 in which one (for example the device DG management device) can, as soon as the regenerative torque recovery phase cr has started, compare the estimated state of charge ecb to the third threshold s3 chosen. If the estimated state of charge ecb is strictly lower than the third threshold s3 (i.e. ecb < s3), then one (for example the DG management device) will perform sub-step 60 again when the next estimated state of charge ecb is available. On the other hand, if the estimated state of charge ecb is greater than or equal to the third threshold s3 (i.e. ecb > s3), then one (for example the DG management device) ends the regenerative torque recovery phase cr in a sub-step 70 of step 10-70, as illustrated non-limitingly in [Fig.3].

[0070] Also for example, in step 10-70, the known destination can be previously chosen and recorded by a user of the vehicle V (for example the driver). This choice of destination(s) can be made, for example, via the graphical interface of the navigation device DN, under the control of the management device DG. The recording of a destination can be done, for example, in the management device DG. But it could also be done in the navigation device DN. It will be noted that several known destinations can be chosen and recorded.

[0071] Also for example, in step 10-70, the route can be previously chosen and recorded by a user of the vehicle V (for example the driver). This choice of route(s) can be made, for example, via the graphical interface of the navigation device DN, under the control of the management device DG. The recording of a route can be done, for example, in the management device DG. But it could also be done in the navigation device DN. It will be noted that several known routes can be chosen and recorded.

[0072] Also for example, in step 10-70, the third threshold s3 chosen may be between 20% and 50%. As an illustrative example, the third threshold s3 may be equal to 30%. But other values ​​of the third threshold s3 may be used. For example, the value of the third threshold s3 may be chosen during the development phase of the vehicle V.

[0073] Note that the third threshold s3 can be equal to the first threshold if. But this is not an obligation. Indeed, they can be different.

[0074] Also for example, in sub-step 50 of step 10-70 one (for example the management device DG) can also trigger a heating of the pollution control device DD forming part of the exhaust line LE. This in fact makes it possible to quickly make the internal temperature of the pollution control device DD tend towards the fourth threshold s4, so that the thermal motor MM1 can start to provide a first engine torque, in place of the second engine torque temporarily provided by the electric motor MM2 at the start of the cold start.

[0075] It will also be noted, as illustrated non-limitingly in [Fig.2], that the callus supervision calculator CS (or the calculator of the management device DG) may also comprise a mass memory MEM, in particular for storing each estimated state of charge ecb, each possible known destination chosen and each possible known route chosen, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision calculator CS (or the calculator of the management device DG) may also comprise an input interface IE for receiving at least each estimated state of charge ecb, each possible known destination chosen and each possible known route chosen, 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 supervision calculator CS (or the calculator of the management device DG) can also include an output interface IS, in particular to deliver a message (or order) for recovery of recuperative torque cr, and a message (or order) for stopping recovery of recuperative torque cr.

[0076] 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 management method described above to manage the state of charge ecb of the rechargeable battery BP of the vehicle V.

Claims

Claims

1. Management method for a vehicle (V) comprising i) a thermal motor (MM1) capable of producing engine torque, and ii) an electric motor (MM2) capable of recovering torque in said vehicle (V) and converting this recovered torque into electrical energy to recharge a rechargeable battery (BP) having an estimated state of charge, characterized in that it comprises a step (10-70) in which, in the event of recognition of a route followed by said vehicle (V) to reach a known destination, said estimated state of charge is analyzed, and, when the latter is less than a first threshold when said vehicle (V) is at a distance from said known destination less than a second chosen threshold,torque is recovered with said electric motor (MM2) to recharge said battery (BP) until it has an estimated state of charge greater than or equal to a third threshold chosen to allow a cold start of said vehicle (V) by production of engine torque by the electric motor (MM2) alone.,

2. Method according to claim 1, characterized in that in said step (10-70) said second chosen threshold is between 300 meters and 800 meters.

3. Method according to claim 1 or 2, characterized in that in said step (10-70) said known destination is previously chosen and recorded by a user of said vehicle (V).

4. Method according to one of claims 1 to 3, characterized in that in said step (10-70) said route is previously chosen and recorded by a user of said vehicle (V).

5. Method according to one of claims 1 to 4, characterized in that in said step (10-70) said third chosen threshold is between 20% and 50%.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-70) a heating of a pollution control device (DD) forming part of an exhaust line (LE) coupled to said thermal engine (MM1) and capable of ensuring a predefined pollution control of at least part of the combustion residues produced by the latter (MM1) when an internal temperature is higher than a fourth threshold is also triggered.

7. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the management method according to one of claims 1 to 6, in a vehicle (V) comprising i) a thermal motor machine (MM1) capable of producing engine torque, and ii) an electric motor machine (MM2) capable of recovering torque in said vehicle (V) and converting this recovered torque into electrical energy to recharge a rechargeable battery (BP) having an estimated state of charge, to manage said state of charge.

8. Management device (DG) for a vehicle (V) comprising i) a thermal motor (MM1) capable of producing engine torque, and ii) an electric motor (MM2) capable of recovering torque in said vehicle (V) and converting this recovered torque into electrical energy to recharge a rechargeable battery (BP) having an estimated state of charge, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, in the event of recognition of a route followed by said vehicle (V) to reach a known destination, in analyzing said estimated state of charge, and, when the latter is less than a first threshold when said vehicle (V) is at a distance from said known destination less than a second chosen threshold,to trigger a torque recovery with said electric motor (MM2) to recharge said battery (BP) until it has an estimated state of charge greater than or equal to a third threshold chosen to allow a cold start of said vehicle (V) by production of engine torque by the electric motor (MM2) alone.,

9. Vehicle (V) comprising i) a thermal motor (MM1) capable of producing engine torque, and ii) an electric motor (MM2) capable of recovering torque in said vehicle (V) and converting this recovered torque into electrical energy to recharge a rechargeable battery (BP) having an estimated state of charge, characterized in that it further comprises a management device (DG) according to claim 8.

10. Vehicle (V) according to claim 9, characterized in that it is of the automobile type.

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