METHOD FOR MANAGING CHARGING SEQUENCE DATA OF AN ELECTRIC VEHICLE

Abstract

The invention relates to a method for supporting a user of an electric or rechargeable hybrid vehicle (10), equipped with a battery (1), in particular with a view to minimizing charging losses during charging sequences, the method comprising the collection, for a plurality of charging sequences of the vehicle, of charging information comprising, for each of the sequences: - the type of charging terminal or socket (5, 6), - the type of electrical connection, including the type of cable (4) and its length, - a quantity of electrical energy delivered (EN1) by the terminal or socket, - a quantity of energy stored (EN2) in the battery, - a local outside temperature, a calculation of a charging efficiency, a comparison of the charging and efficiency information with references and aging charts, a restitution, by a display intended for the user, of comparative indicators and / or recommendations. Figure 1

Description

Title of the invention: METHOD FOR MANAGING CHARGING SEQUENCE DATA OF AN ELECTRIC VEHICLE

[0001] The invention relates to a method for managing charging sequence data of an electric or rechargeable hybrid vehicle. More specifically, the invention relates to a method for supporting a user of an electric or hybrid vehicle, in particular with a view to minimizing charging losses during vehicle recharging sequences, and incidentally optimizing the cost price of recharging.

[0002] In an electric propulsion / traction motor vehicle, there is a traction battery which is designed to store a significant amount of electrical energy in electrochemical form. The traction battery is an electrical energy storage device, more concisely called 'electric battery' or even 'battery', or even 'battery pack'.

[0003] Regarding the quantity of energy stored in the battery pack, in practice we are talking about several tens of kWh. A 100% electric vehicle battery has an energy storage capacity typically between 50 kWh and 100 kWh, depending on the target autonomy, the weight and the consumption of said vehicle, and a little less for a plug-in hybrid vehicle.

[0004] In this type of vehicle, it is necessary to recharge the batteries from time to time. Recharging can be carried out from an electrical outlet available in the home or usual residence of the user of the vehicle (so-called 'domestic' outlet) or from a charging station located in the public or semi-public domain.

[0005] More specifically, in the context of home charging, some users use a conventional single-phase power outlet, but some users use specific equipment called a 'Wallbox', which generally allows more power to be drawn from the electrical panel of the home or building (e.g. building parking lot).

[0006] In the context of recharging from a recharging station located in the public or semi-public domain, there are also several types of recharging, either single-phase or three-phase, for recharging via seven-pin sockets known as “type 2”.

[0007] There are also so-called "fast charging" terminals where a high flow of electrical energy (>50 kW) is transferred in direct current mode from the terminal to the vehicle, and which require the use of a specific combined socket and a cable with large-section conductors.

[0008] By "semi-public" domain we mean, for example, company parking lots, for example a parking lot where a user usually parks his vehicle. when he is in a work situation in a nearby building. In these conditions, these charging stations are not accessible to the general public but are accessible to all staff of the company in question. The "semi-public" domain also includes parking areas of condominium buildings, where charging stations can be installed, with access reserved for residents of the condominium.

[0009] To recharge electric and hybrid vehicles, it is necessary to use an electric charging cable intended to connect, on the one hand, a charging base on the vehicle side and, on the other hand, a power supply socket on the opposite side, namely the terminal / station side or the household electrical socket.

[0010] The charging cable may be more or less long, and it may happen that this charging cable is damaged, for example one of its conductors has suffered mechanical aggression and has a resistance greater than the expected nominal resistance. The charging cable may also have undergone a significant number of folding and unfolding cycles and one or more of its conductors may have broken strands, which reduces the capacity to transmit current without heating and increases the line load losses.

[0011] We also note that when recharging at home, some users use an electrical extension cord between the power outlet and the standard charging cable, which is not recommended and is detrimental to the electrical efficiency of the recharging.

[0012] Furthermore, in public spaces, there are several networks of terminals, the terminals being from different manufacturers and belonging to different electricity distribution companies.

[0013] Given the increase in the fleet of electric vehicles, it is increasingly common for certain users to carry out various recharges on different means, domestic and public.

[0014] At the same time, the number of charging stations in public areas is also increasing rapidly, which broadens the possible choices available to users of electric and rechargeable hybrid vehicles.

[0015] Some users may have the perception that certain charging sequences do not meet their expectations without being able to quantify or qualify the frustration. In particular, the user cannot simply know the possible energy losses caused by the charging installation or more generally all the components involved in the charging process.

[0016] It has therefore emerged that there is a need to be able to provide relevant information to users of electric and rechargeable hybrid vehicles, in order to increase their understanding of the charging processes, and to highlight possible problems in the charging installation and the charging configurations implemented. Another The objective is to be able to improve, for future recharges, the performance and cost of these recharges.

[0017] To this end, the present invention proposes a method for accompanying a user of an electric or rechargeable hybrid vehicle, equipped with a main battery, in particular with a view to minimizing load losses during the main battery recharging sequences, the method comprising: EA- collect, for a plurality of vehicle charging sequences, charging information relating to each of the charging sequences, said charging information comprising, for each of the charging sequences: - the type of charging station or socket to which the vehicle is connected, - the type of electrical connection, including the type of cable and its length as well as the type of terminal plug(s), - a quantity of electrical energy delivered by the terminal as estimated by the terminal, or documented by other means, - a quantity of energy stored in the vehicle's main battery as estimated by a battery management computer, - a local outside temperature, EB- calculate, for each of the charging sequences, a charging efficiency, EC- order and / or compare the charging information of each recharging sequence and efficiency against reference data tables, and against aging charts of components involved in recharging the vehicle, ED - a restitution step, by displaying to the user, comparative indicators and / or recommendations or recommendations with a view to planning future charging sequences or changing a component.

[0018] Thanks to the provisions promoted above, it is possible to compare the charging information with reference data, to provide, for the user, histograms concerning the past charging sequences, and to highlight possible faults in the charging installation.

[0019] Advantageously, the proposed method makes it possible to improve, for future recharges, the performance and the cost price of these recharges.

[0020] It should be noted that by "type of charging terminal or socket", we mean the standard to which the plug or socket conforms as well as the maximum power delivered (caliber or 'power rating').

[0021] It should be understood here that the “electrical connection” may involve the interposition of an extension cord or electrical extension between the vehicle and the power outlet.

[0022] The term "quantity of electrical energy delivered documented by other means" should be understood as meaning that in the case of a connection to a socket In a typical electrical system, a metering device similar to a small sub-meter may be provided, installed on the socket, which allows the electrical energy passing through the socket to be measured. The result can be displayed on a local display or transmitted wirelessly to a user's smartphone or to a remote site.

[0023] According to one embodiment, the charging information relating to each of the charging sequences further comprises: - a unit cost value of the kWh supplied to the vehicle for charging, - an average battery temperature at the start of charging, - the timestamp of the charging sequence, with start time and duration or end time, - local weather conditions at the time of the charging sequence, including local outdoor temperature and local humidity.

[0024] As a result, the display of information for the user can be completed and refined. The number of parameters influencing the charging performance is greater.

[0025] The method can increase the relevance of the recommendations and recommendations made to improve the performance of future charging sequences.

[0026] For example, a battery temperature that is too low is unfavorable to charge acceptance. Similarly, an external temperature that is too high can cause a reduction in charge currents for thermal protection reasons.

[0027] Regarding the timestamp and the charging time slots, there may be a significant impact on pricing, an element that the user may be unaware of.

[0028] According to one embodiment, the method provides a functional distribution of tasks between the battery management computer, an on-board charger, a supervisor computer and a remote server, a communicating multifunction portable terminal and, where appropriate, a terminal controller.

[0029] Whereby several electronic units collaborate together to contribute to the optimized realization of the process promoted here.

[0030] According to one embodiment, the restitution step comprises the display of a histogram showing the observed energy efficiency of each of the last N recharging sequences. N is an adjustable display parameter, for example it can be between 10 and 20, without these values ​​being a limitation if a display elevator is used.

[0031] Thus the vehicle user can view in a very synthetic way the technical performance of the last recharges carried out. The display can be done on a multifunction telephone screen or a computer screen.

[0032] According to one embodiment, the restitution step comprises the display of a histogram showing the unit cost of each of the last N recharging sequences.

[0033] Thus, the vehicle user can visualize in a very synthetic manner the economic performance of the last recharges carried out.

[0034] According to one embodiment, the restitution step comprises elements for highlighting the least efficient recharging sequences.

[0035] Thus, the user can identify the least optimized charging sequences and can modify his behavior in relation to the least efficient charging sequences in terms of yield or modify his behavior in relation to the most expensive charging sequences per kWh, according to his ecological or economic sensitivity.

[0036] According to one embodiment, the components involved in recharging the vehicle comprise at least cables, plugs, an on-board charger, the battery management computer, the battery, and where appropriate a terminal controller.

[0037] The proposed method thus makes it possible to identify a doubtful or defective component among the entire energy transmission chain from the network supply to the vehicle battery.

[0038] According to one embodiment, the reference data tables and the aging charts are established in advance by measurement campaigns and / or calibration tests, the past and remaining lifespan of certain components being determined by summing the usage time.

[0039] The method uses these reference tables to make comparisons of the values ​​recorded for the vehicle charging sequence with reference values.

[0040] The invention further relates to a system comprising an electric or rechargeable hybrid vehicle equipped with a main battery, at least one domestic electricity supply socket, charging stations located in the public or semi-public domain, characterized in that a set of electronic and computer means is provided configured to implement the method as described above.

[0041] According to one embodiment, the set of electronic and computer means comprises one or more on-board computers, at least one application server, and at least one communicating multifunction portable terminal.

[0042] According to one embodiment, the on-board computers comprise the battery management computer 2, an on-board charger 3 and a supervisor computer 7.

[0043] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: [Fig.l] is a schematic representation of a charging sequence for an electric vehicle; [Fig.2] illustrates a functional diagram of an example of a charging installation from from a standard domestic socket or a specific Wallbox type socket; [Fig.3] illustrates a functional diagram of an example of a charging installation from a public terminal with alternating current supply; [Fig.4] illustrates a functional diagram of an example of a rapid charging installation from a public terminal with direct current supply; [Fig.5] illustrates the calculation of the energy efficiency of recharging; [Fig.6] illustrates an example of a flowchart representing the proposed process; [Fig.7] illustrates an example of a summary table display for the vehicle user; [Fig.8] illustrates another example of the type of display intended for the user.

[0044] In the various figures, the same references designate identical or similar elements.

[0045] In [Fig. 1], a vehicle 10 is shown schematically.

[0046] The vehicle in question may be a passenger vehicle, a utility vehicle, a van, a truck, a coach, a recreational vehicle, etc.

[0047] We are interested here in the case where the vehicle in question is usually used by a regular user, or even a couple of regular users. We will see, however, that the proposed method also works in the case of multiple users, such as for example the case of rental vehicles, the case of car-sharing systems, etc.

[0048] The vehicle considered 10 comprises at least one electric traction machine, optionally with an internal combustion engine. Indeed, the vehicle can be a 100% electric vehicle or a plug-in hybrid vehicle.

[0049] The vehicle 10 comprises an electric traction chain, with, as known per se, a traction battery denoted 1.

[0050] In the context of the present invention, the vehicle battery is equipped with a battery management computer 2, otherwise known in the trade as BMS (Battery Management System).

[0051] The general architecture and functions of a BMS calculator are known per se, this unit can determine the amount of energy entering the battery by means of one or more current sensors and one or more voltage measurements at the terminals. This BMS unit monitors the internal temperature of the battery and can decide to limit the incoming current in the event of excessively high temperature.

[0052] The vehicle 10 comprises an on-board charger marked 3, otherwise known in the trade as OBC for 'On Board Charger'. The general architecture and functions of the on-board charger are known per se, this unit provides electrical protection with respect to various possible external connections. This unit provides in particular AC / DC conversion (alternating to direct) in the case of charging from an alternating current source.

[0053] The vehicle may further comprise a supervisory computer 7 which will be discussed later.

[0054] The supervisor computer 7, the battery management computer 2, the on-board charger 3 are entities called here on-board computers because they are located in the vehicle. In contrast, certain other computer and electronic means are not located on board the vehicle, in particular in the context of the present invention, these are the terminal controller placed in the terminal, one (or more) application servers 8, and a smartphone 9 otherwise called here a communicating multifunction portable terminal 9.

[0055] The vehicle 10 comprises a connection base for recharging.

[0056] To carry out the recharging, an electric recharging cable marked 4 is used, intended to connect on the one hand the recharging base on the vehicle side and on the other hand on the opposite side a power supply socket or equivalent, depending on whether the supply equipment is a station terminal or a residential electrical socket.

[0057] The length of the charging cable is marked LC. We will see later that this length can have an influence on the energy performance of the recharge due to losses including voltage drops.

[0058] In the case of the domestic charging configuration, it should be noted that some users also use an electrical extension cord when the vehicle is too far from the power supply socket.

[0059] As shown in [Fig. 1], the charging cable 4 comprises at a first end a first plug 12 intended to be coupled to the charging base of the vehicle. The charging cable further comprises at the other end a second plug 51 intended to be coupled to the charging terminal 5.

[0060] Generally it is always possible to recharge your electric vehicle from a standard domestic socket.

[0061] It should be noted that recharging a zero-emission vehicle, whose battery generally has a capacity of between 50 kWh and 100 kWh, requires a very long recharging time from a standard power outlet delivering between 2 and 3 kW. This is why there is a trend towards being able to charge your electric vehicle at home at a higher power.

[0062] There is a trend among electric vehicle users to equip their homes with a powerful power line to supply the charging socket for their electric vehicle. In this context, a specific powerful line can be used, and a specific box sometimes called a "Wallbox" is installed, which can deliver to the vehicle, from the specific line, more than 20 amps, or even up to 32 amps, always in single-phase. Indeed, homes are equipped, with rare exceptions, with a power supply with a single phase (therefore in single-phase) and are very rarely equipped with a three-phase network supply.

[0063] Thanks to the large caliber line and the single-phase 'Wallbox', up to 7 kW can be delivered for recharging the electric vehicle at home.

[0064] As for public AC charging stations, three-phase is very often available on new installations. Three-phase allows for so-called accelerated charging. Three-phase charging is most often available at a power level of 22 kW, which corresponds to amperages of 32 amps per conductor. Some public stations, although three-phase, have a power level of up to 11 kW, which corresponds to amperages of 16 amps per conductor.

[0065] There are also public terminals which only have a single-phase power supply, and then the power limit is 3.5 kW and 7 kW for respective amperages of 16A and 32A as for the domestic case.

[0066] Furthermore, fast charging is a marked need during long journeys where the distance traveled is greater than the range allowed by the battery capacity. There is currently an increase in the number of fast charging stations with terminals capable of delivering powers of 50kW, 75kW, 150kW, 300kW, 350kW, without excluding other intermediate calibers. It should be noted that these fast recharges use a transmission of electrical energy in the form of direct current and require the use of a specific charging cable having large section conductors. The current supplied by the terminal enters directly into the battery without passing through a transformer, i.e. without AC / DC conversion (alternating to direct).

[0067] There is therefore a wide variety of options for recharging electric vehicles, e.g. at home, near home, during long journeys, in the context of work.

[0068] Over the days, the vehicle 10 is subject to a plurality of charging sequences (interchangeably called recharging sequences). Each time the user puts the vehicle to charge, a charging sequence occurs.

[0069] The charging sequence begins at a time which can be identified by a sequence start timestamp. This start timestamp information can be supplemented either by the duration of the recharge or by a timestamp of the instant of completion of the recharge.

[0070] The method provides for collecting for each of the vehicle charging sequences, a set of information conventionally called here “charging information”. This is the step noted 'EA' with particular reference to [Fig.6].

[0071] Said load information includes in particular: - the type of charging terminal or socket (5,6) to which the vehicle is connected, - the type of electrical connection, including the type of cable and its length as well as the type of terminal plug(s), - the quantity of electrical energy delivered EN1 by the terminal as estimated by the terminal, or documented by other means, for example by a specific meter 60 installed on the domestic socket to which the charging cable is connected, - the quantity of energy stored EN2 in the main battery of the vehicle as estimated by the battery management computer 2 (BMS), - the local outside temperature.

[0072] The local outside temperature can be recovered on board the vehicle which generally has an outside temperature sensor.

[0073] The type of electrical connection identifies the type of cable used, its length LC, the type of terminal plug at the first end and, if applicable, at the 2nd end. The type of electrical connection may also include the presence of an electrical extension 44 as illustrated in [Fig.2].

[0074] The energy quantities are now discussed.

[0075] The method provides for calculating, for the sequence which has just ended as for each of the charging sequences, a charging efficiency noted RD. More precisely the efficiency RD is calculated by the ratio as follows, illustrated in [Fig.5].

[0076] RD = EN2 / EN1.

[0077] The box marked 15 corresponds to the determination of the quantity of energy delivered EN1 by the terminal or the socket. For a public terminal, the terminal controller 50 is capable of automatically determining the instantaneous power delivered and the quantity of energy delivered for the recharging sequence. The terminals are in fact equipped with current sensors and measure the voltage at the delivery output.

[0078] In the case of a domestic Wall box type socket, this can also provide information on the quantity of energy delivered.

[0079] In the case of a simple domestic socket, it is possible to measure the energy consumption by interposing a specific divisional meter 60 between the socket and the charging cable.

[0080] For the case of a standard domestic socket, alternatively, the determination can be estimated by the user if necessary.

[0081] The box marked 16 corresponds to the determination of the quantity of stored energy EN2 in the main battery of the vehicle. The quantity of energy EN2 is determined by the battery management computer 2, which uses for this purpose one or more current sensors and one or more voltage measurements at the terminals of the modules or cells of the battery. The battery management computer 2 can on the one hand measure the energy flow entering the battery and on the other hand confirm a posteriori with voltage measurements at the terminals after a minimum rest time of the brewery.

[0082] The box marked 17 corresponds to the division EN2 / EN1, the result of which is provided to the box marked 18.

[0083] The charging information relating to each of the charging sequences may further comprise additional parameters which are set out below.

[0084] This may involve: - a unit cost value of the kWh supplied to the vehicle for charging, - an average battery temperature at the start of charging - the timestamp of the charging sequence, with start time and duration or end time, - local weather conditions at the time of the charging sequence, including local outdoor temperature and local humidity.

[0085] The unit cost ('Unit Cost') can be entered by the user or can be acquired automatically under the conditions of acceptance of the charging transaction at the terminal.

[0086] The average temperature of battery 1 at the start of charging position is information provided by the battery management computer 2.

[0087] Local weather conditions can be retrieved from a weather server or made available in a vehicle telematics computer or on a user's smartphone application.

[0088] All the information can be collected at the level of a supervisory computer 7 present on board the vehicle or this information can be grouped in the server application 8.

[0089] The Type 2 charging cable illustrated in [Fig.3] comprises seven conductors, as defined in the IEC 62196 standard. These seven conductors comprise: - a neutral conductor N, - a first phase conductor Ll, - a second phase conductor L2, - a third phase conductor L3, - a PE protective conductor, - a control line driver named CP, - a proximity line driver named PP.

[0090] The on-board charger 3 and the terminal controller 50 communicate via the control pilot line CP. The operation of the control pilot line CP is defined in the IEC 62196 standard.

[0091]

[0092] The proposed system comprises the electric or rechargeable hybrid vehicle 10 equipped with a main battery 1, at least one domestic electricity supply socket 6, charging stations 5 located in the public or semi-public domain, and a set of electronic and computer means.

[0093] The charging station 5 includes a charge controller rated 50.

[0094] Generally, the set of electronic and computer means comprises one or more on-board computers (2, 3, 7), at least one application server 8, and at least one communicating multifunction portable terminal 9 (Smartphone).

[0095] Server 8 may be its own server, but it may be a cloud service. Smartphone 9 is known in itself.

[0096] The supervisor calculator 7 can be formed as a multifunction passenger compartment calculator or as a general calculator of the electric traction chain or even a telematics calculator.

[0097] The supervisor calculator 7, the on-board charger 3 and the management calculator battery 2 communicate with each other via a multiplexed network, for example via a CAN bus as known per se.

[0098] A communication link 77 is provided between the supervisor calculator and the server 8. A communication link 75 is provided between the terminal controller 50 and the server 8. A communication link 76 may also be provided between the divisional electricity meter at 76 and the server 8. Moreover, the data communication between the smartphone 9 and the server is noted 78.

[0099] As illustrated in [Fig.2], a basic charging cable 4 comprises only 3 conductors, namely the phase (here Ll), the neutral N and the earth protection PE. An electrical extension 44 comprises the same electrical paths and can be used despite the general recommendation not to do so, and furthermore the cross-section of the wires may be unsuitable for powerful charging.

[0100] The extension 44 comprises a female base 31 to which the 2nd end of the charging cable is coupled, a plug 32 intended to be coupled to a charging socket 6. It is noted that the length of the extension 44 can be several meters, for example it can be a 15 meter or 25 meter reel extension.

[0101] In the possibility shown in the lower part of [Fig.2] (as an alternative to the possibility shown above), the presence of a divisional energy meter 60 interposed between the socket 6 and the charging cable 4 has been illustrated.

[0102] As illustrated in [Fig.4], a 4' fast charging cable comprises two large cross-section conductors, namely the + and the -, and three other conductors, namely the PE earth protection and the CP control and PP proximity lines. In this configuration, the corresponding 12 plug complies with the so-called "Combo CCS2" standard as defined in the IEC 62196 standard.

[0103] In [Fig.6], a general flowchart has been illustrated, the box 81 corresponds to the components used in the charging installation, namely the cables, the plugs, the on-board charger, the terminal or the power outlet and the vehicle battery.

[0104] Box 82 represents the external environment, in particular the weather conditions. local logic.

[0105] Box 83 represents the acquisition of general charging conditions.

[0106] Box 84 represents the acquisition of energy data allowing the calculation of the charging efficiency.

[0107] Box 85 represents charging station compliance data.

[0108] Box 86 represents the functions of ordering and / or comparing the in charge formations of each charging sequence compared to reference data tables, and to aging charts of components involved in vehicle charging.

[0109] Box 71 represents reference data, including in particular the type of vehicle and the characteristics of the on-board charger 3.

[0110] Box 72 represents aging data, in the form of aging charts.

[0111] Box 70 represents the storage of charging sequence data for the vehicle of interest for history and playback purposes.

[0112] Box 87 represents functions for displaying dashboards and histograms for the user as will be seen using figures 7 and 8 below.

[0113] Box 88 represents functions for displaying recommendations for the user.

[0114] In the DI graph of [Fig.7], each line summarizes the main data of a charging sequence. The first column indicates the date, the second column indicates the location ('loc'), the third column ('Supply Type') indicates the type of electrical energy supply equipment, e.g. domestic socket, wallbox, terminal, DC terminal, etc., as well as the type of cable 4.

[0115] The fourth column ('Pw Rating') indicates the available nominal power of the electrical energy supply equipment. The fifth column ('NRJ Supl') indicates the quantity of energy delivered by the supply equipment, i.e. socket or terminal. The sixth column ('NRJ stored') indicates the quantity of energy received by the vehicle battery. The seventh column ('RD') indicates the efficiency which is calculated from the two previous data, the eighth column ('Unit Cost') indicates the unit cost of the kilowatt hour.

[0116] The ninth column 'Comp' summarizes an aggregate of additional information: local weather information including temperature and humidity, internal battery temperature information, start and end timestamps of charging, etc.

[0117] We note that the line dated November 15 is highlighted by the display as being an under-optimized recharging sequence, due to too low an efficiency. This can be explained because the Tlb wiring configuration includes a pro- electric lengthener.

[0118] [Fig.8] shows an example D2 of another type of display, in a more graphic. Presentations in the form of maps are also possible. Any type of textual and graphic Kpi restitution by display is symbolically represented in box 87 in [Fig.8]. As already mentioned above, these restitutions can take the form of comparative indicators.

[0119] The supervisor calculator 7 (or another entity) can ensure the calculation of the cumulative time of use of the on-board charger 3, of the cumulative time of use of the battery management calculator 2.

[0120] This makes it possible to manage the effects of aging which affect the efficiency of electronic components for some.

[0121] By calculating the efficiency and considering the aging coefficients and the reference data, it can be deduced that a component of the charging installation has degraded efficiency.

[0122] Under these conditions, a message encouraging the user to go to a garage or to exchange a component, for example the charging cable, can be formulated for the user, in any form.

[0123] Any type of 'Preco' recommendation can be formulated as represented generically in box 88 in [Fig.8].

[0124] Generally speaking, the present invention can provide any functional distribution of tasks between the battery management computer 2, the on-board charger 3, the supervisor computer 7, the remote server 8, and the communicating multifunction portable terminal 9.

Claims

Claims

1. Method for supporting a user of an electric or rechargeable hybrid vehicle (10), equipped with a main battery (1), in particular with a view to minimizing load losses during the recharging sequences of the main battery (1), the method comprising: EA- collecting, for a plurality of charging sequences of the vehicle, charging information relating to each of the charging sequences, said charging information comprising, for each of the recharging sequences: - the type of charging terminal or socket (5, 6) to which the vehicle is connected, - the type of electrical connection, including the type of cable and its length as well as the type of terminal plug(s), - a quantity of electrical energy delivered (EN1) by the terminal as estimated by the terminal, or documented by other means, - a quantity of energy stored (EN2) in the main battery of the vehicle as estimated by a battery management computer (2),- a local outside temperature, EB- calculate, for each of the charging sequences, a charging efficiency (RD), EC- order and / or compare the charging information of each charging sequence and efficiency with reference data tables, and with aging charts of components involved in the charging of the vehicle, ED- a restitution step, by a display intended for the user, of comparative indicators and / or recommendations or recommendations with a view to planning future charging sequences or changing a component.,

2. Method according to claim 1, characterized in that the charging information relating to each of the charging sequences further comprises: - a unit cost value of the kWh supplied to the vehicle for charging, - an average temperature of the battery at the start of charging, - the timestamp of the charging sequence, with start time and duration or end time, - the local weather conditions at the time of the charging sequence, including the local outside temperature and a rate local humidity.

3. Method according to any one of claims 1 to 2, characterized in that the method provides a functional distribution of tasks between the battery management computer (2), an on-board charger (3), a supervisor computer (7), a remote server (8), a communicating multifunction portable terminal (9) and, where appropriate, a terminal controller (50).

4. Method according to any one of claims 1 to 3, characterized in that the restitution step comprises the display of a histogram showing the observed energy efficiency of each of the last N recharging sequences.

5. Method according to claim 2, characterized in that the restitution step comprises the display of a histogram showing the unit cost of each of the last N recharging sequences.

6. Method according to any one of claims 1 to 5, characterized in that the restitution step comprises elements for highlighting the least efficient recharging sequences.

7. Method according to any one of claims 1 to 6, characterized in that the components involved in recharging the vehicle comprise at least cables (4), plugs (11, 12), an on-board charger (3), the battery management computer (2), the battery (1), and where appropriate a terminal controller (50).

8. Method according to any one of claims 1 to 7, characterized in that the reference data tables and the aging charts are established in advance by measurement campaigns and / or calibration tests, the past and remaining lifespan of certain components being determined by summing the usage time.

9. System comprising an electric or rechargeable hybrid vehicle (10) equipped with a main battery (1), at least one domestic socket (6) for supplying electricity, charging stations (5) located in the public or semi-public domain, characterized in that a set of electronic and computer means is provided configured to implement the method according to one of claims 1 to 8.

10. System according to claim 9, characterized in that the set of electronic and computer means comprises one or more on-board computers (2, 3, 7), at least one application server (8), and at least one communicating multifunction portable terminal (9). 16

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