MONITORING OF CONTACTORS DEDICATED TO EXTERNAL CHARGING OF A VEHICLE BATTERY

Abstract

A monitoring method is implemented in a vehicle comprising a rechargeable battery that can be recharged by an external power source via a recharging circuit comprising positive and negative branches respectively comprising, on the one hand, first and second contactors each having open and closed states in which they are placed respectively outside and during recharging, and, on the other hand, first and second sensors respectively measuring first and second voltages after the first and second contactors and before the rechargeable battery. This method comprises a step (10-50) in which the first and second voltages are compared at least once during a driving phase of the vehicle with a chosen threshold, and when one of the first and second voltages is greater than this threshold, an alert is generated signaling a malfunction. Figure 3

Description

Title of the invention: MONITORING OF CONTACTORS DEDICATED TO EXTERNAL RECHARGING OF A VEHICLE BATTERY Technical field of the invention

[0001] The invention relates to vehicles comprising at least one battery rechargeable by an external power source via a recharging circuit with positive and negative branches comprising respectively first and second contactors, and more precisely the monitoring within such vehicles of the respective operations of the first and second contactors. State of the art

[0002] Certain vehicles, possibly of the automobile type, comprise a rechargeable battery (possibly cellular) capable of being recharged by an external power source via a recharging circuit comprising positive and negative branches respectively comprising first and second contactors (or "contact relays") dedicated to external recharging and each having open and closed states in which they are placed respectively outside and during recharging. In other words, the first and second dedicated contactors only allow external recharging of the rechargeable battery once they have been placed in their closed state, and outside recharging they are placed in their open state in order to isolate the rechargeable battery from the recharging circuit.

[0003] These first and second dedicated contactors are usually mounted in series respectively with first and second main contactors (or "contact relays") each having open and closed states in which they prohibit or allow the supply by the rechargeable battery of at least one main electrical circuit (or "high voltage") of their vehicle, to which electronic equipment (such as for example a converter and an electric motor) is connected. In other words, the first and second main contactors are responsible for electrically isolating the rechargeable battery from the main electrical circuit when they are placed in their open state.

[0004] As those skilled in the art know, it may happen that a contactor ends up with its contact stuck (generally by welding) and therefore that it is permanently in its closed state (without the possibility of returning it to its open state). This type of situation can result:

[0005] - of an excessive current, even brief, passing through a dedicated contactor and inducing lo a temperature exceeding the melting temperature of its contact, and / or

[0006] - of the activation coil of a dedicated contactor which ceases to be supplied, com completely or partially, while a significant current flows through this dedicated contactor, and / or

[0007] - normal wear after a significant number of placements of a contactor dedicated in its open and closed states.

[0008] The first and second dedicated contactors are designed so that sticking of their contact is very rare. However, such sticking remains possible and is potentially dangerous. It will be noted that this danger is increased when external charging can be done under an alternating voltage, because when the first and second dedicated contactors are stuck, this alternating voltage propagates in the rechargeable battery and in the rest of the vehicle, which can cause a fire in the rechargeable battery and / or the vehicle and possibly damage to the electrical installation to which the external power source ensuring external charging is connected.

[0009] Because of this potential danger, the first and second dedicated contactors are monitored (or diagnostics are performed on) in an attempt to detect when they are stuck. Currently, this monitoring is performed after each external recharge (generally of the "fast charge" type) when the first and second dedicated contactors are requested to be replaced in their open state. This monitoring consists of checking whether this replacement induces a voltage drop downstream of each of the first and second dedicated contactors (i.e. just after each of the latter and before the rechargeable battery), and, in the absence of a voltage drop, considering that the corresponding dedicated contactor is stuck.

[0010] A disadvantage of this type of monitoring lies in the fact that once the external recharge is finished there is no other opportunity to make a diagnosis before the end of the next external recharge, which poses a risk during this next external recharge and during the driving phases preceding this next external recharge when the voltage sensor, measuring the voltage downstream of a dedicated contactor, is faulty (and more precisely only delivers zero voltage measurements).

[0011] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0012] It proposes in particular for this purpose a monitoring method intended to be implemented in a vehicle comprising a rechargeable battery capable of being recharged by an external power source via a recharging circuit comprising positive and negative branches respectively comprising, on the one hand, first and second contactors each having open and closed states in which they are placed respectively outside and during (external) recharging, and, on the other hand, first and second sensors respectively measuring first and second voltages after the first and second contactors and before the rechargeable battery.

[0013] This monitoring method is characterized by the fact that it comprises a step in which the first and second voltages are compared at least once during a driving phase of the vehicle with a chosen threshold, and when one of the first and second voltages is higher than this threshold, an alert is generated signaling a malfunction.

[0014] Thanks to this monitoring of the respective operations of the first and second contactors (dedicated to external recharges) during the driving phases and therefore before each next external recharge, we avoid running a risk during each next external recharge.

[0015] The monitoring method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0016] - in its step, the chosen threshold can be between 0 V and 2 V;

[0017] - in its step, when the first and second voltages are both in below the threshold, a temporary placement of the first and second contactors in the closed state can be triggered at least once during a driving phase of the vehicle, and in the absence of an increase in the first or second voltage resulting from the triggering, an alert can be generated signaling a malfunction of the first or second sensor concerned;

[0018] - in the presence of the last option, in its step, it is possible to trigger separately placing the first and second contactors in the closed state, so that they are not simultaneously in the closed state;

[0019] - in its step, in case of generation of an alert, one can also prohibit any future recharging the rechargeable battery via an external power source;

[0020] - in its step, a driver of the vehicle can be alerted by means of a warning light the latter and / or a text message and / or an audio message;

[0021] - in its step, in case of generation of an alert, one can also carry out in the vehicle a record of at least one fault code representative of the malfunction.

[0022] The invention also provides 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 a rechargeable battery capable of being recharged by an external power source via a recharging circuit comprising positive and negative branches respectively comprising, on the one hand, first and second contactors each having open and closed states in which they are placed respectively outside and during recharging, and, on the other hand, first and second sensors respectively measuring first and second voltages after the first and second contactors and before the rechargeable battery, to monitor the operations of at least the first and second contactors.

[0023] The invention also proposes a monitoring device intended to equip a vehicle comprising a rechargeable battery capable of being recharged by an external power source via a recharging circuit comprising positive and negative branches respectively comprising, on the one hand, first and second contactors each having open and closed states in which they are placed respectively outside and during recharging, and, on the other hand, first and second sensors respectively measuring first and second voltages after the first and second contactors and before the rechargeable battery.

[0024] 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 of comparing at least once during a driving phase of the vehicle the first and second voltages with a chosen threshold, and, when one of the first and second voltages is higher than the threshold, triggering generation of an alert signaling a malfunction.

[0025] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0026] - a rechargeable battery suitable for being recharged by a power source external via a recharging circuit comprising positive and negative branches respectively comprising, on the one hand, first and second contactors each having open and closed states in which they are placed respectively outside and during recharging, and, on the other hand, first and second sensors respectively measuring first and second voltages after the first and second contactors and before the rechargeable battery, and

[0027] - a monitoring device of the type presented above. Brief description of the figures

[0028] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0029] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a vehicle comprising a monitoring device according to the invention and a GMP transmission chain with an electric motor associated with a rechargeable battery associated with a battery computer and an interface device coupled to a recharging circuit,

[0030] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a battery calculator comprising an exemplary embodiment of a monitoring device according to the invention, and

[0031] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0032] The invention aims in particular to propose a monitoring method, and an associated monitoring device DS, intended to enable the monitoring of the operations of at least the first CD1 and second CD2 contactors dedicated to the external recharging of a rechargeable battery BP within a vehicle V.

[0033] 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 rechargeable battery capable of being recharged by an external power source via a recharging circuit comprising positive and negative branches respectively comprising first and second contactors dedicated to recharging. 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.

[0034] 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).

[0035] [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 rechargeable battery BP associated with an interface device DI and a battery computer CB, a main electrical circuit CEP (comprising a recharging circuit P2), a converter CV, and a monitoring device DS 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 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 rechargeable 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. In this case, we consider It follows, by way of non-limiting example, that the BS service battery is of the 12 V Lithium-ion type.

[0038] The main electrical circuit (or "high voltage") CEP is connected, on the one hand, to the rechargeable 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 rechargeable 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 rechargeable 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 rechargeable battery BP to be recharged via an external power source SA and temporarily coupled to the recharging connector CR via a recharging cable.

[0039] The charging circuit P2 comprises a positive branch BP and a negative branch BN connected to the charging connector CR and (here) to the interface device DI. The positive branch BP comprises a first dedicated contactor (or contact relay) CD1 having an open state in which it is placed outside external charging on the order of the battery computer CB to prohibit any external charging, and a closed state in which it is placed during an external charging on the order of the battery computer CB to allow this external charging to be carried out. The negative branch BN comprises a second dedicated contactor (or contact relay) CD2 having an open state in which it is placed outside external charging on the order of the battery computer CB to prohibit any external charging, and a closed state in which it is placed during an external charging on the order of the battery computer CB to allow this external charging to be carried out.It will be understood that each of the first CD1 and second CD2 dedicated contactors comprises a contact whose position (which fixes its state (open or closed)) can be controlled by an activation coil and can be stuck, as explained in the introductory part.

[0040] The positive branch BP also comprises a first (voltage) sensor CTI measuring a first voltage ul downstream of the first dedicated contactor CD1 (i.e. just after the latter (CD1) and before the rechargeable battery BP).

[0041] The negative branch BN also comprises a second (voltage) sensor CT2 measuring a second voltage u2 downstream of the second dedicated contactor CD2 (i.e. just after the latter (CD2) and before the rechargeable battery BP).

[0042] For example, and as illustrated non-limitingly in [Fig. 1], the first CD1 and second CD2 dedicated contactors are mounted in series respectively with first CPI and second CP2 main contactors (or “contact relays”) each having open and closed states in which they prohibit or allow the supply by the rechargeable battery BP of the main electrical circuit CEP (and more precisely of its power supply circuit PI), on the order of the battery computer CB. In other words, these first CPI and second CP2 main contactors are responsible for electrically isolating the rechargeable battery BP from the power supply circuit PI when they are placed in their open state on the order of the battery computer CB.

[0043] In the example illustrated non-limitingly in [Fig. 1] the recharging circuit P2 makes it possible to recharge the rechargeable 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 the battery calculator CB (associated with the rechargeable battery BP). But in alternative embodiments not illustrated, the recharging circuit P2 could only allow recharging in direct current (or mode 4) or only recharging in alternating current (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 rechargeable 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 rechargeable 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 rechargeable battery BP to supply the on-board network RB and the service battery BS with converted electric current (to recharge it).

[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 rechargeable battery.

[0051] The rechargeable battery BP powering the electric motor MME, it constitutes a main battery (or "traction" or even "power"). It can, for example, comprise electrical energy storage cells, possibly electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type). Also for example, the rechargeable battery BP 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] Furthermore, the rechargeable battery BP is (here) associated with a battery case BB which notably comprises the interface device DI, voltage / current measuring means (not illustrated), and the battery calculator CB. For example, the rechargeable battery BP and the battery case BB may be part of a battery assembly (or “pack”).

[0053] The interface device DI is arranged so as to electrically isolate, if necessary, the rechargeable battery BP from the entire main electrical circuit CEP, as well as individually (here) from the charging connector CR, from the electric motor MME, and from the converter CV. For this purpose, it comprises the first CPI and second CP2 main contactors, as well as protective fuses, in particular. It will be noted that in the example illustrated non-limitingly in [Fig. 1] the first CD1 and second CD2 dedicated contactors are part of the interface device DI. But in a variant embodiment not illustrated, they (CD1 and CD2) could be external to the latter (DI).

[0054] 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).

[0055] As mentioned above, the invention proposes in particular a monitoring method intended to enable the monitoring of the respective operations of at least the first CD1 and second CD2 contactors dedicated to the external recharging of the rechargeable battery BP of the vehicle V.

[0056] This (monitoring) method can be implemented at least partially by the monitoring device DS (illustrated at least partially in Figures 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 MD memory. This DS monitoring device 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.

[0057] 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.

[0058] In the example illustrated non-limitingly in Figures 1 and 2, the monitoring device DS is part of the battery computer CB. But this is not obligatory. Indeed, the monitoring device DS could comprise its own dedicated computer, which is then coupled to the battery computer CB, or could be part of the supervision computer CS, for example.

[0059] As illustrated non-limitingly in [Fig. 3], the (monitoring) method, according to the invention, comprises a step 10-50 which is implemented each time the vehicle V begins a rolling phase.

[0060] Step 10-50 of the method comprises a sub-step 10 in which one (for example the monitoring device DS) compares at least once during a rolling phase of the vehicle V the first ul and second u2 voltages (measured respectively by the first CTI and second CT2 sensors) to a threshold if chosen.

[0061] If the first ul and second u2 voltages are both lower than the threshold si, one (for example the monitoring device DS) can return to perform substep 10 with the next first ul and second u2 voltages.

[0062] On the other hand, when one of the first ul and second u2 voltages is greater than the threshold si, step 10-50 of the method comprises a sub-step 20 in which an alert signaling a malfunction is generated (for example the monitoring device DS triggers the generation of an alert).

[0063] It will be understood in fact that when the first ul or second u2 voltage is greater than the threshold si, this means that the contact of the first CD1 or second CD2 dedicated contactor is stuck (provided that the first CTI and second CT2 sensors are functioning correctly), because if it were not stuck (open state) the first ul or second u2 voltage downstream of the first CD1 or second CD2 dedicated contactor should be zero.

[0064] Thus, it is now possible to monitor the respective operations of the first CD1 and second CD2 dedicated contactors one or more times during the driving phases and therefore before each next external recharge, without causing a change of state of the first CD1 and second CD2 dedicated contactors and without having to modify the P2 charging circuit. This advantageously and in particular allows not to run any risk during each next external recharge and to carry out for the first CD1 and second CD2 dedicated contactors as many diagnostics as desired.

[0065] It will be noted that the alert is preferably at least intended for the battery calculator CB or the supervision calculator CS.

[0066] For example, in sub-step 10 of step 10-50 the chosen threshold si can be between 0 V and 2 V. As an illustrative example this chosen threshold si can be equal to 0 V or 0.2 V. But other values ​​of the chosen threshold si can be used. For example, this threshold si can be chosen during the development or testing phase of a vehicle similar to the vehicle V.

[0067] It will be noted that when one of the first ul and second u2 voltages is greater than the threshold si, there is a malfunction but it is not known whether it is the first CD1 or second CD2 corresponding contactor or the first CTI or second CT2 corresponding sensor which is faulty. Consequently, in order to determine whether the first CTI and second CT2 sensors are functioning correctly when the first ul and second u2 voltages are both less than the threshold si, step 10-50 may, as illustrated non-limitingly in [Fig. 3], comprise a sub-step 30 in which one (for example the monitoring device DS) may trigger at least once during a rolling phase of the vehicle V the temporary placement of the first CD1 and second CD2 dedicated contactors in the closed state.

[0068] Then, step 10-50 can, as illustrated non-limitingly in [Fig.3], comprise a sub-step 40 in which one (for example the monitoring device DS) can determine whether at least one of the first ul and second u2 voltages increases following the triggering.

[0069] If the first ul and second u2 voltages both increase following the triggering, this means that the first CTI and second CT2 sensors are working correctly. Indeed, the closing of a first CD1 or second CD2 dedicated contactor working correctly must result in an increase in output (or downstream) voltage. Consequently, one (for example the monitoring device DS) can return to perform substep 10 with the next first ul and second u2 voltages.

[0070] On the other hand, when one of the first ul and second u2 voltages does not increase following the triggering (and therefore in the absence of an increase resulting from the triggering), this means that the first CTI or second CT2 corresponding sensor is not functioning correctly. Consequently, step 10-50 of the method may comprise a sub-step 50 in which a (for example the DS monitoring device triggers the generation of an alert signaling a malfunction of the first CTI or second CT2 sensor concerned.

[0071] Preferably, in sub-step 30 of step 10-50 one (for example the monitoring device DS) separately triggers the placement of the first CD1 and second CD2 contactors in the closed state, so that they (CD1, CD2) are not simultaneously in the closed state and thus avoid any risk of short circuit.

[0072] For example, in sub-step 20 or 50 of step 10-50, in the event of generation of an alert, it is also possible to prohibit (for example the monitoring device DS can trigger the prohibition of) any future recharging of the rechargeable battery BP via an external power source SA. This advantageously makes it possible to avoid authorizing a recharge even if a malfunction has been detected in the recharging circuit P2 (at least one of the first CD1 and second CD2 contactors or at least one of the first CTI and second CT2 sensors).

[0073] Also for example, in sub-step 20 or 50 of step 10-50 it is possible to alert the (for example the monitoring device DS can also trigger the alert of the) driver of the vehicle V by means of a warning light of the latter (V) and / or a text message and / or an audible message.

[0074] For example, in the event of a driver alert (intended to draw his attention to a malfunction detected in the charging circuit P2) 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 malfunction of the charging circuit P2 or a service indicator light (not dedicated).

[0075] Also for example, in the event of a driver alert, the text alert message may signal a prohibition on carrying out any further external recharging of the rechargeable 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 a driver's smartphone.

[0076] Also for example, in the event of a driver alert, the audible (or audio) alert message may signal a prohibition on carrying out any further external recharging of the rechargeable battery BP, and may be broadcast by at least one loudspeaker of the vehicle V or of the aforementioned smartphone.

[0077] Also for example, in sub-step 20 or 50 of step 10-50, in the event of generation of an alert, it is also possible to carry out a (for example the monitoring device DS can also trigger the carrying out of a) recording in the vehicle V of at least one fault code representative of the detected malfunction.

[0078] It should be noted that the storage of the (each) fault code can, for example, be done in a memory (possibly dead) of the DS monitoring device or the cal CB battery controller or the CS supervision calculator. This makes it possible to signal to the after-sales service which will service the vehicle V that a malfunction has been detected in the charging circuit P2 at the level of at least one of the first CD1 and second CD2 contactors or at least one of the first CTI and second CT2 sensors, and thus to facilitate the repair in this after-sales service. Preferably, a specific fault code is provided for each of the first CD1 and second CD2 contactors and each of the first CTI and second CT2 sensors to further facilitate the repair in the after-sales service.

[0079] Also for example, in sub-step 20 or 50 of step 10-50, in the event of generation of an alert and once the vehicle V has stopped, one (for example the monitoring device DS) can also trigger the placing of the first CPI and second CP2 main contactors in their open state in order to isolate the rechargeable battery BP from the main electrical circuit CEP to protect it.

[0080] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the battery calculator CB (or the calculator of the monitoring device DS) may also comprise a mass memory MM1, in particular for storing the first ul and second u2 voltages, as well as any intermediate data involved in all its calculations and processing operations. Furthermore, this battery calculator CB (or the calculator of the monitoring device DS) may also comprise an input interface IE for receiving at least the first ul and second u2 voltages, for using them in calculations or processing operations, 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 triggering of an alert or a possible prohibition of recharging of the BP rechargeable battery, and each possible message triggering storage of a fault code.

[0081] 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 respective operations of the first CD1 and second CD2 contactors dedicated to external recharges, as well as possibly the first CTI and second CT2 sensors.

Claims

Claims

1. Monitoring method for a vehicle (V) comprising a rechargeable battery (BP) suitable for being recharged by an external power source (SA) via a recharging circuit (P2) comprising positive (BP) and negative (BN) branches respectively comprising i) first (CD1) and second (CD2) contactors each having open and closed states in which they are placed respectively outside and during recharging, and ii) first (CTI) and second (CT2) sensors respectively measuring first and second voltages after said first (CD1) and second (CD2) contactors and before said rechargeable battery (BP), characterized in that it comprises a step (10-50) in which said first and second voltages are compared at least once during a driving phase of said vehicle (V) with a chosen threshold, and when one of said first and second voltages is greater than said threshold, an alert is generated signaling a malfunction.

2. Method according to claim 1, characterized in that in said step (10-50) said chosen threshold is between 0 V and 2 V.

3. Method according to claim 1 or 2, characterized in that in said step (10-50), when said first and second voltages are both lower than said threshold, a temporary placement of said first (CD1) and second (CD2) contactors in the closed state is triggered at least once during a rolling phase of said vehicle (V), and in the absence of an increase in said first or second voltage resulting from said triggering, an alert is generated signaling a malfunction of said first (CTI) or second (CT2) sensor concerned.

4. Method according to claim 3, characterized in that in said step (10-50) the placement of said first (CD1) and second (CD2) contactors in the closed state is triggered separately, so that they (CD1, CD2) are not simultaneously in said closed state.

5. Method according to one of claims 1 to 4, characterized in that in said step (10-50), in the event of generation of an alert, any future recharging of said rechargeable battery (BP) via an external power source (SA) is also prohibited.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-50) a driver of said vehicle (V) is alerted by means of a warning light on the latter (V) and / or a text message and / or an audio message.

7. Method according to one of claims 1 to 6, characterized in that in said step (10-50), in the event of generation of an alert, a recording of at least one fault code representative of said malfunction is also carried out in said vehicle (V).

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 a rechargeable battery (BP) capable of being recharged by an external power source (SA) via a recharging circuit (P2) comprising positive (BP) and negative (BN) branches comprising respectively i) first (CD1) and second (CD2) contactors each having open and closed states in which they are placed respectively outside and during recharging, and ii) first (CTI) and second (CT2) sensors measuring respectively first and second voltages after said first (CD1) and second (CD2) contactors and before said rechargeable battery (BP), to monitor the operations of at least said first (CD1) and second (CD2) contactors.

9. Monitoring device (DS) for a vehicle (V) comprising a rechargeable battery (BP) suitable for being recharged by an external power source (SA) via a recharging circuit (P2) comprising positive (BP) and negative (BN) branches respectively comprising i) first (CD1) and second (CD2) contactors each having open and closed states in which they are placed respectively outside and during recharging, and ii) first (CTI) and second (CT2) sensors respectively measuring first and second voltages after said first (CD1) and second (CD2) contactors and before said rechargeable battery (BP), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting of comparing at least once during a driving phase of said vehicle (V) said first and second voltages with a chosen threshold, and,when one of said first and second voltages is greater than said threshold, to trigger generation of an alert signaling a malfunction.,

10. Vehicle (V) comprising a rechargeable battery (BP) capable of being recharged by an external power source (SA) via a recharging circuit (P2) comprising positive (BP) and negative (BN) branches comprising respectively i) first (CD1) and second (CD2) contactors each having open and closed states in which they are placed respectively outside and during recharging, and ii) first (CTI) and second (CT2) sensors respectively measuring first and second voltages after said first (CD1) and second (CD2) contactors and before said rechargeable battery (BP), characterized in that it further comprises a monitoring device (DS) according to claim 9.

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