Charging control device for an electric vehicle and two charging coupling elements

Abstract

A control device (CD) is fitted to a vehicle (V) comprising an electric power unit (PU) coupled to a main battery (MB), rechargeable via a main electrical circuit (MIC), and first (EC1) and second (EC2) coupling elements coupled to the main electrical circuit (MIC) and each designed to allow connection to an external power source during charging of the main battery (MB). This control device (CD) is interposed between the first (EC1) and second (EC2) coupling elements and the main electrical circuit (MIC) and is arranged, in the event of simultaneous connection of the first (EC1) and second (EC2) coupling elements to two external power sources, to decouple the second coupling element (EC2) from the main electrical circuit (MIC) so that the main battery (MB) is charged only via the first coupling element (EC1). Figure 1

Description

Title of the invention: CHARGING CONTROL DEVICE FOR AN ELECTRIC DRIVE VEHICLE AND TWO CHARGING COUPLING ELEMENTS Technical field of the invention

[0001] The invention relates to vehicles comprising a powertrain with an electric motor associated with a rechargeable main battery, and more precisely to the recharging of such main batteries by external power sources. State of the art

[0002] Certain vehicles, possibly land-based (and for example of the automobile type), include:

[0003] - a powertrain (or GMP) comprising at least one driving machine electric and coupled to a main battery, rechargeable, via a main electrical circuit, and

[0004] - first and second coupling elements coupled to the main electrical circuit and each capable of allowing coupling to an external power source when recharging the main battery.

[0005] By way of example, the first coupling element may be a first charging connector fixedly installed on the vehicle and accessible via a first hatch, coupled to equipment of the vehicle involved in the charging (such as for example an internal charger), and capable of being temporarily coupled to a first external electrical power source via a first attached charging cable. Also by way of example, the second coupling element may be a second charging connector fitted to the free end of a second charging cable, having another end permanently connected to the aforementioned equipment and housed in an internal housing of the vehicle, capable of being temporarily connected to a second external electrical power source, and accessible with its second charging cable via a second hatch.For example, this second charging cable may be of the spiral type when housed in its internal housing and therefore not in use, so that it can be extended for the purpose of connecting its second charging connector to a second external power source.

[0006] Such an arrangement is advantageous because it allows the main battery of the vehicle to be recharged in the absence of the first charging cable. However, it may happen that the vehicle ends up with its first and second coupling elements if simultaneously coupled to two external power sources. Such a situation (double charging coupling) is potentially dangerous because it can cause overheating that could damage electrical wires and / or vehicle equipment involved in charging, or even start a fire.

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

[0008] For this purpose, it proposes in particular a control device intended to equip a vehicle comprising:

[0009] - an electric motor coupled to a main, rechargeable battery, via a main electrical circuit, and

[0010] - first and second coupling elements coupled to the main electrical circuit and each capable of allowing coupling to an external power source when recharging the main battery.

[0011] This control device is characterized by the fact that it is capable of being interposed at least in part between the first and second coupling elements and the main electrical circuit, and arranged, in the event of simultaneous coupling of the first and second coupling elements to two external electrical power sources, to decouple the second coupling element from the main electrical circuit so that the main battery is recharged only via the first coupling element.

[0012] Thanks to the invention, only the external electrical power source temporarily coupled to the first coupling element ensures the recharging of the main battery, which advantageously makes it possible to avoid overheating.

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

[0014] - in the presence of first and second coupling elements each comprising a first coupling point connected to a pilot control line, in which a pilot control signal circulates in the event of coupling to an external electrical power source, it may comprise a detection circuit capable of being coupled to these pilot control lines and, in the event of detection of the pilot control signal associated with the first coupling element, of decoupling the pilot control line associated with the second coupling element to prevent recharging via the latter;

[0015] - in the presence of the first option, the detection circuit can be arranged to allow a default coupling of the control pilot line associated with the second coupling element in the absence of a control pilot signal associated with the first coupling element;

[0016] - in the presence of first and second coupling elements each comprising, a first part, a second coupling point connected to a proximity line, in which circulates, in the event of coupling to an external power supply source, a proximity pilot signal representative of a type of recharging provided by the external power supply source concerned, on the one hand, a third coupling point connected to a neutral line, in which circulates, in the event of coupling to an external power supply source, a neutral signal, and, on the other hand, at least a fourth coupling point connected to a phase line, in which circulates, in the event of coupling to an external power supply source, a phase signal, the detection circuit can be arranged to decouple the proximity line and neutral line and each phase line, associated with the second coupling element, in the event of simultaneous coupling of the first and second coupling elements to two external power sources;

[0017] - in the presence of the first and second options, the detection circuit can be arranged to allow default coupling of the proximity line and neutral line and of each phase line, associated with the second coupling element, in the absence of a pilot control signal associated with the first coupling element;

[0018] - it may include its own control member, in the event of actuation by a user of the vehicle during recharging via the second coupling element coupled to an external electrical power source, to trigger an interruption of this recharging in progress with a view to decoupling the second coupling element from this external electrical power source;

[0019] - in the presence of the first and third options, the detection circuit can be arranged, after interruption of the current recharge, to decouple the pilot control line associated with the second coupling element, in order to allow decoupling of the second coupling element from the external electrical power source concerned;

[0020] - in the presence of the third option or the last sub-option, the organ of command may be suitable for being operated by the user after unlocking the vehicle.

[0021] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0022] - an electric motor coupled to a main, rechargeable battery, via a main electrical circuit,

[0023] - first and second coupling elements coupled to the main electrical circuit and each capable of allowing coupling to an external power source when recharging the main battery, and

[0024] - a control device of the type presented above.

[0025] For example, the first coupling element may be a first charging connector fixed and coupled to the control device, and the second coupling element may be chosen from a second charging connector, equipping a free end of a charging cable connected to the control device, and a secondary induction charging circuit.

[0026] Also for example, the control member can be installed near the first coupling element. Brief description of the figures

[0027] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0028] [Fig.l] schematically and functionally illustrates an exemplary embodiment of a vehicle comprising an electric GMP associated with a main battery, first and second coupling elements, and a control device according to the invention, and

[0029] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a control device according to the invention, coupled to first and second coupling elements adapted to single-phase, and placed in a default state. Detailed description of the invention

[0030] The invention aims in particular to propose a DC control device intended to equip a vehicle V, comprising at least one electric motor MME associated with a main battery BP rechargeable via first EC1 and second EC2 coupling (recharging) elements, and making it possible to control the use of these first EC1 and second EC2 coupling (recharging) elements.

[0031] In the following, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of vehicle. It in fact concerns any type of vehicle (land, sea (or river) or air) comprising a powertrain (or GMP) with an electric motor, a main battery capable of supplying electrical energy to this electric motor, and first and second coupling (recharging) elements.

[0032] [Fig.l] schematically shows a vehicle V comprising a GMP transmission chain with an electric motor MME, a service battery BS, a main battery BP, a CV converter, first EC1 and second EC2 coupling elements (for recharging), and a control device according to the invention.

[0033] It will be noted that in the example illustrated non-limitingly in [Fig.l] the GMP is of the all-electric type and only comprises one electric MME motor. But the invention also relates to vehicles with hybrid GMP and therefore comprising at least one electric motor (associated with a main battery) and at least one non-electric motor (and for example thermal).

[0034] The operation of the GMP is supervised by a CS supervision computer.

[0035] The service battery BS is responsible for supplying electrical energy to an on-board network RB of the vehicle V, in addition to that supplied by the converter CV powered by the main (or power) battery BP via a main electrical circuit CEP, and sometimes instead of this converter CV. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the converter CV. It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

[0036] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0037] The main electrical circuit (or "high voltage" or "power") CEP is connected, on the one hand, to the main battery BP via an interface device, and, on the other hand, to electronic equipment, such as for example the CV converter and the MME prime mover. It also allows the main battery BP to be recharged by a first or second external power source temporarily coupled to the vehicle V via the first EC1 or second EC2 coupling element.

[0038] The transmission chain has a GMP which is, here, purely electric and therefore which comprises, in particular, in addition to its (electric) driving machine MME, a motor shaft AM, and a transmission shaft AT. Here, the term "electric driving machine" means an electric machine arranged so as to provide torque to move the vehicle V, as well as possibly to recover recuperative torque.

[0039] The prime mover MME (here an electric motor) is coupled to the main battery BP via the main electrical circuit CEP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy, for example during a regenerative braking phase. It is coupled to the motor shaft AM, to provide it with torque by rotational drive. This motor shaft AM is here coupled to a reducer RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential DV.

[0040] 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.

[0041] The CV converter is, for example, of the DC / DC type (“Direct Current / Direct Current”). It is therefore responsible for converting a direct current from a first voltage to a second voltage.

[0042] This CV converter is also responsible, here, during the driving phases of the vehicle V for converting part of the electric current stored in the main battery BP to supply converted electrical current to the on-board network RB and the service battery BS (for recharging it). It is also, here, electrically coupled, via the main electrical circuit CEP and part of the DC control device, to the first EC1 and second EC2 coupling elements used during recharging of the main battery BP.

[0043] It will be noted, as illustrated non-limitingly in [Fig.l], that the CV converter can be part of an internal charger CH also comprising a CA computer responsible, at least, for controlling the recharges of the main battery BP.

[0044] The main battery (or power or traction 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 main battery BP may be of the low voltage type (typically 450 V for illustration purposes). But it could be of the medium voltage or high voltage type.

[0045] The first EC1 and second EC2 coupling elements are coupled to the main electrical circuit CEP and are each capable of allowing coupling to an external electrical power source when recharging the main battery BP.

[0046] For example, and as illustrated non-limitingly in [Fig.l], the first coupling element EC1 may be a first fixed charging connector capable of being temporarily coupled to a first external electrical power source via a first attached charging cable. For example, it may be fixedly installed on the vehicle V while being accessible via a first hatch (not illustrated) of the vehicle V, and is coupled to the DC control device via lines of a multi-strand (or multi-line) cable.

[0047] Also for example, and as illustrated non-limitingly in [Fig.l], the second coupling element EC2 may be a second charging connector which equips the free end of a second charging cable CR comprising another end permanently connected to the control device DC. This second coupling element EC2 (here a second charging connector) is suitable for being temporarily connected to a second external electrical power source, and is accessible with its second charging cable CR via a second hatch of the vehicle V. For example, this second charging cable CR may be of the spiral type when it is housed in an internal housing of the vehicle V and therefore not in use, in order to be able to be extended for the purpose of connecting its second charging connector EC2 to a second external electrical power source.But in an alternative embodiment not illustrated, the second coupling element EC2 could be a secondary induction charging circuit intended to temporarily cooperate during charging with an external primary induction charging circuit (for example forming part of a . mobile robot).

[0048] In another alternative embodiment not illustrated, the first coupling element EC1 could be a charging connector equipping the free end of a charging cable comprising another end permanently connected to the DC control device, or a secondary induction charging circuit, and the second coupling element EC2 could be another fixed charging connector, coupled to the DC control device and capable of being temporarily coupled to a second external electrical power source via an attached charging cable.

[0049] For example, and as illustrated non-limitingly in [Fig.2], when the first coupling element EC1 (j = 1) is a first fixed charging connector, it can be of type 2 and AC / DC (alternating current / direct current). In this case, it comprises:

[0050] - a first coupling point connected to a first control pilot line LPC1 (j = 1), often called CP (“Control Pilot”) and in which a first control pilot signal circulates in the event of coupling to a first external power supply source,

[0051] - a second coupling point connected to a first proximity line LPP1 (j = 1), often called PP (“Proximity Pilot”) and in which circulates, in the event of coupling to a first external power supply source, a first proximity pilot signal which is representative of the type of charging provided by the first external power supply source concerned,

[0052] - a third coupling point connected to a first neutral line LN1 (j = 1), often called N (“Neutral”) and in which circulates, in the event of coupling to a first external electrical power source, a first neutral signal,

[0053] - at least a fourth coupling point connected to a first phase line LDPkl (j = 1) in which circulates, in the case of coupling to a first external electrical power source, a first phase signal, and

[0054] - a fifth coupling point connected to a first ground line LM1 (j = 1), often called PE.

[0055] It will be noted that in the case of exclusively single-phase charging, the first charging connector EC1 only comprises a fourth coupling point connected to a single first phase line LDP11 (k = 1), often called L1. On the other hand, in the case of possibly three-phase charging, the first charging connector EC1 comprises a first fourth coupling point connected to a first first phase line LDP11 (k = 1), often called L1, a second fourth coupling point connected to a second first phase line LDP21 (k = 2), often called L2, and a third fourth coupling point connected to a third first phase line LDP31 (k = 3), often called L3.

[0056] Also for example, and as illustrated non-limitingly in [Fig.2], when the second coupling element EC2 (j = 2) is a second charging connector forming part of the second charging cable CR, it can be of type 2 and AC (alternating current). In this case, it comprises:

[0057] - a first coupling point connected to a second control pilot line LPC2 (j = 2), often called CP (“Control Pilot”) and in which a second control pilot signal circulates in the event of coupling to a second external power supply source,

[0058] - a second coupling point connected to a second proximity line LPP2 (j = 2), often called PP (“Proximity Pilot”) and in which circulates, in the event of coupling to an external power supply source, a second proximity pilot signal which is representative of the type of charging provided by the second external power supply source,

[0059] - a third coupling point connected to a second neutral line LN2 (j = 2), often called N (“Neutral”) and in which circulates, in the event of coupling to an external power source, a second neutral signal,

[0060] - at least a fourth coupling point connected to a second phase line LDPk2 (j = 2) in which a phase signal circulates, in the case of coupling to a second external power supply source, and

[0061] - a fifth coupling point connected to a second ground line LM2 (j = 2), often called PE.

[0062] It will be noted that in the case of exclusively single-phase charging, the second charging connector EC2 only comprises a fourth coupling point connected to a single second phase line LDP12 (k = 1), often called L1. On the other hand, in the case of possibly three-phase charging, the second charging connector EC2 comprises a fourth coupling point connected to a first second phase line LDP12 (k = 1), often called L1, a second fourth coupling point connected to a second second phase line LDP22 (k = 2), often called L2, and a third fourth coupling point connected to a third second phase line LDP32 (k = 3), often called L3.

[0063] It will also be noted that in the example illustrated non-limitingly in [Fig. 1] the vehicle V also comprises a distribution box BD to which the service battery BS, the converter CV and the on-board network RB are coupled. This distribution box BD is responsible for distributing in the on-board network RB the electrical energy which is produced by the converter CV or stored in the service battery BS, for the power supply of the electrical components (or equipment) coupled to the on-board network RB, according to power supply requests received.

[0064] As illustrated in [Fig.l], a DC control device according to the invention is suitable for being inserted at least in part between, on the one hand, the first EC1 and second EC2 coupling elements, and, on the other hand, the main electrical circuit CEP.

[0065] It will be noted that in the example illustrated non-limitingly in [Fig.l] the DC control device comprises a coupling box BC which is interposed between, on the one hand, the first EC1 and second EC2 coupling elements, and, on the other hand, the main electrical circuit CEP. In fact, here, the first coupling element EC1 is coupled to a first input of the coupling box BC via a multi-strand (or multi-line) electrical cable, the fixed end of the second charging cable CR is connected to a second input of the coupling box BC, and the output of the coupling box BC is connected to the internal charger CH (in order to power the converter CV).

[0066] This DC control device (and more precisely here its coupling box BC) is arranged, in the event of simultaneous coupling of the first EC1 and second EC2 coupling elements to two external electrical power sources, to decouple the second coupling element EC2 from the main electrical circuit CEP so that the main battery BP is recharged only via the first coupling element EC1.

[0067] Thus, only the first external electrical power source which is temporarily coupled to the first coupling element EC1 ensures the recharging of the main battery BP. This advantageously makes it possible to avoid overheating, and therefore damage to the electrical wires and / or equipment of the vehicle V involved in the recharging or a fire.

[0068] In order to allow the decoupling of the second coupling element EC2 (during a double charging coupling), the coupling box BC may, for example and as illustrated non-limitingly in [Fig.2], comprise electronic components ensuring, alone or in groups, in particular switching (or relay) functions.

[0069] For example, and as illustrated non-limitingly in [Fig. 2], when the first EC1 and second EC2 coupling elements each comprise a first coupling point connected to a control pilot line LPCj (j = 1 or 2), the control device DC (and more precisely here its coupling box BC) may comprise a detection circuit CD which is capable of being coupled to these control pilot lines LPCj. In this case, this detection circuit CD may, in the event of detection of the first control pilot signal associated with the first coupling element EC1 (and circulating in the first control pilot line LPC1 (j = 1)), be arranged so as to decouple the second control pilot line LPC2 (j = 2) associated with the second coupling element EC2 to prevent recharging via the latter (EC2).

[0070] It will be understood that in the case of double recharging coupling, when the second external electrical power source (temporarily coupled to the second coupling element EC2) no longer receives the second pilot control signal (here via the charger CH), it deduces that it does not have to ensure the recharging of the vehicle V.

[0071] In order to allow the decoupling of the second control pilot line LPC2, the coupling box BC may, for example and as illustrated non-limitingly in [Fig. 2], comprise at least one electronic component comprising two inputs to which the first LPC1 and second LPC2 control pilot lines are respectively connected and an output to which is connected a common control pilot line also connected, here, to the internal charger CH, and providing a switching (or relay) function. The state in which this electronic component is placed is defined by the detection circuit CD to which at least the first control pilot line LPC1 is connected. For this purpose, the detection circuit CD may, for example and as illustrated non-limitingly in [Fig. 2], comprise a group of electronic components. But instead, a microcontroller or a specialized circuit (for example of the ASIC type) could be used.

[0072] It will be noted that the detection circuit CD can be arranged to allow a default coupling of the second pilot control line LPC2 (associated with the second coupling element EC2) in the absence of a first pilot control signal (associated with the first coupling element EC1). In other words, when not recharging, the second pilot control line LPC2 is always coupled to the internal charger CH so that priority is here given, by default, to a recharge via the second coupling element EC2. The default state of the detection circuit CD is illustrated in [Fig.2].

[0073] But an inverse choice can be made in an alternative embodiment. In this case, outside of recharging, the first control pilot line LPC1 is always coupled to the internal charger CH so that priority is given, by default, to recharging via the first coupling element EC1.

[0074] Also for example, and as illustrated non-limitingly in [Fig. 2], when the first EC1 and second EC2 coupling elements each comprise a second coupling point connected to a proximity line LPPj (j = 1 or 2), a third coupling point connected to a neutral line LNj (j = 1 or 2), and at least a fourth coupling point connected to a phase line LDPkj (j = 1 or 2), the detection circuit CD can be arranged to decouple the second proximity line LPPj and second neutral line LNj and each second phase line LDPkj, associated with the second coupling element EC2 (here via the second charging cable CR), in the event of simultaneous coupling of the first EC1 and second EC2 coupling elements to two external electrical power sources.

[0075] Thus, in the event of double recharging coupling detected by the detection circuit CD, all the second lines coming from the second coupling element EC2 (except the second ground line LM2) are decoupled, which prevents any flow of current from the second external electrical power source (coupled to the second coupling element EC2) to the internal charger CH.

[0076] In order to allow the decoupling of all the second lines coming from the second coupling element EC2 (except the second ground line LM2) (and here forming part of the second charging cable CR), the coupling box BC can, for example and as illustrated non-limitingly in [Fig.2], comprise:

[0077] - at least one electronic component comprising two inputs to which are res respectively connected the first LPP1 and second LPP2 proximity lines and an output to which is connected a common proximity line also connected, here, to the internal charger CH, and ensuring a switching (or relay) function,

[0078] - at least one electronic component comprising two inputs to which are res respectively connected the first LN1 and second LN2 neutral lines and an output to which is connected a common neutral line also connected, here, to the internal charger CH, and ensuring a switching (or relay) function,

[0079] - at least one electronic component comprising two inputs to which are res respectively connected the first LDPkl and second LDPk2 phase lines (for each k used) and an output to which is connected a common neutral line (for each k used) also connected, here, to the internal charger CH, and ensuring a switching (or relay) function.

[0080] The state in which these electronic components are placed is defined by the detection circuit CD.

[0081] It will be noted that the detection circuit CD can be arranged to allow a default coupling of the second proximity line LPP2, second neutral line LN2 and second phase line(s) LDPk2, associated with the second coupling element EC2, in the absence of a first pilot control signal (associated with the first coupling element EC1). In other words, when not recharging, the second proximity line LPP2, second neutral line LN2 and second phase line(s) LDPk2 are always coupled to the internal charger CH so that priority is given here, by default, to recharging via the second coupling element EC2.

[0082] But, as indicated above, an inverse choice can be made in an alternative embodiment. In this case, outside of recharging, the first proximity line LPP1, first neutral line LN1 and first phase line(s) LDPkl are always coupled to the internal charger CH so that priority is given, by default, to recharging via the first coupling element EC1.

[0083] It will also be noted that when recharging is done via the second coupling element EC2 alone, the DC control device is placed in its default position (illustrated in [Fig.2]). On the other hand, when recharging is done via the first coupling element EC1 alone, the DC control device is placed in another position (not illustrated) in which all its electronic components providing a switching (or relay) function of the similar lines of the multi-strand (or multi lines) and the second CR charging cable are in the opposite state to the default state (of [Fig.2]).

[0084] Also for example, and as illustrated non-limitingly in [Fig.l], the DC control device may also comprise a control member OC which is capable, in the event of actuation by a user of the vehicle V during recharging via the second coupling element EC2 (coupled to a second external electrical power source), of triggering an interruption of this recharging in progress. This interruption is intended to allow decoupling of the second coupling element EC2 from this second external electrical power source.

[0085] Also for example, and as illustrated non-limitingly in [Fig. 1], the control member OC may be suitable for being installed near the second coupling element EC2. It is then preferentially accessible to the user when the second hatch (allowing access to the second coupling element EC2) is open.

[0086] Also for example, and as illustrated non-limitingly in [Fig. 2], the detection circuit CD can be arranged, after the interruption of the current recharge (by actuation of the control member OC), to decouple the second pilot control line LPC2 (associated with the second coupling element EC2). This in fact allows decoupling of the second coupling element EC2 from the second external electrical power source.

[0087] For this purpose, the detection circuit CD may, for example and as illustrated non-limitingly in [Fig. 2], comprise at least one electronic component comprising an input coupled to the control member OC and at least one output coupled to the electronic component providing the switching function (or relay) of the first LPC1 and second LPC2 control pilot lines. Thus, the voltage seen by the second external electrical power source via the second control pilot line LPC2 rises, for example to 12 V, which locally triggers the release of the second coupling element EC2 allowing the user to decouple the latter (EC2).

[0088] Also for example, the control member OC may only be capable of being actuated by the user after unlocking the vehicle V, so as to prevent anyone from interrupting the charging in progress. For this purpose, as illustrated non-limitingly in [Fig. 2], the electronic component of the detection circuit CD (which comprises an input coupled to the control member OC and at least one output coupled to the electronic component ensuring the switching function (or relay) of the first LPC1 and second LPC2 control pilot lines), may also comprise another input receiving a signal sdv representative of the unlocking of the vehicle V. This electronic component with two inputs may ensure an AND type logic function which only allows the decoupling of at least the second control pilot line LPC2 on condition that the control member OC has been actuated and that the vehicle V has been unlocked.

[0089] Also for example, the detection circuit CD can also provide a time delay function intended to allow the user who has actuated the control member OC (and also possibly previously unlocked the vehicle V) to have sufficient time to decouple the second coupling element EC2 (which has just been released) from the second external power supply source. If the duration of this time delay expires before decoupling by the user, then the second control pilot line LPC2 is coupled again by the control box BC of the control device DC, which causes the second coupling element EC2 to be locked again by the second external power supply source.

[0090] For example, the duration of this delay may be between 20 s and 40 s. As an illustrative example, this delay duration may be equal to 30 s.

Claims

Claims

1. Control device (DC) for a vehicle (V) comprising i) an electric prime mover (MME) coupled to a main battery (BP), rechargeable, via a main electrical circuit (CEP), and ii) first (EC1) and second (EC2) coupling elements coupled to said main electrical circuit (CEP) and each capable of allowing coupling to an external electrical power source during recharging of said main battery (BP), characterized in that it is capable of being interposed at least in part between said first (EC1) and second (EC2) coupling elements and said main electrical circuit (CEP) and arranged, in the event of simultaneous coupling of said first (EC1) and second (EC2) coupling elements to two external electrical power sources,to decouple said second coupling element (EC2) from said main electrical circuit (CEP) so that said main battery (BP) is recharged only via said first coupling element (EC1).,

2. Device according to claim 1, characterized in that in the presence of first (EC1) and second (EC2) coupling elements each comprising a first coupling point connected to a pilot control line (LPCj), in which a pilot control signal circulates in the event of coupling to an external electrical power source, it comprises a detection circuit (CD) capable of being coupled to these pilot control lines (LPCj) and, in the event of detection of the pilot control signal associated with said first coupling element (EC1), of decoupling the pilot control line (LPC2) associated with said second coupling element (EC2) to prevent recharging via the latter (EC2).

3. Device according to claim 2, characterized in that said detection circuit (CD) is arranged to authorize a default coupling of said pilot control line (LPC2) associated with said second coupling element (EC2) in the absence of a pilot control signal associated with said first coupling element (EC1).

4. Device according to one of claims 1 to 3, characterized in that in the presence of first (EC1) and second (EC2) coupling elements each comprising i) a second coupling point connected to a proximity line (LPPj), in which circulates, in the event of coupling to an external electrical power source, a proximity pilot signal representative of a type of recharging provided by the source external power supply concerned, ii) a third coupling point connected to a neutral line (LNj), in which circulates, in the event of coupling to an external power supply source, a neutral signal, and iii) at least a fourth coupling point connected to a phase line (LDPkj), in which circulates, in the event of coupling to an external power supply source, a phase signal, said detection circuit (CD) is arranged to decouple said proximity line (LPPj) and neutral line (LNj) and each phase line (LDPkj), associated with said second coupling element (EC2), in the event of simultaneous coupling of said first (EC1) and second (EC2) coupling elements to two external power supply sources.

5. Device according to the combination of claims 2 and 4, characterized in that said detection circuit (CD) is arranged to authorize a default coupling of said proximity line (LPPj) and neutral line (LNj) and of each phase line (LDPkj), associated with said second coupling element (EC2), in the absence of a pilot control signal associated with said first coupling element (EC1).

6. Device according to one of claims 1 to 5, characterized in that it comprises a control member (OC) capable, in the event of actuation by a user of said vehicle (V) during recharging via said second coupling element (EC2) coupled to an external electrical power source, of triggering an interruption of said recharging in progress with a view to decoupling said second coupling element (EC2) from this external electrical power source.

7. Device according to the combination of claims 2 and 6, characterized in that said detection circuit (CD) is arranged, after said interruption of the current recharge, to decouple the control pilot line (LPC2) associated with said second coupling element (EC2), in order to allow decoupling of said second coupling element (EC2) from the external electrical power source concerned.

8. Device according to claim 6 or 7, characterized in that said control member (OC) is capable of being actuated by said user after unlocking said vehicle (V).

9. Vehicle (V) comprising i) an electric prime mover (MME) coupled to a main battery (BP), rechargeable, via a main electrical circuit (CEP), and ii) first (EC1) and second (EC2) coupling elements coupled to said main electrical circuit (CEP) and each capable of allowing coupling to a power source external electrical supply when recharging said main battery (BP), characterized in that it further comprises a control device (DC) according to one of claims 1 to 8.

10. Vehicle according to claim 9 characterized in that said first coupling element (EC1) is a first charging connector fixed and coupled to said control device (DC), and said second coupling element (EC2) is chosen from a second charging connector, equipping a free end of a charging cable (CR) connected to said control device (DC), and a secondary induction charging circuit.

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