VEHICLE ELECTRICAL SYSTEM ARRANGED TO MANAGE A STATE OF CHARGE OF A RECHARGEABLE BATTERY

Abstract

One aspect of the invention relates to an electrical system SE of a vehicle V arranged to manage a state of charge of a battery BP comprising first and second terminals B1, B2, the system SE comprising: a main electrical circuit CEP having a first part P1, suitable for being coupled to the first terminal B1 via a first contactor K1, a capacitive circuit CC installed between the first P1 and second P2 parts, in parallel with the first contactor K1 and downstream of the capacitive circuit CC, an electronic blocking component CEB preventing a flow of a first current from an external power source SA to the battery BP and authorizing a flow of a second current from the battery BP to the first part P1, the component CEB being suitable for being coupled to the first terminal B1 and part P1 via a third contactor K3. Figure 1

Description

Title of the invention: VEHICLE ELECTRICAL SYSTEM ARRANGED TO MANAGE A STATE OF CHARGE OF A RECHARGEABLE BATTERY

[0001] The technical field of the invention relates to that of vehicles, comprising a rechargeable battery, and more precisely the monitoring within such vehicles of the complete recharges of their rechargeable battery.

[0002] Certain motor vehicles comprise, as disclosed by document FRAI-3087596, a rechargeable battery. This type of vehicle usually comprises a rechargeable battery 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 recharging phase of 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 recharging current is (very) significant, and therefore that during and / or after such a recharge complete it may be necessary 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 may 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 encounter difficulties in regulating the voltage, causing significant voltage fluctuations which risk damaging the electrical equipment concerned.

[0009] A second solution for preserving the battery after its complete recharge may 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 which will discharge. Such a discharge will cause 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 may 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 risks of overcharging the battery after its complete recharge. keeps it coupled to the external power source that recharged it.

[0012] In this context, the invention thus relates, in its broadest sense, to a vehicle electrical system arranged to manage a state of charge of a rechargeable battery having first and second terminals, the electrical system comprising: • a main electrical circuit having a first part, suitable for being coupled to the first terminal via a first contactor and in which a first current from an external power source is suitable for circulating, and a second part suitable for being coupled to the second terminal via a second contactor, • a capacitive circuit installed between the first and second parts, • in parallel with the first contactor and downstream of the capacitive circuit (with respect to the direction of flow of the first current (at least for recharging), an electronic blocking component preventing flow of the first current from an external power source to the battery and authorizing a circulation of a second current from the battery to the first part, the electronic blocking component being able to be coupled to the first terminal and first part via a third contactor, and • at least one processor and at least one memory arranged to carry out an operation consisting, when the battery has been completely recharged by the power source, in triggering a coupling, via the third contactor of the electronic blocking component to the first terminal and first part in order to force the first current to go into the capacitive circuit to charge it.

[0013] Thanks to this use of the electronic blocking component, for example formed by a diode, in post-charging to protect the battery against overcharging, the entire first current from the external source is forced to reach the capacitive circuit, which makes it possible to leave the battery coupled to the main electrical circuit without it risking overcharging, and therefore to improve the safety of the vehicle.

[0014] In addition to the characteristics which have just been mentioned in the preceding paragraph, the electrical system according to the invention may have one or more complementary characteristics among the following, considered individually or according to all technically possible combinations.

[0015] According to a non-limiting aspect of the invention, the electrical system comprises, in parallel with the electronic blocking component, a resistive precharging circuit capable of being coupled to the first terminal and first part via a fourth contactor.

[0016] According to a non-limiting aspect of the invention, the electrical system comprises, in series with the electronic blocking component, a resistive precharging circuit capable of being coupled to the first terminal and first part via the third contactor.

[0017] According to a non-limiting aspect of the invention, the resistive precharge circuit comprises at least one precharge resistor.

[0018] According to a non-limiting aspect of the invention, the electronic blocking component is a diode.

[0019] According to a non-limiting aspect of the invention, the electronic blocking component is a thyristor.

[0020] According to a non-limiting aspect of the invention, the electrical system further comprises at least one piece of electrical equipment installed between the first and second parts, upstream of the capacitive circuit (relative to the direction of circulation of the first current (at least for recharging).

[0021] Another aspect of the invention relates to a method of managing a state of charge of a rechargeable battery having first and second terminals, the method comprising a step, performed by an electrical system according to any one of the aforementioned aspects of the invention, of, when the battery has been completely recharged by the power source, coupling the electronic blocking component to the first terminal and first part in order to force the first current to go into the capacitive circuit to charge it.

[0022] According to a non-limiting aspect of the invention, during the coupling step, the electronic blocking component is coupled to the first terminal and first part when the battery has been completely recharged by the power source and in the absence of electrical equipment to be powered.

[0023] According to a non-limiting aspect of the invention, when the state of charge of the battery decreases below a recharging threshold, the method comprises a step, executed by the electrical system, of coupling the first part of the main electrical circuit to the first terminal via the first contactor.

[0024] The invention and its various applications will be better understood upon reading the following description and examining the accompanying figures.

[0025] [Fig-1] schematically and functionally illustrates an example of the embodiment of a vehicle comprising an electrical system arranged to manage a state of charge of a rechargeable battery according to the invention.

[0026] [Fig.2] schematically and functionally illustrates a first example of embodiment of the electrical system of [Fig.l].

[0027] [Fig.3] schematically and functionally illustrates a second example of embodiment of the electrical system of [Fig.l].

[0028] [Fig.4] schematically and functionally illustrates an exemplary embodiment of a charging calculator included in the vehicle.

[0029] [Fig.5] schematically illustrates an example of an algorithm implementing a method according to the invention.

[0030] The figures are presented for information purposes only and in no way limit the invention.

[0031] Unless otherwise specified, the same element appearing in different figures has a single reference.

[0032] 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.

[0033] 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).

[0034] [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 converter CV, a recharge computer CR, a monitoring device DS and the elements of an electrical system according to the invention.

[0035] As illustrated in [Fig.2], the electrical system SE according to the invention comprises a main electrical circuit CEP, a capacitive circuit CC, an electronic blocking component CEB, at least one electrical equipment EE, first, second, third, and, depending on the embodiment, fourth contactors K1, K2, K3, K4, (or switches or even relays) and a resistive precharging circuit CP provided with a precharging resistor RP. In addition, the electrical system SE comprises a processor PR1 and at least one memory MD arranged to carry out an operation of the method according to the invention.

[0036] 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.

[0037] 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 under the form of a very low voltage battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the CV converter. In the following, as a non-limiting example, we consider that the BS service battery is of the 12 V Lithium-ion type.

[0038] 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. The main electrical circuit CEP 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 battery BP has been recharged.It should be noted that the value of the current required at each instant by the electrical equipment EE is defined by a current setpoint.

[0039] 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 electrical equipment EE are suitable for being coupled. When the battery BP is in a recharging phase, a first current, coming from the 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), as well as possibly at least one electrical equipment EE (so that it can operate).

[0040] 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 aerothermics.

[0041] In the example illustrated non-limitingly in [Fig.l], the main electrical circuit CEP makes it possible to recharge the battery BP not only in direct current (or mode 4), but also in alternating current (or mode 2 or 3), under the control of the recharge calculator CR (associated with the converter CV) and a battery calculator CB forming part of the battery box BB and controlling the battery BP. But in alternative embodiments not illustrated, the main CEP electrical circuit could only allow direct current recharging (or mode 4) or only alternating current recharging (or mode 2 or 3).

[0042] 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.

[0043] The operation of the transmission chain (and therefore of the GMP) is supervised by the supervision computer CS.

[0044] The electric motor MME (here an electric motor) is 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.

[0045] 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.

[0046] 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.

[0047] 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).

[0048] 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.

[0049] 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.

[0050] Furthermore, the battery BP comprises first and second terminals B1, B2 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 includes the battery calculator CB, as illustrated in Figures 1 and 2). As mentioned above and as illustrated without limitation in Figures 1 and 2, the battery BP and the battery box BB may be part of an assembly (or "pack") of battery EB.

[0051] For example, the first and second terminals B1, B2 are respectively the positive and negative terminals of the battery BP.

[0052] 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 electric motor MME and the converter CV.

[0053] The SE electrical system comprises: • the first contactor Kl arranged to couple the first part PI to the first terminal Bl, and • the second contactor K2 arranged to couple the second part P2 to the second terminal B2.

[0054] According to the embodiment illustrated in [Fig.2], in parallel with the first contactor K1, the electrical system SE comprises an electronic blocking component CEP preventing circulation of the first current from an external power source SA to the battery BP and authorizing circulation of a second current from the battery BP to the first part PL. The electronic blocking component CEP is capable of being coupled to the first terminal B1 and first part PI via the third contactor K3.

[0055] This CEP blocking electronic component can be formed by a diode or a thyristor.

[0056] Furthermore, and as illustrated non-limitingly and at least partially in Figures 1 and 2, the electrical system SE also comprises a resistive pre-charging circuit CP capable of being coupled to the first terminal B1 (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 driving machine MME.

[0057] According to this non-limiting embodiment illustrated in [Fig.2], the resistive precharge circuit CP is connected in series with the electronic blocking component CEP and the third contactor K3 so as to be able to be coupled to / decoupled from the first terminal BL

[0058] It will be noted that the third contactor K3 is always placed in its open state while the battery BP is being recharged and in its closed state during a discharge phase.

[0059] For example, this resistive precharge circuit CP may comprise at least one precharge resistor RP.

[0060] According to a different embodiment illustrated in [Fig.3], the resistive circuit of precharge CP is connected in parallel with the first contactor K1, the electronic blocking component CEB and the third contactor K3. The resistive precharge circuit CP is then suitable for being coupled to the first terminal B1 and first part PI via a fourth contactor K4.

[0061] The electrical system SE also comprises the capacitive circuit CC installed between the first PI and second P2 parts, upstream of the electronic blocking component CEP as well as the resistive precharging circuit CP (with respect to the direction of circulation of the first current (at least recharging)).

[0062] It is recalled that when a capacitive load, such as for example the CV converter or an inverter, is connected to the BP battery, this induces a significant inrush current which can create an arc between the contacts of at least one contactor K1, K2, K3, K4, 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 BP battery begins. So that this controlled current can reach the capacitive circuit CC, the third or fourth contactor K3, K4 is placed, depending on the embodiment, in its on (or closed) state.

[0063] For example, the DC capacitive circuit may include at least one capacitor.

[0064] The electrical system SE also comprises at least one processor PR1 and at least one memory MD arranged to carry out an operation consisting, when the battery BP has been completely recharged by the power source SA, in triggering a coupling, via the third contactor K3, of the electronic blocking component CEB to the first terminal B1 and first part PI in order to force the first current to go into the capacitive circuit CC to charge it. Thus, when the battery BE is completely recharged, it can no longer receive a first current from the external power supply system SA but can instead supply a second current to an electrical equipment EE if necessary.

[0065] 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 supervision computer CS of the GMP).

[0066] As mentioned above, the invention notably proposes a method 100 for managing a state of charge of the rechargeable BP battery.

[0067] This method 100 can be implemented at least partially by at least the processor PR1, for example a digital signal processor (or DSP) "), and at least the MD memory illustrated at least partially in Figures 1 and 4 of a DS monitoring device. This DS monitoring device 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.

[0068] The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the method 100 for managing a state of charge. 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 performing at least one electrical or electronic operation.

[0069] 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.

[0070] As illustrated non-limitingly in [Fig.5], the method 100, according to the invention, comprises a step, executed by an electrical system SE according to the invention of, when the battery BP has been completely recharged by the external power source SA, coupling 101 the electronic blocking component CEB to the first terminal B1 and first part PI in order to force the first current coming from the external power source SA to go into the capacitive circuit CC to charge it.

[0071] In other words, according to the example illustrated in [Fig.2], the first contactor (or switch) K1 is switched from its on (or closed) state to its off (or open) state and the third contactor (or switch) K3 from its off (or open) state to its on (or closed) state, which forces the entire first current from the external power source SA to join the capacitive circuit CC. The battery BP thus advantageously remains coupled to the main electrical circuit CEP, but now through the associated electronic blocking component CEB. This implementation makes it possible to protect the battery BP against overloads (due to the impossibility of electrically supplying the battery BP), which makes it possible to improve the safety of the vehicle V and to increase the service life of its battery BP.

[0072] According to the example illustrated in [Fig.3], the first contactor (or switch) K1 is changed from its on (or closed) state to its off (or open) state, the third contactor (or switch) K3 from its off (or open) state to its on (or closed) state and the fourth contactor K4 is left in its off (or open) state which constrains the entire first current coming from the source external SA power supply to join the DC capacitive circuit.

[0073] For example, as described above (and illustrated non-limitingly in FIGS. 1, 2 and 3), 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 coming from the external power source SA during a recharging phase of the battery BP. This electrical equipment EEE is arranged upstream of the capacitive circuit CC. In this case, during the coupling step 101, the electronic blocking component CEB is coupled to the first terminal B1 of the battery BP and to the first part PI of the main electrical circuit CEP 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.

[0074] 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 fifth contactor K5 (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 electronic blocking component CEB with the battery BP by closing the third contactor K3, the entire first current 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. Indeed, when the electrical equipment EE is decoupled, the first current will go entirely into the capacitive circuit CC and not into the battery BP.

[0075] The external power source SA temporarily maintaining its first current, 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).

[0076] As the external power source SA is above all 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 seek to drop the voltage, and therefore also the first current 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 a first current.

[0077] Then, the external power source SA will receive from the charging computer CR a current instruction equal to zero which informs it that the vehicle V no longer wants to receive the first current because the battery BP is completely recharged and at the same time there is no longer any electrical equipment EE needing to be powered.

[0078] The method 100 further comprises, when the state of charge of the battery BP decreases below a recharge threshold, for example between 80 and 99% of the maximum state of charge of the battery BP, a step of coupling 102 the first part PI of the main electrical circuit CEP to the first terminal B1 via the first contactor K1. Thus, the first current from the external power source SA can be redirected to the battery BP via the first contactor K1. Such a situation of discharge of the battery BP can occur when the vehicle V is not used for a long period.

[0079] 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 charging 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 electronic blocking component CEB to the first terminal B1 and first part PI and a possible message requiring a zero current setpoint.

[0080] 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 method described above for monitoring in the vehicle V the complete recharges of its battery BP.

Claims

Claims

1. Vehicle (V) electrical system (SE) arranged to manage a state of charge of a rechargeable battery (BP) having first and second terminals (Bl, B2), said electrical system (SE) comprising: - a main electrical circuit (CEP) having a first part (PI), suitable for being coupled to said first terminal (Bl) via a first contactor (Kl) and in which a first current from an external power source (SA) is suitable for circulating, and a second part (P2) suitable for being coupled to said second terminal (B2) via a second contactor (K2), - a capacitive circuit (CC) installed between said first (PI) and second (P2) parts, - said electrical system (SE) being characterized in that it further comprises: - in parallel with said first contactor (Kl) and downstream of said capacitive circuit (CC), an electronic blocking component (CEB) preventing circulation of the first current from an external power source (SA) to the battery (BP) and authorizing circulation of a second current from the battery (BP) to the first part (PI), said electronic blocking component (CEB) being suitable for being coupled to said first terminal (Bl) and first part (PI) via a third contactor (K3), and - at least one processor (PR1) and at least one memory (MD) arranged to carry out an operation consisting, when said battery (BP) has been completely recharged by said power source (SA), in triggering a coupling, via said third contactor (K3) of said electronic blocking component (CEB) to said first terminal (Bl) and first part (PI) in order to force said first current to go into said capacitive circuit (CC) to charge it.

2. Electrical system (SE) according to the preceding claim, characterized in that it comprises, in parallel with the electronic blocking component (CEB), a resistive precharge circuit (CP) capable of being coupled to said first terminal (Bl) and first part (PI) via a fourth contactor (K4).

3. Electrical system (SE) according to claim 1, characterized in that it comprises, in series with the electronic blocking component (CEB), a resistive precharge circuit (CP) capable of being coupled to the first terminal (Bl) and first part (PI) via the third contactor (K3).

4. Electrical system (SE) according to any one of claims 2 or 3, characterized in that the resistive precharge circuit (CP) comprises at least one precharge resistor (RP).

5. Electrical system (SE) according to any one of the preceding claims, characterized in that the blocking electronic component (CEP) is a diode.

6. Electrical system (SE) according to any one of claims 1 to 4, characterized in that the blocking electronic component (CEP) is a thyristor.

7. Electrical system (SE) according to any one of the preceding claims, characterized in that it further comprises at least one electrical equipment (EE) installed between the first (PI) and second (P2) parts, upstream of said capacitive circuit (CC).

8. Method (100) for managing a state of charge of a rechargeable battery (BP) having first and second terminals (Bl, B2), said method (100) being characterized in that it comprises a step, executed by an electrical system (SE) according to any one of the preceding claims, of, when said battery (BP) has been completely recharged by the power source (SA), coupling (101) the blocking electronic component (CEP) to the first terminal (Bl) and first part (PI) in order to force the first current to go into the capacitive circuit (CC) to charge it.

9. Method (100) according to the preceding claim, characterized in that during the coupling step (101), the electronic blocking component (CEP) is coupled to the first terminal (Bl) and first part (PI) when the battery (BP) has been completely recharged by the power source (SA) and in the absence of electrical equipment (EE) to be powered.

10. Method (100) according to any one of claims 8 or 9, characterized in that, when the state of charge of the battery (BP) decreases below a recharge threshold, the method (100) comprises a step, executed by the electrical system (SE), of coupling (102) the first part (PI) of the main electrical circuit (CEP) to the first terminal (Bl) via the first contactor (Kl).

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