MONITORING OF COMPLETE RECHARGES, BY AN EXTERNAL POWER SOURCE, OF A VEHICLE BATTERY

Abstract

A monitoring method is implemented in a vehicle comprising a rechargeable battery and having first and second terminals, a main electrical circuit having a first portion, couplable to the first terminal and in which a first current from an external power source can flow, and a second portion coupled to the second terminal, a resistive pre-charging circuit couplable to the first terminal and first portion, and a capacitive circuit installed between the first and second portions, upstream of the resistive pre-charging circuit. This method comprises a step (10-20) in which, when the battery has been fully recharged by the power source, the resistive pre-charging circuit is coupled to the first terminal and first portion to force the first current to go into the capacitive circuit to charge it. Figure 4

Description

Title of the invention: MONITORING OF COMPLETE RECHARGES, BY AN EXTERNAL POWER SOURCE, OF A VEHICLE BATTERY Technical field of the invention

[0001] The invention relates to vehicles comprising a rechargeable battery, and more specifically to the monitoring within such vehicles of the complete recharges of their rechargeable battery. State of the art

[0002] Certain vehicles, possibly of the automobile type, comprise a rechargeable battery (possibly cellular) and having first and second terminals, and a main electrical circuit having a first part, suitable for being coupled to this first terminal and in which is suitable for circulating, during a battery recharging phase, a first current from an external power source, and a second part coupled to this second terminal.

[0003] It will be noted that this battery is generally coupled to at least one electric motor of the powertrain (or GMP) of its vehicle, in order to supply it with electrical energy via the main electrical circuit so that it can produce engine torque to move this vehicle. Such a battery is generally called "main" (or "traction" or even "power").

[0004] It will also be noted that this battery is also coupled, via the main electrical circuit, to a charging connector of its vehicle which, when temporarily coupled to an external power source, allows it to be recharged with current. The type of current that the external power source must provide to recharge the battery depends on the internal arrangement of the vehicle. This type can be direct or alternating (and in this case the current must be converted into direct current by a converter fitted to the vehicle).

[0005] When the vehicle's charging connector is coupled to an external power source during a phase of recharging its battery, the external (electric) current, supplied by this external power source, is mainly used to recharge the battery. But this external current can also be used to electrically power at least one other piece of electrical equipment of the vehicle, consuming a significant current, and forming for example part of a thermal regulation installation ensuring the thermal regulation of the passenger compartment of the vehicle and / or of the battery and / or of a driving machine of the GMP. It is indeed recalled that a complete recharge of the battery can cause the latter to heat up, in particular when the current of recharging is (very) important, and therefore during and / or after such a complete recharge it may be essential to cool the battery for safety reasons.

[0006] Furthermore, when the battery has been fully recharged, it is essential to stop charging it to avoid damaging it or even causing a fire by thermal runaway. However, it is difficult to guarantee that after a full recharge no current will reach the battery and continue to recharge it. Even a low current reaching the battery for a prolonged period will cause a potentially dangerous overcharge. Admittedly, the battery is usually equipped with a sensor responsible for measuring the current flowing through it, and therefore able to signal the existence of an unwanted recharge current. But this sensor generally has a measurement range of more than 1000 A, and therefore presents a measurement uncertainty for low currents (typically of the order of 1 A). As a result, it is not possible to detect low currents (for example less than 1 A), even though they can be harmful.

[0007] It is also possible to detect battery overcharging via voltage measurements (e.g. cellular), but this is sometimes too late.

[0008] A first solution to preserve the battery after its complete recharge could consist of decoupling it from the main electrical circuit of its vehicle by opening dedicated relays (or power switches) of an interface device associated with it, but this is not technically feasible (or at best very difficult to achieve). Indeed, the battery makes it possible to stabilize the voltage of the vehicle's on-board network (to which most of the electrical equipment is connected), and therefore, if it is decoupled from the main electrical circuit, the vehicle's charging computer (responsible for supervising the recharges) or the external power source will have difficulty regulating the voltage, which causes significant voltage fluctuations which risk damaging the electrical equipment concerned.

[0009] A second solution for preserving the battery after its complete recharge could consist of requesting from the external power source a complete (and definitive) stoppage of the supply of a recharge current. However, if it is necessary to operate at least one electrical equipment after the complete recharge, it is the battery which will take over and therefore which will discharge, which causes dissatisfaction linked to the loss of autonomy and / or a lack of understanding from the user of the vehicle. On the other hand, if the use of the electrical equipment is interrupted after the complete recharge, this can cause a reduction in the aerothermal comfort in the passenger compartment and / or accelerated aging of the battery.

[0010] It will therefore be understood that it is necessary to leave the battery coupled to the external power source after a complete recharge.

[0011] The invention therefore aims in particular to improve the situation by allowing a significant reduction in the risk of overcharging the battery after it has been fully recharged due to the fact that it remains coupled to the external power source that recharged it. Presentation of the invention

[0012] For this purpose, it proposes in particular a monitoring method intended to be implemented in a vehicle comprising:

[0013] - a rechargeable battery having first and second terminals,

[0014] - a main electrical circuit having a first part, suitable for being coupled to this first terminal and in which a first current from an external power source is capable of circulating, and a second part coupled to this second terminal,

[0015] - a resistive precharge circuit suitable for being coupled to the first terminal and first part, and

[0016] - a capacitive circuit installed between the first and second parts, upstream of the circuit preload resistive.

[0017] This monitoring method is characterized by the fact that it comprises a step in which, when the battery has been completely recharged by the power source, the resistive pre-charging circuit is coupled to the first terminal and first part in order to force the first current to go into the capacitive circuit to charge it.

[0018] Thanks to this use of the resistive pre-charge circuit in post-charge to protect the battery against overcharges, almost all of the first current (from the source) is forced to join the capacitive circuit, which allows the battery to be left coupled to the main electrical circuit without the risk of overcharging, and therefore improves the safety of the vehicle.

[0019] For example, when the vehicle also comprises at least one electrical equipment installed between the first and second parts in order to receive a part of the first current during a battery recharging phase and upstream of the capacitive circuit, in the step of the method the resistive precharging circuit can be coupled to the first terminal and first part, in order to force the first current to go into the capacitive circuit to charge it, not only when the battery has been completely recharged by the external power source, but also when this electrical equipment no longer needs current.

[0020] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the monitoring method of the type presented above, in a vehicle comprising a rechargeable battery and having first and second terminals, a main electrical circuit having a first part, capable of being coupled to this first terminal and in which is capable of circulating a first current from from an external power source, and a second part coupled to this second terminal, a resistive precharge circuit suitable for being coupled to the first terminal and first part, and a capacitive circuit installed between the first and second parts, upstream of the resistive precharge circuit, to limit an overcharge of the battery after its complete recharge by the external power source.

[0021] The invention also proposes a monitoring device intended to equip a vehicle comprising:

[0022] - a rechargeable battery having first and second terminals,

[0023] - a main electrical circuit having a first part, suitable for being coupled to this first terminal and in which a first current from an external power source is capable of circulating, and a second part coupled to this second terminal,

[0024] - a resistive precharge circuit suitable for being coupled to the first terminal and first part, and

[0025] - a capacitive circuit installed between the first and second parts, upstream of the circuit preload resistive.

[0026] This monitoring 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, when the battery has been completely recharged by the power source, in triggering a coupling of the resistive pre-charging circuit to the first terminal and first part in order to force the first current to go into the capacitive circuit to charge it.

[0027] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0028] - a rechargeable battery having first and second terminals,

[0029] - a main electrical circuit having a first part, suitable for being coupled to this first terminal and in which a first current from an external power source is capable of circulating, and a second part coupled to this second terminal,

[0030] - a resistive precharge circuit suitable for being coupled to the first terminal and first part,

[0031] - a capacitive circuit installed between the first and second parts, upstream of the circuit preload resistive, and

[0032] - a monitoring device of the type presented above.

[0033] The vehicle according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0034] - it can also include a powertrain (or GMP) comprising at least an electric motor coupled to its battery via the main electrical circuit;

[0035] - it may also include at least one electrical equipment installed between the first and second parts, in order to receive a part of the first current (from the external power source) during a battery recharging phase, and upstream of the capacitive circuit;

[0036] - in the presence of the last option, it can also include a re installation thermal regulation comprising the electrical equipment and coupled at least to the battery in order to regulate a current temperature of the latter;

[0037] - in the presence of the first option and last sub-option, its installation of re Thermal regulation can be coupled to the electric motor in order to regulate the current temperature of the latter. Brief description of the figures

[0038] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0039] [Fig-1] schematically and functionally illustrates an example of the embodiment of a vehicle comprising a monitoring device according to the invention and a GMP transmission chain with an electric motor associated with a battery assembly comprising a battery box and a rechargeable main battery under the control of a charging computer, and supervised by a supervision computer,

[0040] [Fig.2] schematically and functionally illustrates part of an example of construction of the battery box of the battery assembly of [Fig.l],

[0041] [Fig.3] schematically and functionally illustrates an example of the embodiment of a charging calculator comprising an exemplary embodiment of a monitoring device according to the invention, and

[0042] [Fig.4] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0043] The invention aims in particular to propose a monitoring method, and an associated monitoring device DS, intended to enable the monitoring of complete recharges of a rechargeable BP battery and equipping a vehicle V.

[0044] 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 comprising at least one battery rechargeable by an external power source. Thus, it concerns land vehicles (utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), tracked machinery, lifting machinery, trains and trams, for example), aircraft and boats.

[0045] Furthermore, it is considered in the following, by way of non-limiting example, that the vehicle V comprises a transmission chain with a powertrain (or GMP) of the all-electric type (and therefore whose drive is provided exclusively by at least one electric motor MME). But the GMP could be of the hybrid type (thermal and electric).

[0046] [Fig.l] schematically shows a vehicle V comprising a transmission chain with electric GMP (here) (and therefore with electric motor MME), a supervision computer CS, an on-board network RB, a service battery BS, a battery assembly EB comprising a rechargeable battery BP and associated with a battery box BB, a main electrical circuit CEP, a converter CV, a recharge computer CR, and a monitoring device DS according to the invention.

[0047] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy (with relatively low currents) are coupled.

[0048] The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition to that supplied by the CV converter powered by the battery BP via the main electrical circuit CEP, and sometimes instead of this CV converter. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the CV 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.

[0049] The main electrical circuit (or "high voltage" or "power") CEP is connected, on the one hand, to the battery BP via an interface device DI forming part of the battery housing BB (which itself forms part of the battery assembly EB), and, on the other hand, to electronic devices, such as for example the converter CV, the electric motor MME and at least one piece of electrical equipment EE consuming a relatively high current. It also allows the battery BP to be recharged by an external power source SA temporarily coupled to a charging connector CN of the vehicle V (for example via a charging cable), and possibly also the power supply of the electrical equipment EE by this external power source SA during or just after the recharging of the battery BP. It will be noted that the value of the current required at each instant by the electrical equipment EE is defined by a current setpoint.

[0050] As illustrated in [Fig.2], this main electrical circuit CEP comprises first PI and second P2 parts to which the battery BP, the electric motor MME, the converter CV and each piece of equipment are suitable for being coupled. electric EE. When the battery BP is in a recharging phase, a first current il, coming from an external power source SA temporarily coupled to the vehicle V, flows in the first part PI of the main electrical circuit CEP in order to supply at least the battery BP (to recharge it), as well as possibly at least one electrical equipment EE (so that it can operate).

[0051] For example, the electrical equipment EE (installed between the first PI and second P2 parts upstream of the capacitive circuit CC described later) may be part of a thermal regulation installation of the vehicle V (not illustrated). This thermal regulation installation may be coupled at least to the battery BP in order to regulate its current temperature (before, during or after recharging (in particular if the latter is done with a (very) high current)). It will be noted that this thermal regulation installation may also be coupled to the electric motor MME in order to regulate its current temperature and / or to the passenger compartment of the vehicle V in order to control its aerothermal energy.

[0052] In the example illustrated non-limitingly in [Fig.l] the main electrical circuit CEP allows the battery BP to be recharged not only in direct current (or mode 4), but also in alternating current (or mode 2 or 3), under the control of the recharge computer CR (associated with the converter CV) and a battery computer CB forming part of the battery box BB and controlling the battery BP. But in alternative embodiments not illustrated, the main electrical circuit CEP could only allow recharges in direct current (or mode 4) or only recharges in alternating current (or mode 2 or 3).

[0053] The transmission chain has a GMP which is (here) purely electric and therefore which comprises, in particular, an electric motor MME, a motor shaft AM, and a transmission shaft AT. Here, the term "electric motor" means an electric machine arranged so as to provide torque to move the vehicle V when it is supplied with electrical energy, as well as possibly to recover torque in the transmission chain.

[0054] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0055] The electric motor MME (here an electric motor) is here coupled to the battery BP via the main electrical circuit CEP, in order to be supplied with electrical energy, as well as possibly to supply this battery BP with electrical energy, for example during a regenerative braking phase.

[0056] Furthermore, this electric motor MME 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.

[0057] 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.

[0058] 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 battery BP to supply the on-board network RB and the service battery BS with converted electric current (to recharge it).

[0059] It will be noted, as illustrated non-limitingly in [Fig.l], that the CV converter and the CR recharge calculator can be part of a CH charger.

[0060] The BP battery here supplies the electric motor MME, it constitutes a main battery (or traction or power). For example, it can be cellular, and in this case it comprises at least two electrical energy storage cells, possibly electrochemical. These cells can be of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type, for example. Also for example, the BP battery can be of the low voltage type (typically 400 V for illustration purposes). But it could be of the medium voltage or high voltage type.

[0061] Furthermore, the battery BP comprises first and second terminals which are suitable for being coupled respectively to the first PI and second P2 parts of the main electrical circuit CEP via the interface device DI of the battery box BB (which also comprises the battery computer CB, as illustrated in FIGS. 1 and 2). As mentioned above and as illustrated non-limitingly in FIGS. 1 and 2, the battery BP and the battery box BB may be part of a battery assembly (or "pack") EB.

[0062] For example, the first and second terminals are respectively the positive and negative terminals of the BP battery.

[0063] The interface device DI is here arranged so as to isolate, if necessary, the battery BP from the entire main electrical circuit CEP, as well as individually from the charging connector CR, the electric motor MME, and the converter CV. It notably comprises contactors (or switches or even relays) and protective fuses. These contactors (or switches) are possibly based on MOSFET(s), and can each be placed in an open (or non-conducting) state or a closed (or conducting) state on command from the battery computer CB.

[0064] Furthermore, and as illustrated non-limitingly and at least partially in Figures 1 and 2, the interface device DI also comprises a resistive precharge circuit CP suitable for being coupled to the first terminal (of the battery BP) and first part PI (of the main electrical circuit CEP), and connected more or less directly to the positive terminals of the converter CV and motor machine MME. In order to be able to be coupled to / decoupled from the first terminal, it is associated with at least one contactor (or switch) Kl, mounted in series with it, and (here) connected to the first positive terminal of the battery BP. Another contactor (or switch) K2 is mounted in parallel with the contactor (or switch) Kl and the resistive precharge circuit CP in order to couple / decouple the battery BP to / from the converter CV. Note that the contactor (or switch) Kl is always placed in its open state while the battery is being recharged and in its closed state during a discharge phase.

[0065] For example, this resistive precharge circuit CP may comprise at least one precharge resistor.

[0066] The resistive pre-charging circuit CP is also associated with a capacitive circuit CC which is installed between the first PI and second P2 parts of the main electrical circuit CEP, upstream of the resistive pre-charging circuit CP (with respect to the direction of circulation of the first current 11 (at least for recharging)).

[0067] It is recalled that when a capacitive load, such as for example the CV converter or an inverter, is connected to the battery BP, this induces a significant inrush current which can create an arc between the contacts of at least one contactor (or switch) of the interface device DI, which can seriously damage them. For this reason, the capacitive loads must be precharged with a controlled current via the capacitive circuit CC, before the recharging of the battery BP begins. In order for this controlled current to reach the capacitive circuit CC, the contactor (or switch) K1 is placed in its conducting (or closed) state and the contactor (or switch) K2 in its non-conducting (or open) state. It will be understood that the resistive precharging circuit CP then forces almost all of the first current 11 to reach the capacitive circuit CC.

[0068] For example, the capacitive circuit CC may comprise at least one capacitor.

[0069] It will be noted that in the example illustrated non-limitingly in Figures 1 and 2, the capacitive circuit CC is part of the interface device DI. But this is not obligatory. It could in fact be external to the interface device DI, and more generally to the battery box BB, while being placed downstream of the electrical equipment EE (relative to the direction of circulation of the first current 11 (at least for recharging)).

[0070] 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 stored in the service battery BS or produced by the converter CV, for the supply of the electrical components (or equipment) coupled to the on-board network RB according to power supply requests received (in particular from the power supply computer). GMP CS supervision).

[0071] As mentioned above, the invention proposes in particular a monitoring method intended to enable the monitoring of complete recharges of the BP battery of the vehicle V.

[0072] This (monitoring) method can be implemented at least partially by the monitoring device DS (illustrated at least partially in FIGS. 1 and 3) 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 monitoring device DS 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.

[0073] The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the monitoring 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.

[0074] In the example illustrated non-limitingly in Figures 1 and 2, the monitoring device DS is part of the charging computer CR. But this is not obligatory. Indeed, the monitoring device DS could comprise its own dedicated computer, which is then coupled to the charging computer CR, or could be part of another computer on board the vehicle V and providing at least one other function.

[0075] As illustrated non-limitingly in [Fig.4], the (monitoring) method, according to the invention, comprises a step 10-20 which is implemented at least each time the battery BP is in a complete recharge phase.

[0076] Step 10-20 of the method comprises a sub-step 10 in which, when the battery BP has been completely recharged by the external power source SA, the (for example the monitoring device DS triggers the coupling of the) resistive pre-charging circuit CP is coupled to the first terminal (of the battery BP) and to the first part PI (of the main electrical circuit CEP) in order to force the first current il (from the external power source SA) to go into the capacitive circuit CC to charge it.

[0077] In other words, the contactor (or switch) K2 is switched from its on (or closed) state to its off (or open) state and the contactor (or switch) K1 from its off (or open) state to its on (or closed) state, which forces almost all of the first current 11 to join the capacitive circuit CC. The battery BP thus remains advantageously coupled to the main electrical circuit CEP, but now through the associated resistive precharge circuit CP. The resistive precharge circuit CP is thus used in post-charging to protect the BP battery against overcharging (due to the very limited value of the current intensity which supplies it), which improves the safety of the vehicle V and increases the lifespan of its BP battery.

[0078] For example, and as described above (and illustrated non-limitingly in FIGS. 1 and 2), the vehicle V may comprise at least one electrical equipment EE installed between the first PI and second P2 parts (of the main electrical circuit CEP), in order to receive a part of the first current il during a recharging phase of the battery BP, and upstream of the capacitive circuit CC. In this case, in sub-step 10 of step 10-20) it is possible to couple the (for example the monitoring device DS can trigger the coupling of the) resistive pre-charging circuit CP to the first terminal (of the battery BP) and to the first part PI (of the main electrical circuit CEP) in order to force the first current il (from the external power source SA) to go into the capacitive circuit CC to charge it, when the battery BP has been completely recharged by the power source SA and when, in addition, the electrical equipment EE no longer needs current.

[0079] Also for example, and as illustrated non-limitingly in [Fig.2], the electrical equipment EE can be coupled to the main electrical circuit CEP via a contactor (or switch) which is placed in its non-conducting (or open) state when the electrical equipment EE no longer needs current. This forces the current which previously supplied it to be redirected towards the capacitive circuit CC and the battery BP. However, due to the series connection of the resistive pre-charging circuit CP with the battery BP (by closing the contactor (or switch) K1 and opening the contactor (or switch) K2), almost all of the first current II (from the external power source SA) is forced to join the capacitive circuit CC and therefore charge the latter (CC) while protecting the battery BP against overloads.In fact, when the electrical equipment EE is decoupled, the CC capacitive circuit is placed at the same voltage as the BP battery, and therefore the first current will go almost entirely into the CC capacitive circuit and not into the BP battery.

[0080] The external power source SA temporarily maintaining its first current il, the capacitive circuit CC gradually charges, and therefore the voltage will increase (for example +43 V after 5 ms and +87 V after 10 ms, when the recharge voltage is 400 V).

[0081] As the external power source SA is above all a regulated voltage source, responsible for maintaining the recharging voltage within a limited range, for example + / - 5% (i.e. between 380 V and 420 V in the case of a recharging voltage of 400 V), as soon as it observes that the voltage exceeds (here) 420 V, it will seek to drop the voltage, and therefore also the first current il that it delivers (here) to the charging connector CN. The voltage across the terminals of the capacitive circuit CC will then remain (here) at this value of 420 V without absorbing the first current il (and therefore, in the case of a resistive precharge circuit CP having a resistance equal to 50 Ohms, the current reaching the battery BP (via the resistive precharge circuit CP) will be equal to approximately 0.4 A ((420 V - 400 V) / 50 Ohms = 0.4 A), which is very low and prevents the occurrence of an overcharge). The value of 0.4 A received by the battery BP is typically to be compared with a value of 13 A in the absence of implementation of the invention.Then, the external power source SA will receive from the charging computer CR a current setpoint equal to zero which informs it that the vehicle V no longer wants to receive the first current (because the battery BP is fully recharged and at the same time there is no longer any electrical equipment EE needing to be powered).

[0082] For example, and as illustrated non-limitingly in [Fig.3], step 10-20 may comprise a sub-step 20 in which, once the battery BP is completely recharged and in the absence of electrical equipment EE to be powered, a zero current setpoint is generated (for example the monitoring device DS triggers the generation of a) to the external power source SA.

[0083] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the charging calculator CR (or the calculator of the monitoring device DS) may also comprise a mass memory MM1, in particular for storing each current setpoint defining the need of the electrical equipment EE, as well as any intermediate data involved in all its calculations and processing. Furthermore, this charging calculator CR (or the calculator of the monitoring device DS) may also comprise an input interface IE for receiving at least each current setpoint defining the need of the electrical equipment EE to use it in calculations or processing, possibly after having shaped and / or demodulated and / or amplified it, in a manner known per se, by means of a digital signal processor PR2.In addition, this recharge calculator CR (or the calculator of the monitoring device DS) can also include an output interface IS, in particular to deliver a message (or order) for coupling the resistive precharge circuit CP to the first terminal and first part PI and a possible message requiring a zero current setpoint.

[0084] 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 monitoring method described above to monitor the recharges in the vehicle V complete with its BP battery.

Claims

1.

2.

3. Claims Monitoring method for a vehicle (V) comprising i) a rechargeable battery (BP) having first and second terminals, ii) a main electrical circuit (CEP) having a first part (PI), suitable for being coupled to said first terminal and in which a first current from an external power source (SA) is suitable for circulating, and a second part (P2) coupled to said second terminal, iii) a resistive precharging circuit (CP) suitable for being coupled to said first terminal and first part (PI), and iv) a capacitive circuit (CC) installed between said first (PI) and second (P2) parts, upstream of said resistive precharging circuit (CP), characterized in that it comprises a step (10-20) in which, when said battery (BP) has been completely recharged by said power source (SA),said resistive pre-charging circuit (CP) is coupled to said first terminal and first part (PI) in order to force said first current to go into said capacitive circuit (CC) to charge it. Method according to claim 1, characterized in that, when said vehicle (V) further comprises at least one electrical equipment (EE) installed between said first (PI) and second (P2) parts in order to receive a part of said first current during a recharging phase of said battery (BP) and upstream of said capacitive circuit (CC), in said step (10-20) said resistive precharging circuit (CP) is coupled to said first terminal and first part (PI), in order to force said first current to go into said capacitive circuit (CC) to charge it, when said battery (BP) has been completely recharged by said power source (SA) and furthermore said electrical equipment (EE) no longer needs current. Computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing the monitoring method according to one of claims 1 and 2, in a vehicle (V) comprising i) a rechargeable battery (BP) having first and second terminals, ii) a main electrical circuit (CEP) having a first part (PI), suitable for being coupled to said first terminal and in which a first current from an external power source (SA) is suitable for circulating, and a second part (P2) coupled to said second terminal, iii) a resistive precharge circuit (CP) suitable for being coupled to said first terminal and first part (PI), and iv) a capacitive circuit (CC) installed between said first (PI) and second (P2) parts, upstream of said resistive precharge circuit (CP), to limit an overcharge of said battery (BP) after a complete recharge by said external power source (SA).

4. Monitoring device (DS) for a vehicle (V) comprising i) a rechargeable battery (BP) having first and second terminals, ii) a main electrical circuit (CEP) having a first part (PI), suitable for being coupled to said first terminal and in which a first current from an external power source (SA) is suitable for flowing, and a second part (P2) coupled to said second terminal, iii) a resistive precharge circuit (CP) suitable for being coupled to said first terminal and first part (PI), and iv) a capacitive circuit (CC) installed between said first (PI) and second (P2) parts, upstream of said resistive precharge circuit (CP), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when said battery (BP) has been completely recharged by said power source (SA),to trigger a coupling of said resistive pre-charge circuit (CP) to said first terminal and first part (PI) in order to force said first current to go into said capacitive circuit (CC) to charge it.,

5. Vehicle (V) comprising i) a rechargeable battery (BP) having first and second terminals, ii) a main electrical circuit (CEP) having a first part (PI), suitable for being coupled to said first terminal and in which a first current from an external power source (SA) is suitable for circulating, and a second part (P2) coupled to said second terminal, iii) a resistive precharge circuit (CP) suitable for being coupled to said first terminal and first part (PI), and iv) a capacitive circuit (CC) installed between said first (PI) and second (P2) parts, upstream of said resistive precharge circuit (CP), characterized in that it further comprises a monitoring device (DS) according to claim 4.

6. Vehicle according to claim 5, characterized in that it comprises a powertrain comprising at least one electric motor (MME) coupled to said battery (BP) via said main electrical circuit (CEP).

7. Vehicle according to claim 5 or 6, characterized in that it further comprises at least one electrical equipment (EE) installed between said first (PI) and second (P2) parts in order to receive a part of said first current during a recharging phase of said battery (BP), and upstream of said capacitive circuit (CC).

8. Vehicle according to claim 7, characterized in that it further comprises a thermal regulation installation comprising said electrical equipment (EE) and coupled at least to said battery (BP) in order to regulate a current temperature of the latter (BP).

9. Vehicle according to the combination of claims 6 and 8, characterized in that said thermal regulation installation is coupled to said electric motor (MME) in order to regulate a current temperature of the latter (MME).

10. Vehicle according to one of claims 5 to 9, characterized in that it is of the automobile type.

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