MONITORING THE CHARGING OF A VEHICLE'S BATTERY CONNECTED TO A CHARGING STATION

Abstract

A control method is implemented in a vehicle, including a rechargeable battery, to control the charging of this battery when the vehicle is temporarily connected to a charging station capable of communicating with it. This method includes a step (10-90) in which, if an operation between the vehicle and the charging station fails, preventing charging, a first identifier of the charging station is recorded in the vehicle. Then, during a subsequent connection of the vehicle to this charging station for recharging, it is determined whether its first identifier was previously recorded. If so, the operation is prevented, and a replacement operation is performed to allow the recharging to take place. Figure 3

Description

Title of the invention: CONTROL OF BATTERY CHARGING IN A VEHICLE CONNECTED TO A CHARGING STATION Technical field of the invention

[0001] The invention relates to vehicles comprising a battery rechargeable by temporary coupling to a charging station, and more specifically to the control within such vehicles of the recharging of the batteries. State of the art

[0002] Some vehicles, possibly of the automobile type, include a rechargeable battery coupled, via an interface device with contactors (and fuses), to a charging connector allowing it to be recharged when the latter is temporarily connected to a charging station (or post).

[0003] Generally, this rechargeable battery is notably responsible for powering an electric drive machine of the vehicle's powertrain (or powertrain), and therefore constitutes a main battery (or power or traction battery).

[0004] Some of the vehicles presented above and some charging stations are arranged to perform one or more specific operations, such as establishing communication according to a predefined protocol (or "communication handshake"), generally encrypted, or recognizing a vehicle charging identifier, generally a charging contract identifier.

[0005] However, the operation may sometimes fail. Currently, such a failure immediately prevents the vehicle's battery from being recharged at the charging station to which it is temporarily connected. If this failure is a recurring problem, charging will fail each time the vehicle connects to this charging station. This type of failure is inconvenient for vehicle users and, if it is recurrent, may even discourage some users, who may then be tempted to stop using vehicles with at least partially electric powertrains.

[0006] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0007] In particular, it proposes for this purpose a control method intended to be implemented in a vehicle comprising a rechargeable battery, to control the charging of this battery when the vehicle is temporarily coupled to a charging station capable of communicating with the latter.

[0008] This control method is characterized by the fact that it includes a step in which, in the event of failure to carry out an operation between the vehicle and the charging station preventing charging, a first identifier of this charging station is recorded in the vehicle, and, during a subsequent coupling of the vehicle to this charging station to carry out a new charging, it is determined whether its first identifier has been previously recorded, and if so, the carrying out of this operation is prohibited and a replacement operation is carried out in order to allow the carrying out of the new charging.

[0009] Thanks to the invention, it is now possible to carry out the charging with a minimum of constraint for the driver, and therefore the inconvenience caused to this driver is very reduced, which greatly reduces the probability that he will be discouraged.

[0010] The control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0011] - in its step, in case of failure to carry out the operation, one can also record in the vehicle a second identifier that is representative of a cause of failure;

[0012] - in its step, the operation can be chosen from an establishment of a communication according to a predefined protocol and recognition of a vehicle charging identifier;

[0013] - in the presence of the last option, in its step, the predefined protocol can be an encrypted communication protocol, and the replacement operation can be an establishment of communication according to a predefined unencrypted communication protocol;

[0014] - also in the presence of the last option, in its stage, the recognition of a The vehicle charging identifier can be a recognition of a charging contract identifier;

[0015] - in its step, the first identifier of the charging station can be an address Media Access Control (or MAC);

[0016] - in its step, the first identifier can be unregistered when a duration The chosen period has elapsed since its registration or when the operation is feasible again.

[0017] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a control method of the type presented above, in a vehicle comprising a rechargeable battery, to control the charging of this battery when the vehicle is temporarily coupled to a charging station suitable for communicating with the latter.

[0018] The invention also proposes a control device for equipping a vehicle comprising a rechargeable battery, to control the charging of this battery when the vehicle is temporarily coupled to a charging station capable of communicating with the latter.

[0019] This control device is characterized by the fact that it includes at least one processor and at least one memory arranged to perform the operations consisting, in the event of failure to carry out an operation between the vehicle and the charging station preventing charging, of triggering a recording in the vehicle of a first identifier of the charging station, and, during a subsequent coupling of the vehicle to this charging station to carry out a new charging, of determining whether its first identifier has been previously recorded, and if so, of triggering a prohibition of carrying out this operation and (in place of it) carrying out a replacement operation in order to allow the new charging to take place.

[0020] The invention also proposes a vehicle, possibly of the automobile type, comprising, on the one hand, a battery suitable for being recharged by a charging station temporarily coupled to it and suitable for communicating with it, and, on the other hand, a control device of the type of that presented above. Brief description of the figures

[0021] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0022] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a control device according to the invention and a powertrain with an electric drive unit associated with a rechargeable main battery and coupled to an internal charger comprising a charger control unit,

[0023] [Fig. 2] schematically and functionally illustrates an example of an embodiment of a charger control unit comprising an example of an embodiment of a control device according to the invention, and

[0024] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0025] The invention aims in particular to provide a control method, and an associated DC control device, intended to allow control of the charging of a rechargeable battery BP of a vehicle V when the latter (V) is temporarily coupled to a charging station SR.

[0026] In what follows, vehicle V is considered, by way of non-limiting example, to be of the automobile type. It is, for example, a car, as illustrated in [Fig. 1]. But the invention is not limited to this type of vehicle. It relates to This applies to all types of vehicles including a rechargeable battery via a charging connector. Thus, it concerns land vehicles (commercial vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road maintenance vehicles, construction vehicles, agricultural vehicles, recreational vehicles (snowmobiles, go-karts), tracked vehicles, trains and trams, for example), aircraft and boats.

[0027] Furthermore, in what follows, by way of non-limiting example, vehicle V is considered to comprise a powertrain (or PWM) of the all-electric type (and therefore whose propulsion is provided exclusively by at least one electric motor). However, the PWM could be of the hybrid type (thermal and electric).

[0028] A vehicle V comprising an all-electric GMP transmission chain (and therefore comprising at least one electric motive machine MME), a service battery BS, an on-board network RB, a rechargeable main battery BP, a CV converter, and a DC control device according to the invention is schematically represented in [Fig.1].

[0029] In what follows, the main battery BP, which is recharged by SR charging stations, is considered to supply electrical energy to the electric drive machine MME and the CV converter, among other things. However, this is not mandatory. Indeed, the main battery BP, which is recharged by SR charging stations, could have at least one other function within the vehicle V.

[0030] The auxiliary battery BS is responsible for supplying electrical power to the vehicle's on-board electrical system RB, supplementing that supplied by the CV converter, which is here powered by the main battery BP via a main electrical circuit, and sometimes replacing the CV converter. For example, this auxiliary battery BS can be configured as a very low voltage type battery (typically 12 V, 24 V, or 48 V). It is rechargeable, at least by the CV converter. In the following, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 12 V lithium-ion type.

[0031] The RB on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0032] The main electrical circuit (or "high voltage" or "power" circuit) is (here) connected, on the one hand, to the main battery BP via an interface device DI, and, on the other hand, to electronic equipment, such as the CV converter and the electric drive machine MME. It also allows the main battery BP to be recharged by a charging station (or substation) SR temporarily connected to the vehicle V, for example via a charging cable CR2 temporarily connected to a charging connector CRI of the vehicle V.

[0033] The transmission chain has a powertrain which, in this case, is purely electric, and therefore includes, in particular, in addition to its (electric) drive machine, a drive shaft and a transmission shaft. The term "electric drive machine" here refers to an electric machine arranged to provide torque for moving the vehicle V, and possibly to recover regenerative braking torque.

[0034] The drive unit MME (here an electric motor) is connected to the main battery BP via the main electrical circuit, in order to be supplied with electrical energy, and also possibly to supply this main battery BP with electrical energy, for example during a regenerative braking phase. It is connected to the drive shaft, to provide it with torque by rotational drive. This drive shaft is connected to a reduction gear RD which is also connected to the transmission shaft, itself connected to a first set of wheels Tl, preferably via a differential DF.

[0035] This first train Tl is located here in the front part PVV of the vehicle V. But in a variant this first train Tl could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

[0036] The CV converter is also responsible, here, during the vehicle V's driving phases, for converting a portion of the electrical current stored in the main battery BP to supply converted electrical current to the vehicle's electrical system RB and the auxiliary battery BS (for recharging it). It is also electrically connected, via the main electrical circuit, to the vehicle V's charging connector CRI, which, during a charging phase of the main battery BP, is intended to be temporarily connected to a charging station (or substation) SR via a charging cable CR2.

[0037] It will be noted, as illustrated non-limitingly in [Fig.1], that the CV converter can be part of an internal CH charger also comprising a DC charger computer responsible, at least, for globally controlling the charging of the main battery BP.

[0038] It should also be noted that this DC charger calculator is arranged to communicate with an SR charging station which is temporarily coupled to the CRI charging connector, in particular to carry out (or participate in carrying out) operation(s) which will be discussed later.

[0039] The main battery BP can, for example, be cellular. In this case, it comprises at least one cell, possibly electrochemical, and preferably several. For example, when each cell is electrochemical, it can be of the lithium-ion (or Li-ion) type. Also, for example, the main battery BP can It should be of the low voltage type (typically 450 V or 600 V for illustrative purposes). But it could also be of the medium voltage or high voltage type.

[0040] It should be noted that the main battery BP is associated with a battery box BB which includes, in particular, an interface device DI, measuring means (not shown), for example for voltage, current and internal temperature, and a battery computer CB. This battery computer CB centralizes current, voltage and temperature measurements, and estimates parameters of the main battery BP based on these measurements. The interface device DI is arranged so as to isolate, if necessary, the main battery BP from the entire main electrical circuit, as well as individually from the charging connector CRI, the electric motor MME, and the converter CV.It includes 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 CB battery computer, as well as protective fuses.

[0041] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the vehicle V also includes a distribution box BD to which the auxiliary battery BS, the converter CV, and the on-board network RB are coupled. This distribution box BD is responsible for distributing the electrical energy produced by the converter CV or stored in the auxiliary battery BS into the on-board network RB to power the electrical components (or equipment) connected to the on-board network RB, according to the power demands received.

[0042] As mentioned above, the invention proposes in particular a control method intended to allow control of the charging of the main battery BP when the vehicle V is temporarily coupled to a charging station SR.

[0043] This (control) method can be implemented at least partially by the DC control device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This DC control device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0044] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the control process. The PR1 processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0045] In the example illustrated, but not limited to, in Figures 1 and 2, the DC control device is part of the DC charger computer. However, this is not mandatory. Indeed, the DC control device could comprise its own dedicated computer, which is then coupled to the DC charger computer, or it could be part of the CB battery computer, for example.

[0046] As illustrated non-limitingly in [Fig.3], the (control) method according to the invention includes a step 10-90 which is implemented each time the vehicle V has just been temporarily coupled to an SR charging station (via its charging connector CRI and a CR2 charging cable).

[0047] Step 10-90 of the method may include a substep 30 in which one (for example the DC control device) triggers the execution by the DC charger computer of an operation ol between the vehicle V and the charging station SR.

[0048] Step 10-90 of the process includes a substep 40 in which one (for example the DC control device) detects the failure to carry out an operation ol between the vehicle V and the charging station SR, which prevents the charging of the main battery BP.

[0049] Step 10-90 of the process also includes a substep 50 in which a first identifier il of the charging station SR to which the vehicle V is temporarily coupled is recorded (for example, the DC control device triggers a recording). Note that this recording can be done in a memory of the DC control device or the DC charger computer, for example.

[0050] Step 10-90 of the method also includes a substep 20 in which, during a subsequent coupling of vehicle V to this charging station SR for further charging, it is determined (for example, by the DC control device) whether its first identifier il has been previously recorded. It should be noted that this subsequent coupling can occur immediately after a disconnection / reconnection of the charging cable CR2 from / to the charging connector CRI following the recording of the first identifier il, for example, after the driver of vehicle V has been prompted to perform this disconnection / reconnection via a text message and / or an audio message, or at a later date.

[0051] If so (and therefore if the first identifier is already registered), step 10-90 of the process also includes a substep 70 in which the execution of the previously failed operation 0 is prevented (for example, the DC control device triggers a prohibition), and a replacement operation o2 is performed (for example, the DC control device triggers the execution of a replacement operation). If this latter operation (o2) is successful, the DC charger computer performs the new charge in a substep 80 of step 10-90.

[0052] It will be understood that if the first identifier il is not recorded, one (for example, the DC control device) can perform substep 30 of step 10-90 so that the aforementioned operation ol is carried out. In this case, one can determine in substep 40 whether the operation ol is successful. If so (operation ol successful), the charging can proceed normally in substep 60 of step 10-90 (as illustrated, but not limited to, in [Fig. 3]). Conversely, if a failure to perform the operation ol is detected in substep 40, one (for example, the DC control device) can perform substep 50 in order to record in vehicle V the first identifier il of the charging station SR to which vehicle V is temporarily coupled.

[0053] By performing a replacement operation o2, instead of the previously failed operation ol, charging is advantageously enabled with minimal constraint for the driver (such as, for example, disconnecting / reconnecting the CR2 charging cable to / from the CRI charging connector following the first registration of a first identifier il, or a manual action (possibly selecting option(s) or entering information on a screen of the SR charging station) required by the replacement operation o2). The inconvenience caused to vehicle users is therefore very limited, and thus the probability of it discouraging some users is very low.

[0054] For example, in substep 50 of step 10-90, if operation 10 fails, a second identifier i2, representing a cause of this failure, can also be recorded in vehicle V (for example, the DC control device can also trigger a recording). It should be noted that this second recording can be made in the same memory as that used to record the corresponding first identifier il, and preferably corresponding to the latter (il).

[0055] Also, for example, in substep 30 of step 10-90, the operation ol can be chosen from establishing communication according to a predefined protocol and recognizing an irv charging identifier of vehicle V.

[0056] In this case, in step 10-90 the predefined protocol may be an encrypted communication protocol, and the replacement operation may be the establishment of communication according to a predefined unencrypted communication protocol.

[0057] By way of non-limiting example, the encrypted communication protocol may be TLS ("Transport Layer Security"). But other encrypted communication protocols may be used.

[0058] Also by way of non-limiting example, the unencrypted communication protocol may be TCP (Transmission Control Protocol). But other unencrypted communication protocols may be used. It should be noted that the use of the unencrypted communication protocol instead of the communication protocol Encryption may eventually render at least one encrypted enhanced function of the reload phase unavailable.

[0059] Also, by way of non-limiting example, the recognition of an IVR charging identifier for vehicle V may be the recognition of a charging contract identifier. But other IVR charging identifiers for vehicle V may be recognized.

[0060] It will be noted, as illustrated non-limitingly in [Fig.3], that step 10-90 may also include a substep 10 in which one (for example the DC control device) can determine the first identifier il of the SR charging station.

[0061] Also, for example, in substep 10 of step 10-90, the first identifier of the SR charging station, which is determined, can be a MAC address (or "Media Access Control"). But other first identifiers of the SR charging station can be sought.

[0062] Also, for example, and as illustrated non-limitingly in [Fig.3], step 10-90 may include a substep 90 in which the first identifier il (and the possible second associated identifier i2) can be unregistered (for example, the DC control device can trigger a unregistration) in vehicle V when a chosen time has elapsed since its (their) registration or when the operation ol is again feasible.

[0063] Also, for example, the aforementioned chosen duration can be between 15 days and 3 months.

[0064] It should also be noted that it is possible for each vehicle V having a list of at least one first identifier to transmit this list, for example periodically, to a service server (possibly dedicated), so that it may then be retransmitted, possibly after integration into a global list, to other potentially concerned vehicles.

[0065] It should also be noted, as illustrated but not limited to [Fig. 2], that the DC charger computer (or the DC control device computer) may also include a mass memory MM1, in particular for storing each first identifier il, as well as any intermediate data involved in all its calculations and processing. Furthermore, this DC charger computer (or the DC control device computer) may also include an input interface IE for receiving at least each piece of information indicating the success or failure of an operation ol and each first identifier il for use in calculations or processing, possibly after having been shaped and / or demodulated and / or amplified, in a manner known per se, by means of a digital signal processor PR2.In addition, this DC charger computer (or DC control device computer) may also include an IS output interface, notably for delivering a message. (or order) to carry out an operation ol, a message (or order) to carry out a replacement operation o2, a possible information message to signal to the driver the need to perform a decoupling / recoupling, and a possible message authorizing continued charging.

[0066] 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 type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for implementing the control method described above to control the charging of the (main) battery BP when the vehicle V is temporarily coupled to a charging station SR via its charging connector CRI.

Claims

Demands

1. A method for controlling the charging of a battery (BP) of a vehicle (V) temporarily coupled to a charging station (SR) suitable for communicating with the latter (V), characterized in that it comprises a step (10-90) in which, in the event of failure to carry out an operation between said vehicle (V) and charging station (SR) preventing said charging, a first identifier of said charging station (SR) is recorded in said vehicle (V), and, during a subsequent coupling of said vehicle (V) to this charging station (SR) to carry out a new charging, it is determined whether its first identifier has been previously recorded, and if so, the carrying out of said operation is prohibited and a replacement operation is carried out in order to allow the carrying out of said new charging.

2. Method according to claim 1, characterized in that in said step (10-90), in case of failure to carry out said operation, a second identifier representing a cause of said failure is also recorded in said vehicle (V).

3. Method according to claim 1 or 2, characterized in that in said step (10-90) said operation is chosen from an establishment of communication according to a predefined protocol and a recognition of a charging identifier of said vehicle (V).

4. A method according to claim 3, characterized in that in said step (10-90) said predefined protocol is an encrypted communication protocol, and said replacement operation is an establishment of communication according to a predefined unencrypted communication protocol.

5. Method according to claim 3, characterized in that in said step (10-90) said recognition of a charging identifier of said vehicle (V) is a recognition of a charging contract identifier.

6. A method according to any one of claims 1 to 5, characterized in that in said step (10-90) said first charging station identifier (SR) is a media access control address.

7. A method according to any one of claims 1 to 6, characterized in that in said step (10-90) said first identifier is deregistered when a chosen period of time has elapsed since its recording or when said operation is feasible again.

8. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to any one of claims 1 to 7, in a vehicle (V) comprising a rechargeable battery (BP), to control the charging of this battery (BP) when said vehicle (V) is temporarily coupled to a charging station suitable for communicating with the latter (V).

9. Control device (DC) for controlling the charging of a battery (BP) of a vehicle (V) temporarily coupled to a charging station (SR) suitable for communicating with the latter (V), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, in the event of failure to carry out an operation between said vehicle (V) and charging station (SR) preventing said charging, of triggering a recording in said vehicle (V) of a first identifier of said charging station (SR), and, during a subsequent coupling of said vehicle (V) to this charging station (SR) to carry out a new charging, of determining whether its first identifier has been previously recorded, and if so, of triggering a prohibition of carrying out said operation and carrying out a replacement operation in order to allow the carrying out of said new charging.

10. Vehicle (V) comprising a battery (BP) suitable for being recharged by a charging station (SR) temporarily coupled to said vehicle (V) and suitable for communicating with the latter (V), characterized in that it further comprises a control device (DC) according to claim 9.

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