MONITORING MEASURED VOLTAGES OF CELLS IN A VEHICLE CELLULAR BATTERY

Abstract

A monitoring method is implemented in a vehicle comprising a cellular battery comprising N electrical energy storage cells, with N > 1, and N sensors respectively measuring N voltages at the terminals of said N cells, and a powertrain suitable for being supplied with electrical energy by this cellular battery to produce engine torque. This method comprises a step (10-20) in which, when at least one measured voltage is outside a chosen voltage range, the supply of electrical energy to the powertrain is prohibited when the vehicle is in a driving phase or a recharging of the cellular battery when the latter is in a recharging phase. Figure 3

Description

Title of the invention: MONITORING OF THE MEASURED VOLTAGES OF THE CELLS OF A CELLULAR BATTERY OF A VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising at least one cellular battery associated in particular with a powertrain, and more precisely to the monitoring within such vehicles of the measured voltages of the cells of such cellular batteries. State of the art

[0002] Certain vehicles, possibly of the automobile type, include:

[0003] - a rechargeable cellular battery comprising, on the one hand, N cells of electrical energy storage (possibly grouped in cellular modules and possibly electrochemical (for example lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type)), with N > 1, and, on the other hand, N sensors measuring respectively N voltages at the terminals of these N cells, and

[0004] - a powertrain (or GMP) comprising at least one driving machine electric power to be supplied with electrical energy by this cellular battery to produce engine torque.

[0005] It will be noted that in this type of vehicle the recharging of the cellular battery can be done by temporarily coupling the vehicle to an external power source and / or by torque recovery (for example regenerative braking torque).

[0006] As is known to those skilled in the art, in a cellular battery at least one of the cells may sometimes be subject to an overvoltage or undervoltage during a recharging phase or a driving phase. Here, the term "cell having an overvoltage" is understood to mean a cell having a higher voltage than most of the other identical cells in its cellular battery, and therefore having a high probability of being subject to premature aging. Furthermore, here, the term "cell having an undervoltage" is understood to mean a cell having a lower voltage than most of the other identical cells in its cellular battery, and therefore having a high probability of being subject to electrolyte leakage.

[0007] These overvoltages and undervoltages are likely to reduce the lifespan of the cells of the cellular battery, and can cause, when their duration is relatively long, damage which can cause a fire in the vehicle and / or electrocution of passenger(s).

[0008] It has been proposed, in particular in patent document FR-B1 3128790, to determine a minimum voltage and a maximum voltage among the N measured voltages of the N cells, and, when the difference between these determined minimum and maximum voltages is greater than a threshold, to limit the maximum power supplied or received by the cellular battery.

[0009] This makes it possible, in the event of a voltage problem detected at the level of a cell, to continue to use the cellular battery but to a lesser extent and without modifying its current state of charge, and therefore not to aggravate the situation of the cell causing the problem. However, if it can be verified that the dispersion of the voltages measured by the N sensors of the N cells remains limited, when a problem is detected it is not known whether it results from a dispersion on the precision of voltages measured by certain sensors or from the fact that one or more sensors are no longer working. However, in the event of a sensor failure there is a risk of fire in the cellular battery. Furthermore, in the event of a problem detected, it is necessary to replace all the cellular modules of the cellular battery, or even the entire battery, and not the (or each) cellular module comprising at least one faulty sensor.

[0010] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0011] For this purpose, it proposes in particular a monitoring method intended to be implemented in a vehicle comprising:

[0012] - a cellular battery comprising N electrical energy storage cells, with N > 1, and N sensors measuring respectively N voltages at the terminals of these N cells, and

[0013] - a powertrain suitable for being supplied with electrical energy by this cell battery to produce engine torque.

[0014] This monitoring method is characterized by the fact that it comprises a step in which, when at least one measured voltage is outside a chosen voltage range, the power supply to the powertrain is prohibited when the vehicle is in a rolling phase or a recharging of the cellular battery.

[0015] Thanks to the invention, it is now possible to detect each cell causing a problem (itself or its sensor), and to act accordingly by engaging a “reconfiguration” mode (comprising at least one prohibition of power supply to the GMP or recharging of the cell battery) in order to avoid triggering a fire in the cell battery.

[0016] The monitoring method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0017] - in its step, it is possible to prohibit the supply of the power unit in electrical energy or recharging the cellular battery when at least one measured voltage is outside the voltage range for at least a first chosen duration;

[0018] - in the presence of the first option, in its step, the first duration chosen can be between 200 ms and 1 s;

[0019] - in its step, one can also electrically isolate the cellular battery from any vehicle electrical supply circuit after the expiration of a second chosen duration since the prohibition of supplying the powertrain with electrical energy or recharging the cellular battery;

[0020] - in the presence of the last option, in its step, the second duration can be function of a number of voltages measured outside the voltage range;

[0021] - in its step, the voltage interval may include lower and upper limits superior which are a function of the current health status of the cellular battery;

[0022] - in its stage, in the event of a ban on supplying the power unit in electrical energy or recharging of the cellular battery, it is also possible to carry out in the vehicle at least one action chosen from an alert to a driver of the vehicle by means of a warning light on the latter and / or a text message and / or an audible message, and a recording of at least one fault code representative of a voltage problem measured in a cell.

[0023] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a monitoring method of the type presented above, in a vehicle comprising, on the one hand, a cellular battery comprising N electrical energy storage cells, with N > 1, and N sensors respectively measuring N voltages at the terminals of these N cells, and, on the other hand, a powertrain capable of being supplied with electrical energy by this cellular battery to produce engine torque, to monitor the measured voltages.

[0024] The invention also proposes a monitoring device intended to equip a vehicle comprising:

[0025] - a cellular battery comprising N electrical energy storage cells, with N > 1, and N sensors measuring respectively N voltages at the terminals of these N cells, and

[0026] - a powertrain suitable for being supplied with electrical energy by this cell battery to produce engine torque.

[0027] This monitoring device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, when at least one measured voltage is outside a chosen voltage range, in triggering a prohibition of the power supply of the powertrain. electric when the vehicle is in a driving phase or recharging the cellular battery when the latter is in a recharging phase.

[0028] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0029] - a cellular battery comprising N electrical energy storage cells, with N > 1, and N sensors respectively measuring N voltages at the terminals of these N cells,

[0030] - a powertrain suitable for being supplied with electrical energy by this cell battery to produce engine torque, and

[0031] - a monitoring device of the type presented above. Brief description of the figures

[0032] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0033] [Fig-1] schematically and functionally illustrates an example of the embodiment of a vehicle comprising a GMP transmission chain with an electric motor associated with a main battery associated with a battery computer, and a monitoring device according to the invention,

[0034] [Fig.2] schematically and functionally illustrates an example of the embodiment of a battery calculator comprising an exemplary embodiment of a monitoring device according to the invention, and

[0035] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0036] The invention aims in particular to propose a monitoring method, and an associated monitoring device DS, intended to enable the monitoring of the ucm voltages which are measured by N sensors respectively in N cells of a cellular battery BP (rechargeable) within a vehicle V.

[0037] 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 relates in fact to any type of vehicle comprising a GMP transmission chain with an electric motor associated with a cellular battery (rechargeable). Thus, it relates to land vehicles (utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), tracked vehicles, trains and trams, for example), aircraft and boats.

[0038] Furthermore, it is considered in the following, by way of non-limiting example, that the vehicle V comprises a powertrain transmission chain (or GMP) of the all-electric type (and therefore whose drive is provided exclusively by at least one MME electric motor). But the GMP could be of the hybrid type (thermal and electric).

[0039] [Fig.l] schematically shows a vehicle V comprising an electric GMP transmission chain (and therefore an electric motor MME), a supervision computer CS, an on-board network RB, a service battery BS, a cellular battery BP (rechargeable) associated with an interface device DI and a battery computer CB, a main electrical circuit CEP, a converter CV, and a monitoring device DS according to the invention.

[0040] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0041] 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 cellular battery BP via the main electrical circuit CEP, and sometimes instead of this CV converter. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the CV converter. It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

[0042] The main electrical circuit (or "high voltage") CEP is connected, on the one hand, to the cellular battery BP (here) via the interface device DI, and, on the other hand, to electronic equipment, such as for example the converter CV and the electric motor MME. It also allows the recharging (at least in direct current) of the cellular battery BP by an external power source SA and temporarily coupled to the vehicle V, for example via a charging connector CR of the latter (V). This main electrical circuit CEP therefore comprises at least one power supply circuit PI ensuring the coupling between the cellular battery BP and at least the electric motor MME and converter CV, and a recharging circuit P2 connected (here) to the recharging connector CR and allowing the cellular battery BP to be recharged via an external power source SA and temporarily coupled to the recharging connector CR via a recharging cable.

[0043] In the example illustrated non-limitingly in [Fig.l] the recharging circuit P2 makes it possible to recharge the cellular battery BP not only in direct current (or mode 4), but also in alternating current (or mode 2 or 3), under the control of a charger calculator CA of a charger CH and battery calculator CB (associated with the cellular battery BP). But in alternative embodiments not illustrated, the recharging circuit P2 could only allow recharging in direct current (or mode 4) or alternatively, alternating current recharges (or mode 2 or 3).

[0044] 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 engine torque to move the vehicle V when it is supplied with electrical energy, as well as possibly to recover torque in the transmission chain.

[0045] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0046] The electric motor MME (here an electric motor) is here coupled to the cellular battery BP via the power supply circuit PI of the main electrical circuit CEP, in order to be supplied with electrical energy, as well as possibly to supply this cellular battery BP with electrical energy resulting from a torque recovery (for example during a regenerative braking phase).

[0047] Furthermore, this electric motor MME is coupled to the motor shaft AM, to provide it with motor 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.

[0048] 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.

[0049] 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 cellular battery BP to supply the on-board network RB and the service battery BS (to recharge it) with converted electric current.

[0050] It will be noted, as illustrated non-limitingly in [Fig.l], that the CV converter can be part of the CH charger which also includes the CA charger calculator responsible, at least, for controlling the recharges of the BP cellular battery.

[0051] The BP cell battery powering the electric motor MME, it constitutes a main (or "traction" or "power") battery. It comprises N CE cells for storing electrical energy, with N > 2. These CE cells can, for example, be electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type). Also for example, the BP cell battery can be of the low voltage type (typically 450 V for illustration purposes). But it could be of the medium voltage or high voltage type.

[0052] For example, and as illustrated non-limitingly in [Fig.l], the CE cells can be grouped into MC cellular modules.

[0053] The BP cell battery also includes N (voltage) sensors measuring respec tively the N ucm voltages across the N CE cells. These measurements are preferably carried out periodically. For example, the period may be between 50 ms and 500 ms. As an illustrative example, the period may be equal to 100 ms.

[0054] Furthermore, the cellular battery BP is (here) associated with a battery box BB which notably comprises the interface device DI, voltage / current measuring means (not illustrated), and the battery calculator CB. For example, the cellular battery BP and the battery box BB may be part of a battery assembly (or “pack”).

[0055] The interface device DI is arranged so as to electrically isolate, if necessary, the cellular battery BP from the entire main electrical circuit CEP, as well as individually (here) from the charging connector CR, the electric motor MME, and the converter CV. It comprises contactors (or switches), possibly based on MOSFET(s), which can each be placed in an open (or non-conducting) state or a closed (or conducting) state on command from the battery computer CB, as well as protective fuses.

[0056] It will be noted that in the example illustrated non-limitingly in [Fig.l] 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).

[0057] As mentioned above, the invention proposes in particular a monitoring method intended to enable the monitoring of the N ucm voltages measured respectively at the terminals of the N cells CE of the cellular battery BP by the N (voltage) sensors.

[0058] This (monitoring) method can be implemented at least partially by the monitoring device DS (illustrated at least partially in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This monitoring device DS can therefore be implemented 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.

[0059] The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the monitoring method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0060] In the example illustrated non-limitingly in Figures 1 and 2, the monitoring device DS is part of the battery calculator CB. But this is not obligatory. Indeed, the monitoring device DS could comprise its own dedicated calculator, which is then coupled to the battery calculator CB, or could be part of the supervision calculator CS, for example.

[0061] As illustrated non-limitingly in [Fig. 3], the (monitoring) method, according to the invention, comprises a step 10-20 which is implemented each time the cellular battery BP is used to supply electrical energy in a driving phase or to receive a recharging current in a recharging phase (by recovering torque while driving or by coupling to an external power source SA when stationary).

[0062] Step 10-20 of the method comprises a sub-step 20 in which, when at least one measured voltage ucm (among the N) is outside a chosen voltage interval iu, the supply of electrical energy to the GMP is prohibited (for example the monitoring device DS triggers a prohibition of) when the vehicle V is in a driving phase or a recharging of the cellular battery BP when the latter (BP) is in a recharging phase.

[0063] Thus, it is now possible to determine whether each sensor associated with a cell CE provides a consistent measured voltage ucm (by comparison with “normal” (or acceptable) voltages which are the lower and upper limits of the voltage range iu), which makes it possible to engage a “reconfiguration” mode (comprising at least one prohibition of power supply to the GMP or recharging of the cellular battery BP) when at least one measured voltage ucm is inconsistent. It will be understood that the inconsistency of a measured voltage ucm may result from a failure of the sensor concerned or from an overvoltage or undervoltage problem of the cell associated with this sensor.

[0064] Engaging the reconfiguration mode makes it possible to avoid triggering a fire in the CE cell battery. In addition, each CE cell causing a problem (itself or its sensor) is now known, which advantageously allows an after-sales service to replace only each CE cell causing a problem or each MC cell module comprising at least one CE cell causing a problem, and not all of the MC cell modules of the BP cell battery.

[0065] It will be noted that the prohibition of recharging the cellular battery BP has no effect on the movements of the vehicle V when the latter (V) is in a rolling phase. But the prohibition of powering the GMP causes the vehicle V to stop when the GMP is all electric (which is not the case when the GMP is hybrid). Consequently, so that the passengers of the vehicle V are not too penalized when the GMP is all-electric, it is possible to consider alerting the driver in sub-step 20 to ask him to quickly stop his vehicle V within a chosen time interval (for example, a duration of one minute), and to only proceed with the prohibition of powering the GMP once this time interval has elapsed. For example, the alert to the driver of the vehicle V may be done by means of a text message and / or an audible message. The text alert message may be displayed on at least one EA screen of the vehicle V (for example, the dashboard or the central instrument panel) or on the screen of a smartphone of the driver. The audible (or audio) alert message may be broadcast by at least one loudspeaker of the vehicle V or of the aforementioned smartphone.

[0066] It will also be noted that the power supply prohibition of the GMP can, for example, be done by ordering the supervision computer CS to stop transmitting engine torque instructions to be supplied to the machine computer which controls the electric motor machine MME. This in fact makes it possible to avoid a current draw from the cellular battery BP.

[0067] It will also be noted that the prohibition of recharging of the cellular battery BP can, for example, be done by ordering the charger computer CA to immediately stop a recharging in progress via an external power source SA or by ordering the supervision computer CS to stop transmitting regenerative braking torque instructions to the machine computer which controls the electric motor machine MME. This in fact makes it possible to prevent the electric motor machine MME from recovering regenerative braking torque and therefore from supplying a recharging current to the cellular battery BP.

[0068] For example, and as illustrated non-limitingly in [Fig. 3], step 10-20 may comprise a sub-step 10 in which one (for example the monitoring device DS) can compare each measured voltage ucm to the lower and upper terminals of the chosen voltage interval iu. If all the N measured voltages ucm are contained in the chosen voltage interval iu, one (for example the monitoring device DS) can return to perform sub-step 10 with the next N measured voltages ucm. On the other hand, if at least one of the N measured voltages ucm is outside the chosen voltage interval iu, one (for example the monitoring device DS) performs sub-step 20 to at least prohibit the power supply of the GMP or the recharging of the cellular battery BP.

[0069] Preferably, in sub-step 20 of step 10-20 it is possible to prohibit (for example the monitoring device DS can trigger the prohibition of) the supply of the GMP or the recharging of the cellular battery BP when at least one measured voltage ucm is outside the voltage interval iu for at least a first chosen duration dl. For this purpose, it is possible (for example the monitoring device DS) to de trigger in substep 10 a time delay of the first chosen duration dl as soon as a measured voltage ucm is outside the voltage interval iu for the first time. If before the expiry of the first chosen duration dl associated with this measured voltage ucm, the latter (ucm) is again contained in the voltage interval iu, substep 10 will be carried out again and the corresponding time delay is interrupted. On the other hand, if at the expiry of the first chosen duration dl the measured voltage ucm concerned is still outside the voltage interval iu, then substep 20 is carried out.

[0070] This option is intended to avoid prohibiting the power supply of the GMP or the recharging of the cellular battery BP in a precipitate manner as soon as a measured voltage ucm is outside the voltage interval iu once or several times in succession, for example due to a very brief malfunction of the sensor concerned, or of the internal communication network (possibly multiplexed) on which the measured voltages ucm are transmitted, or of a computer involved in the transmission of the measured voltages ucm.

[0071] For example, the first chosen duration dl may be between 200 ms and 1 s. As an illustrative example, this first chosen duration dl may be equal to 500 ms. But other values ​​of first chosen duration dl may be used. For example, this first chosen duration dl may be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0072] Also for example, in sub-step 20 of step 10-20 it is also possible to electrically isolate (for example the monitoring device DS can trigger the electrical isolation of) the cellular battery BP from any electrical supply circuit of the vehicle V (and therefore here from the main electrical circuit CEP) after the elapse of a second duration d2 chosen from the start of the prohibition of supply of the GMP or of the recharging of the cellular battery BP.

[0073] It will be understood that this electrical isolation of the BP cell battery is then also part of the aforementioned reconfiguration mode which is engaged.

[0074] When the cellular battery BP is associated with an interface device DI, as illustrated non-limitingly in [Fig.l], the electrical isolation can be ensured by this interface device DI (for example by placing contactor(s) (or switches)) in the open (or non-conducting) state), under the control of the battery computer CB.

[0075] It will be noted that in sub-step 20 of step 10-20 the second chosen duration d2 may be a function of the number of measured voltages ucm which are outside the voltage range iu. For example, a first second chosen duration d2i may be used when a single measured voltage ucm is outside the voltage range iu and a second second chosen duration d22 may be used when at least two voltages measured ucm are outside the voltage range iu. In this case, the second chosen duration d22 is preferably strictly less than the first chosen duration d2i because the situation is more serious and therefore requires a faster reaction.

[0076] For example, the first second chosen duration d2i may be between 40 s and 80 s. As an illustrative example, this first second chosen duration d2i may be equal to 60 s. But other values ​​of first second chosen duration d2i may be used. For example, this first second chosen duration d2i may be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0077] Also for example, the second chosen duration d22 may be between 1 s and 3 s. As an illustrative example, this second chosen duration may be equal to 2 s. But other values ​​of second chosen duration d22 may be used. For example, this second chosen duration d22 may be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0078] Also for example, in sub-step 10 of step 10-20 the lower and upper limits of the voltage interval iu may possibly be a function of the current state of health of the cellular battery BP. Indeed, the “normal” minimum and maximum voltages of a cell CE may vary over time depending on its state of health (or SOH (“State Of Health”)).

[0079] But the lower and upper limits of the voltage range iu can be independent of the current state of health of the cellular battery BP, and therefore constant over time. For example, in the case of lithium-ion (or Li-ion) type CE cells, the lower limit of the voltage range iu can be between 0.2 V and 0.4 V. As an illustrative example, this lower limit can be equal to 0.3 V. But other values ​​of the lower limit can be used. For example, this lower limit can be chosen during the development or testing phase of a vehicle similar to the vehicle V. Also, for example, in the case of lithium-ion (or Li-ion) type CE cells, the upper limit of the voltage range iu can be between 4.6 V and 4.8 V. As an illustrative example, this upper limit can be equal to 4.7 V. But other values ​​of the upper limit can be used.For example, this upper bound may be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0080] Also for example, in sub-step 20 of step 10-20, in the event of prohibition of power supply to the GMP or recharging of the cellular battery BP, it is also possible to carry out (for example the monitoring device DS can also trigger the carrying out) in the vehicle V at least one action which is chosen from:

[0081] - an alert to the driver of the vehicle V by means of a warning light on the latter (V) and / or a text message and / or an audio message, and

[0082] - a recording of at least one fault code representative of a problem of measured voltage ucm in a CE cell.

[0083] For example, in the event of a driver alert (intended to draw his attention to the occurrence of a prohibition of power supply to the GMP or of recharging of the cellular battery BP) the indicator light may be part of the dashboard or be displayed on a display screen EA of the vehicle V (possibly that of the central instrument panel installed on or in the dashboard). It may be a indicator light dedicated to the problem of prohibition of power supply to the GMP or of recharging of the cellular battery BP or a service indicator light (not dedicated), such as for example the brake indicator light (requiring an immediate stop of the vehicle V).

[0084] Also for example, in the event of a driver alert, the text alert message may signal a prohibition on powering the GMP or recharging the cellular battery BP, and may be displayed on at least one screen EA of the vehicle V (for example on the dashboard or the central instrument panel) or on the screen of the driver's smartphone.

[0085] Also for example, in the event of a driver alert, the audible (or audio) alert message may signal a prohibition on powering the GMP or recharging the cellular battery BP, and may be broadcast by at least one loudspeaker of the vehicle V or of the aforementioned smartphone.

[0086] It will also be noted that the storage of the (each) fault code can, for example, be done in a memory (possibly dead) of the monitoring device DS or the battery calculator CB or even the supervision calculator CS. This makes it possible to signal to the after-sales service which will service the vehicle V that a prohibition of power supply to the GMP or of recharging of the cellular battery BP has occurred due to a problem of inconsistent measured voltage ucm detected in at least one cell CE, and thus to facilitate the repair in this after-sales service. Preferably, a specific fault code is provided for each cell CE to further facilitate the repair in the after-sales service.

[0087] It will also be noted that when the vehicle V is put back into operation after a prohibition of power supply to the GMP or recharging of the cellular battery BP, one (for example the monitoring device DS) can again authorize the power supply to the GMP or the recharging of the cellular battery BP if all the N measured voltages ucm are again contained within the chosen voltage interval iu. The reconfiguration mode is then canceled. On the other hand, if at least one of the N measured voltages ucm is still outside the chosen voltage interval iu, one continues to prohibit the power supply to the GMP or the recharging of the cellular battery BP (and therefore the reconfiguration mode is maintained).

[0088] It will also be noted, as illustrated non-limitingly in [Fig.2], that the callus battery calculator CB (or the calculator of the monitoring device DS) may also comprise a mass memory MM1, in particular for storing each measured voltage ucm and the possible current state of health of the cellular battery BP, as well as any intermediate data involved in all its calculations and processing. Furthermore, this battery calculator CB (or the calculator of the monitoring device DS) may also comprise an input interface IE for receiving at least each measured voltage ucm and the possible current state of health of the cellular battery BP, to use them in calculations or processing, possibly after having shaped and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this CB battery calculator (or the DS monitoring device calculator) can also include an IS output interface, in particular to deliver a message (or order) requesting the prohibition of power supply to the GMP or recharging of the BP cell battery, and each possible message triggering electrical isolation of the BP cell battery or an alert or even storage of a fault code.

[0089] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the monitoring method described above to monitor in the vehicle V the N voltages ucm measured respectively at the terminals of the N cells CE of the cellular battery BP.

Claims

Claims

1. Monitoring method for a vehicle (V) comprising i) a cellular battery (BP) comprising N cells (CE) for storing electrical energy, with N > 1, and N sensors respectively measuring N voltages at the terminals of said N cells (CE), and ii) a powertrain suitable for being supplied with electrical energy by said cellular battery (BP) to produce engine torque, characterized in that it comprises a step (10-20) in which, when at least one measured voltage is outside a chosen voltage range, the supply of electrical energy to said powertrain is prohibited when said vehicle (V) is in a driving phase or a recharging of said cellular battery (BP) when the latter (BP) is in a recharging phase.

2. Method according to claim 1, characterized in that in said step (10-20) said supply of electrical energy to the powertrain or said recharging of the cellular battery (BP) is prohibited when at least one measured voltage is outside said voltage range for at least a first chosen duration.

3. Method according to claim 2, characterized in that in said step (10-20) said first chosen duration is between 200 ms and 1 s.

4. Method according to one of claims 1 to 3, characterized in that in said step (10-20) said cellular battery (BP) is electrically isolated from any electrical supply circuit of said vehicle (V) after the lapse of a second chosen duration since said prohibition of supplying the powertrain with electrical energy or of recharging the cellular battery (BP).

5. Method according to claim 4, characterized in that in said step (10-20) said second duration is a function of a number of voltages measured outside said voltage range.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-20) said voltage interval comprises lower and upper terminals depending on a current state of health of said cellular battery (BP).

7. Method according to one of claims 1 to 6, characterized in that in said step (10-20), in the event of prohibition of supplying the powertrain with electrical energy or of recharging the cellular battery (BP), at least one is also carried out in said vehicle (V) action chosen from an alert of a driver of said vehicle (V) by means of a warning light of the latter (V) and / or a text message and / or an audible message, and a recording of at least one fault code representative of a voltage problem measured in a cell (CE).

8. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the monitoring method according to one of claims 1 to 7, in a vehicle (V) comprising i) a cellular battery (BP) comprising N cells (CE) for storing electrical energy, with N > 1, and N sensors respectively measuring N voltages at the terminals of said N cells (CE), and ii) a powertrain capable of being supplied with electrical energy by said cellular battery (BP) to produce engine torque, to monitor said measured voltages.

9. Monitoring device (DS) for a vehicle (V) comprising i) a cellular battery (BP) comprising N cells (CE) for storing electrical energy, with N > 1, and N sensors respectively measuring N voltages at the terminals of said N cells (CE), and ii) a powertrain suitable for being supplied with electrical energy by said cellular battery (BP) to produce engine torque, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when at least one measured voltage is outside a chosen voltage range, in triggering a prohibition of the supply of electrical energy to said powertrain when said vehicle (V) is in a rolling phase or of a recharging of said cellular battery (BP) when the latter (BP) is in a recharging phase.

10. Vehicle (V) comprising i) a cellular battery (BP) comprising N cells (CE) for storing electrical energy, with N > 1, and N sensors respectively measuring N voltages at the terminals of said N cells (CE), and ii) a powertrain suitable for being supplied with electrical energy by said cellular battery (BP) to produce engine torque, characterized in that it further comprises a monitoring device (DS) according to claim 9.

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