MONITORING FULL RECHARGES OF A VEHICLE BATTERY FROM AN EXTERNAL POWER SOURCE

Abstract

A monitoring method is implemented in a vehicle comprising a rechargeable battery with first and second terminals, a main electrical circuit having a first part, which can be coupled to the first terminal and through which a first current from an external power source can flow, and a second part coupled to the second terminal, a resistive pre-charge circuit that can be coupled to the first terminal and first part, and a capacitive circuit installed between the first and second parts, upstream of the resistive pre-charge circuit. This method includes a step (10-20) in which, when the battery has been fully recharged by the power source, the resistive pre-charge circuit is coupled to the first terminal and first part to force the first current to flow through the capacitive circuit for charging. Figure 4

Description

Title of the invention: MONITORING OF COMPLETE RECHARGES OF A VEHICLE BATTERY FROM AN EXTERNAL POWER SOURCE 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 recharging of their rechargeable battery. State of the art

[0002] Certain vehicles, possibly of the automobile type, include a rechargeable battery (possibly cellular) 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 a first current from an external power source is suitable for circulating during a battery charging phase, and a second part coupled to this second terminal.

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

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

[0005] When the vehicle's charging connector is connected to an external power source during a battery charging phase, the external (electrical) current supplied by this external power source is used primarily to charge the battery. However, this external current may also be used to power at least one other electrical component of the vehicle that consumes a significant current, such as a thermal control system that regulates the temperature of the vehicle's passenger compartment and / or the battery and / or a powertrain component. It should be noted that a full battery charge can cause the battery to heat up, particularly when the current... 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, once the battery has been fully recharged, it is essential to stop charging it immediately to avoid damage or even a fire caused by thermal runaway. However, it is difficult to guarantee that after a full charge, no current will flow into the battery and continue charging it. Even a small current flowing into the battery for an extended period will cause a potentially dangerous overcharge. Admittedly, the battery is usually equipped with a sensor to measure the current flowing through it, and thus capable of signaling the presence of an unwanted charging current. But this sensor generally has a measuring range of over 1000 A, and therefore exhibits measurement uncertainty for low currents (typically on the order of 1 A). Consequently, 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 (for example, cellular voltage), but this is sometimes too late.

[0008] One possible solution for preserving the battery after it has been fully recharged would be to disconnect it from the vehicle's main electrical circuit by opening dedicated relays (or power switches) on an associated interface device, but this is not technically feasible (or at best, extremely difficult to implement). The battery stabilizes the voltage of the vehicle's onboard electrical system (to which most electrical equipment is connected), and therefore, if it is disconnected from the main electrical circuit, the vehicle's charging control unit (responsible for monitoring charging) or the external power source will have difficulty regulating the voltage, resulting in significant voltage fluctuations that could damage the electrical equipment involved.

[0009] A second solution for preserving the battery after it has been fully recharged could consist of requesting a complete (and permanent) shutdown of the charging current from the external power source. However, if at least one electrical device needs to be operated after a full charge, the battery will take over and will therefore discharge, causing dissatisfaction related to the loss of range and / or confusion on the part of the vehicle user. On the other hand, if the use of electrical devices is interrupted after a full charge, this can lead to a reduction in aerodynamic comfort in the passenger compartment and / or accelerated battery aging.

[0010] It will therefore be understood that it is necessary to leave the battery connected to the external power source after a full charge.

[0011] The invention therefore aims, in particular, to improve the situation by enabling a Significant reduction in the risk of battery overcharging after full charging, due to the battery remaining connected to the external power source that recharged it. Presentation of the invention

[0012] In particular, it proposes for this purpose 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, through which a first current from an external power source is designed to flow, and a second part coupled to this second terminal,

[0015] - a resistive pre-charge 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 includes a step in which, when the battery has been fully recharged by the power source, the resistive pre-charge 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 remain connected to the main electrical circuit without risk of overcharge, and thus improves the safety of the vehicle.

[0019] For example, when the vehicle also includes at least one electrical equipment installed between the first and second parts in order to receive part of the first current during a battery charging phase and upstream of the capacitive circuit, in the step of the process the resistive pre-charge 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 proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing the monitoring method of the type described above, in a vehicle comprising a rechargeable battery and having first and second terminals, a main electrical circuit having a first part, suitable for being coupled to this first terminal and in which a first current is suitable for flowing from from an external power source, and a second part coupled to this second terminal, a resistive pre-charge 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 pre-charge circuit, to limit an overload of the battery after its complete recharging by the external power source.

[0021] The invention also proposes a monitoring device for equipping 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, through which a first current from an external power source is designed to flow, and a second part coupled to this second terminal,

[0024] - a resistive pre-charge 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 includes at least one processor and at least one memory arranged to perform the operations consisting, when the battery has been completely recharged by the power source, of triggering a coupling of the resistive pre-charge 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 proposes a vehicle, possibly of the automobile type, 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, through which a first current from an external power source is designed to flow, and a second part coupled to this second terminal,

[0030] - a resistive pre-charge 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 resistive preload, and

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

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

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

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

[0036] - in the presence of the last option, it may also include a re-installation thermal regulation including electrical equipment and coupled at least to the battery in order to regulate a temperature during 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 drive machine in order to regulate the temperature during operation of the latter. Brief description of the figures

[0038] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0039] [Fig-1] schematically and functionally illustrates an example of the realization of a vehicle comprising a monitoring device according to the invention and a powertrain with an electric drive unit associated with a battery pack comprising a battery box and a main rechargeable battery under the control of a charging computer, and supervised by a supervisory computer,

[0040] [Fig.2] schematically and functionally illustrates part of an example of fabrication of the battery housing of the battery assembly of [Fig.1],

[0041] [Fig.3] schematically and functionally illustrates an example of the realization of a charging calculator including an example of an 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 provide a monitoring method, and an associated DS monitoring device, intended to enable the monitoring of complete recharges of a rechargeable BP battery equipping a vehicle V.

[0044] In what follows, vehicle V is considered, by way of non-limiting example, to be of the automobile type. This is, for example, a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle comprising at least one battery rechargeable by an external power source. Thus, it relates to land vehicles (commercial vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road maintenance vehicles, construction equipment, agricultural vehicles, recreational vehicles (snowmobiles, go-karts), tracked vehicles, lifting equipment, trains and trams, for example), aircraft and boats.

[0045] Furthermore, in what follows, by way of non-limiting example, vehicle V is considered to comprise a powertrain (or PWM) of the all-electric type (and therefore whose propulsion is provided exclusively by at least one electric motor). However, the PWM could be of the hybrid type (thermal and electric).

[0046] A vehicle V comprising a transmission chain with an electric GMP (here) (and therefore with an electric motive machine MME), a supervisory 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 charging computer CR, and a monitoring device DS according to the invention, is schematically represented in [Fig.1].

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

[0048] The auxiliary battery BS is responsible for supplying electrical power to the vehicle's electrical system RB, supplementing that supplied by the CV converter, which is powered by the battery BP via the main electrical circuit CEP, and sometimes replacing this CV converter. For example, this auxiliary battery BS may be configured as a very low voltage type battery (typically 12 V, 24 V, or 48 V). It is rechargeable at least by the CV converter. In the following, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 12 V lithium-ion type.

[0049] The main electrical circuit (or "high voltage" or "power" circuit) CEP is connected, on the one hand, to the battery BP via an interface device DI that is part of the battery box BB (which is itself part of the battery assembly EB), and, on the other hand, to electronic devices, such as the CV converter, the electric drive MME, and at least one electrical device EE that draws a relatively high current. It also allows the battery BP to be recharged by an external power supply SA temporarily connected to a charging connector CN of the vehicle V (for example, via a charging cable), and optionally also to the electrical device EE to be powered by this external power supply SA during or immediately after the battery BP is recharged. It should be noted that the current required at any given time by the electrical device 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 drive machine MME, the converter CV and each piece of equipment are suitable for coupling. electrical EE. When the battery BP is in a charging phase, a first current il, 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 power at least the battery BP (to recharge it), and 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) can be part of a thermal control system for vehicle V (not shown). This thermal control system can be coupled at least to the battery BP in order to regulate its temperature during charging (before, during, or after charging, particularly if the latter is done with a (very) high current). It should be noted that this thermal control system can also be coupled to the electric drive unit MME in order to regulate its temperature during charging and / or to the passenger compartment of vehicle V in order to control its aerothermal temperature.

[0052] In the example illustrated, but not limited to, in [Fig. 1], the main electrical circuit CEP allows the BP battery to be recharged not only with direct current (or mode 4), but also with alternating current (or mode 2 or 3), under the control of the charging computer CR (associated with the converter CV) and a battery computer CB, which is part of the battery box BB and controls the BP battery. However, in other embodiments not shown, the main electrical circuit CEP could allow only direct current (or mode 4) charging or only alternating current (or mode 2 or 3) charging.

[0053] The transmission chain has a powertrain that is (here) purely electric and therefore includes, in particular, an electric drive machine MME, a drive shaft AM, and a transmission shaft AT. Here, "electric drive machine" means an electric machine arranged to provide torque to move the vehicle V when supplied with electrical energy, and possibly to recover torque in the transmission chain.

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

[0055] The electric drive machine 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 drive machine MME is coupled to the motor shaft AM to supply it with torque by rotational drive. This motor shaft AM is here coupled to a reduction gear RD which is also coupled to the transmission shaft AT, itself coupled to a first set of wheels Tl, preferably via a differential DV.

[0057] This first train Tl is located here in the front part PVV of the vehicle V. But in a variant this first train Tl could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

[0058] The CV converter is also responsible, here, during the driving phases of the vehicle V, for converting part of the electrical current stored in the battery BP to supply converted electrical current to the on-board network RB and the auxiliary battery BS (to recharge it).

[0059] It will be noted, as illustrated non-limitingly in [Fig.1], that the CV converter and the CR charging calculator can be part of a CH charger.

[0060] The BP battery, which here powers the electric drive machine MME, constitutes a main (or traction or power) battery. For example, it can be a cellular battery, in which 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 illustrative purposes). But it could also be of the medium-voltage or high-voltage type.

[0061] Furthermore, the BP battery includes first and second terminals which are designed to be connected respectively to the first PI and second P2 parts of the main electrical circuit CEP via the DI interface device of the BB battery box (which also includes the CB battery computer, as illustrated in Figures 1 and 2). As mentioned above and as illustrated, but not limited to, in Figures 1 and 2, the BP battery and the BB battery box can form part of a battery set (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 arranged here so as to isolate, if necessary, the BP battery from the entire main electrical circuit CEP, as well as individually from the CR charging connector, the electric motor MME, and the CV converter. It includes, in particular, contactors (or switches or relays) and protective fuses. These contactors (or switches) may be based on MOSFET(s) and can each be placed in an open (or non-conducting) state or a closed (or conducting) state as commanded by the CB battery control unit.

[0064] Furthermore, and as illustrated, but not limited to, and at least partially, in Figures 1 and 2, the interface device DI also includes a resistive pre-charge circuit CP designed to be coupled to the first terminal (of the battery BP) and the first part PI (of the main electrical circuit CEP), and connected more or less directly to the positive terminals of the converter CV and the drive machine MME. In order to be able to To be connected to / disconnected from the first terminal, it is associated with at least one contactor (or switch) K1, connected in series with it, and (here) connected to the first positive terminal of the battery BP. Another contactor (or switch) K2 is connected in parallel with contactor (or switch) K1 and the CP pre-charge resistive circuit in order to connect / disconnect the battery BP to / from the CV converter. Note that contactor (or switch) K1 is always in its open state while the battery is being charged and in its closed state during a discharge phase.

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

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

[0067] It should be noted that when a capacitive load, such as a CV converter or an inverter, is connected to the BP battery, this induces a significant inrush current that can create an arc between the contacts of at least one contactor (or switch) of the DI interface device, which can seriously damage them. For this reason, capacitive loads must be pre-charged with a controlled current via the capacitive circuit CC before the BP battery begins to be recharged. To allow this controlled current to reach the capacitive circuit CC, contactor (or switch) K1 is placed in its conducting (or closed) state and contactor (or switch) K2 in its non-conducting (or open) state. It will be understood that the CP resistive pre-charge circuit then forces almost all of the initial current K1 to flow into the capacitive circuit CC.

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

[0069] It should be noted that in the example illustrated, but not limited to, Figures 1 and 2, the capacitive circuit CC is part of the interface device DI. However, this is not mandatory. It could, in fact, be external to the interface device DI, and more generally to the battery housing BB, while being located downstream of the electrical equipment EE (with respect to the direction of flow of the first current (at least for charging)).

[0070] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the vehicle V also includes a distribution box BD to which the auxiliary battery BS, the CV converter, and the on-board network RB are coupled. This distribution box BD is responsible for distributing the electrical energy stored in the auxiliary battery BS or produced by the CV converter into the on-board network RB to power the electrical components (or equipment) connected to the on-board network RB, according to power demands received (in particular from the vehicle's control unit). CS vision of the GMP).

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

[0072] This (monitoring) method can be implemented at least partially by the DS monitoring device (illustrated at least partially in Figures 1 and 3), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This DS monitoring device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0073] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the monitoring process. The PR1 processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0074] In the example illustrated, but not limited to, Figures 1 and 2, the DS monitoring device is part of the CR charging control unit. However, this is not mandatory. Indeed, the DS monitoring device could comprise its own dedicated control unit, which is then coupled to the CR charging control unit, or it could be part of another control unit embedded in the vehicle V and performing at least one other function.

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

[0076] Step 10-20 of the method includes a substep 10 in which, when the battery BP has been fully recharged by the external power source SA, the (for example the monitoring device DS triggers the coupling of the) resistive pre-charge 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 conducting (or closed) state to its non-conducting (or open) state, and the contactor (or switch) K1 is switched from its non-conducting (or open) state to its conducting (or closed) state, which forces almost all of the first current K11 to flow into the capacitive circuit CC. The battery BP thus remains advantageously coupled to the main electrical circuit CEP, but now through the associated CP pre-charge resistive circuit. The CP pre-charge resistive circuit is thus used in post-charge to protect the BP battery against overcharging (due to the very limited value of the current intensity that supplies it), which improves the safety of the vehicle V and increases the life of its BP battery.

[0078] For example, and as described above (and illustrated, but not limited to, in Figures 1 and 2), the vehicle V may include 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 portion of the first current il during a charging phase of the battery BP, and upstream of the capacitive circuit CC. In this case, in substep 10 of step 10-20, the (for example, the monitoring device DS can trigger the coupling of) resistive pre-charge circuit CP can be coupled to the first terminal (of the battery BP) and to the first PI part (of the main electrical circuit CEP) in order to constrain the first current il (from the external power source SA) to go into the capacitive circuit CC for charging, when the battery BP has been fully recharged by the power source SA and, moreover, the electrical equipment EE no longer requires current.

[0079] Also, for example, and as illustrated, but not limited to, in [Fig. 2], the electrical equipment EE can be connected 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 requires current. This forces the current that previously supplied it to be redirected to the capacitive circuit CC and the battery BP. However, due to the series connection of the pre-charge resistive circuit CP with the battery BP (by closing contactor (or switch) K1 and opening contactor (or switch) K2), almost all of the initial current il (from the external power supply SA) is forced to flow to the capacitive circuit CC and thus charge the latter (CC) while protecting the battery BP against overcharging.Indeed, when the electrical equipment EE is decoupled, the capacitive circuit CC is placed at the same voltage as the battery BP, and therefore the first current will go almost entirely into the capacitive circuit CC and not into the battery BP.

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

[0081] Since the external power supply SA is primarily a regulated voltage source, responsible for maintaining the charging voltage within a limited range, for example + / - 5% (i.e., between 380 V and 420 V in the case of a charging voltage of 400 V), as soon as it observes that the voltage exceeds (here) 420 V, it will attempt to The voltage drops, and therefore so does the initial current it delivers (here) to the CN charging connector. The voltage across the capacitive circuit CC will then remain (here) at this value of 420 V without drawing any initial current (and therefore, in the case of a CP pre-charge resistive circuit with a resistance of 50 Ohms, the current reaching the BP battery (via the CP pre-charge resistive circuit) will be approximately 0.4 A ((420 V - 400 V) / 50 Ohms = 0.4 A), which is very low and prevents overcharging). The value of 0.4 A received by the BP battery is typically comparable to a value of 13 A in the absence of implementation of the invention.Next, the external power supply SA will receive a zero current command from the charging computer CR, informing it that the vehicle V no longer wants to receive any initial current (because the battery BP is fully recharged and at the same time there is no more electrical equipment EE needing to be powered).

[0082] For example, and as illustrated non-limitingly in [Fig.3], step 10-20 may include a substep 20 in which, once the battery BP is fully 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 should also be noted, as illustrated but not limited to [Fig. 2], that the charging computer CR (or the computer of the monitoring device DS) may also include a mass memory MM1, in particular for storing each current setpoint defining the needs of the electrical equipment EE, as well as any intermediate data involved in all its calculations and processing. Furthermore, this charging computer CR (or the computer of the monitoring device DS) may also include an input interface IE for receiving at least each current setpoint defining the needs of the electrical equipment EE for use in calculations or processing, possibly after having been shaped and / or demodulated and / or amplified, in a manner known per se, by means of a digital signal processor PR2.Furthermore, this CR charging computer (or the DS monitoring device computer) may also include an IS output interface, notably to deliver a coupling message (or command) for the CP pre-charge resistive circuit to the first terminal and first part PI, and a possible message requesting a zero current setpoint.

[0084] It should 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 such as electronic circuits (or hardware), such as the PR1 processor, is suitable for implementing the monitoring method described above for monitoring charging in vehicle V complete with its BP battery.

Claims

1.

2.

3. Demands A monitoring method for a vehicle (V) comprising i) a rechargeable battery (BP) having first and second terminals, ii) a main electrical circuit (MEC) having a first part (PI), adapted to be coupled to said first terminal and in which a first current from an external power source (SA) is adapted to flow, and a second part (P2) coupled to said second terminal, iii) a resistive pre-charge circuit (CP) adapted to be 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 pre-charge circuit (CP), characterized in that it comprises a step (10-20) in which, when said battery (BP) has been fully recharged by said power source (SA),The said resistive pre-charge circuit (CP) is coupled to the said first terminal and first part (PI) in order to constrain the said first current to flow into the said capacitive circuit (CC) to charge it. A 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 charging phase of said battery (BP) and upstream of said capacitive circuit (CC), in said step (10-20) said resistive pre-charge 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 when, furthermore, said electrical equipment (EE) no longer needs current. Product: A computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the monitoring method according to claim 1 or 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 flowing, and a second part (P2) coupled to said second terminal, iii) a resistive pre-charge 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 overload of said battery (BP) after a complete recharge by said external power source (SA).

4. A monitoring device (MD) for a vehicle (V) comprising i) a rechargeable battery (BP) having first and second terminals, ii) a main electrical circuit (MEC) having a first part (PI) adapted to be coupled to said first terminal and in which a first current from an external power source (SA) is adapted to flow, and a second part (P2) coupled to said second terminal, iii) a resistive pre-charge circuit (CP) adapted to be 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 pre-charge circuit (CP), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, when said battery (BP) has been fully 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 flow 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 supply (SA) is suitable for flowing, and a second part (P2) coupled to said second terminal, iii) a resistive pre-charge 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 pre-charge 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 including at least one electric motive machine (EMM) coupled to said battery (BM) via said main electrical circuit (MEC).

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 charging 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 temperature during 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 drive machine (EDM) in order to regulate a temperature during the latter (EDM).

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

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