MONITORING OF CONTACTOR(S) ENSURING COUPLING / DECOUPLING OF A POWER BATTERY TO A VEHICLE'S ELECTRICAL POWER SUPPLY CIRCUIT

Abstract

A monitoring method is implemented in a vehicle comprising a power battery to supply the vehicle's electrical equipment via an interface device including at least one contactor having open and closed states, and first and second sensors measuring, respectively, the current flowing out of the power battery and the voltage downstream of the contactor. This method includes a step (10-40) in which, if the measured voltage falls below a first threshold following a command to place the contactor in its open state, a selected electrical device is requested to draw current from the power battery, and, if the measured current is above a second threshold, an alert is generated indicating a malfunction of the contactor. Figure 3

Description

Title of the invention: MONITORING OF CONTACTOR(S) ENSURING COUPLING / DECOUPLING FROM A POWER BATTERY TO A VEHICLE'S ELECTRICAL POWER SUPPLY CIRCUIT Technical field of the invention

[0001] The invention relates to vehicles comprising at least one power battery suitable for being coupled / decoupled to an electrical supply circuit supplying electrical equipment by means of an interface device with coupling / decoupling contactor(s), and more specifically the monitoring within such vehicles of the operation of each coupling / decoupling contactor. State of the art

[0002] Certain vehicles, possibly of the automobile type, include a power battery (possibly cellular) intended to supply, via an interface device, an electrical power supply circuit powering electrical equipment. For example, this electrical equipment may be a converter, an electric drive unit of the powertrain (or powertrain), or a compressor of an air conditioning system.

[0003] The interface device generally comprises at least one coupling / decoupling contactor (or "contact relay"), at least one protective fuse, and at least one decoupling pyrotechnic switch (or "pyroswitch"). Each contactor has an open (or non-conducting) state in which it decouples the power battery from the electrical supply circuit (to prevent the power supply to electrical equipment connected to the latter), and a closed (or conducting) state in which it couples the power battery to the electrical supply circuit (to allow the power supply to electrical equipment connected to the latter).

[0004] As those skilled in the art know, it can happen that a contactor (coupling / decoupling) becomes stuck with its contact (usually by a weld) and is therefore permanently in its closed state (without the possibility of returning it to its open state). This type of situation can result from:

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

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

[0007] - of normal wear after a significant number of times the contactor is placed in its open and closed states.

[0008] Each (coupling / decoupling) contactor is designed so that sticking of its contact is very rare. However, such sticking remains possible, may cause an untimely discharge of the power battery, may allow (temporarily) prohibited operation of at least one electrical device connected to the power supply circuit, and is potentially dangerous.

[0009] Therefore, the (coupling / decoupling) contactor is monitored (or diagnostics are performed) to try to detect when it is stuck. Currently, this monitoring is carried out by observing the voltage measured immediately downstream of the contactor(s). This voltage is assumed to come from the power battery. When a request is made to place a contactor in its open state, observing a voltage downstream of this contactor means that the contact of this contactor is stuck (or welded). In this case, the pyrotechnic switch associated with this faulty contactor is immediately activated to isolate the power battery from the electrical supply circuit, and this activation is irreversible.

[0010] Unfortunately, this monitoring can produce false detections. Indeed, voltage may be present downstream of a contactor due to:

[0011] - of a rotation of the vehicle's drive wheels which is transformed into current electric by the electric drive machine of the GMP and causes the generation of a voltage at the output of the associated inverter (or "inverter") coupled to the electrical power supply circuit,

[0012] - of an ongoing charging of the power battery via the vehicle's converter temporarily coupled to an external power source, or

[0013] - of interface device capacities that are still charged.

[0014] It will be understood that the erroneous activation of the pyrotechnic switch associated with a contactor suspected of being faulty has serious consequences, because the entire assembly (or "pack") including the power battery must be disassembled and then opened in order to access the interface device to replace the activated pyrotechnic switch, which is costly and wastes the time of the vehicle's users. Furthermore, when the powertrain is purely electric, the vehicle is immediately immobilized, which is instantly detrimental to the vehicle's users.

[0015] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0016] In particular, it proposes for this purpose a monitoring method intended to be implemented in a vehicle comprising:

[0017] - a battery with sufficient power to supply electrical equipment vehicle via an interface device comprising at least one contactor having open and closed states, and

[0018] - of the first and second sensors respectively measuring a current coming out of the power battery and voltage downstream of the contactor.

[0019] This monitoring method is characterized by the fact that it includes a step in which, in the event of a drop in the measured voltage below a first threshold chosen following an order to place the contactor in its open state, a chosen electrical equipment is requested to consume current from the power battery, and if the measured current is greater than a second threshold chosen, an alert is generated signaling a malfunction of the contactor.

[0020] Thanks to this monitoring of the (of each) contactor (dedicated to the coupling / decoupling of the power battery to the / of the vehicle's electrical supply circuit), it is now possible to determine whether it is placed in its closed state in a certain and permanent way, which advantageously allows, in the absence of an actual failure, to avoid unnecessarily actuating the associated pyrotechnic switch.

[0021] The monitoring method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0022] - in its stage, in the presence of an interface device comprising at least a pyrotechnic switch that, in case of activation, isolates the power battery from electrical equipment, and in case of alarm generation, this pyrotechnic switch can be activated;

[0023] - in its step, a first threshold can be used which is between 10 V and 20 V;

[0024] - in its step, a second threshold can be used which is between 1 A and 3 A;

[0025] - in its step, it can be required that the chosen electrical equipment consumes a current which is strictly greater than the second threshold;

[0026] - in its stage, 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;

[0027] - in its step, in the event of an alert being generated, one can also perform in the vehicle a recording of at least one fault code representative of the malfunction;

[0028] - in its stage, it can be required that the electrical equipment to consume current is a converter which is capable of converting a direct current from the power battery into another direct current suitable for powering an on-board network and / or a service battery of the vehicle.

[0029] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a monitoring method of the type described above, in a vehicle comprising, on the one hand, a power battery to supply electrical equipment of the vehicle via an interface device comprising at least one contactor having open and closed states, and, on the other hand, first and second sensors measuring respectively a current coming out of the power battery and a voltage downstream of the contactor, to monitor the operation of the contactor.

[0030] The invention also proposes a monitoring device for equipping a vehicle comprising:

[0031] - a battery with sufficient power to supply electrical equipment vehicle via an interface device comprising at least one contactor having open and closed states, and

[0032] - of the first and second sensors respectively measuring a current coming out of the power battery and voltage downstream of the contactor.

[0033] This monitoring 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 a drop in the measured voltage below a first threshold chosen following an order to place the contactor in its open state, of requesting that a chosen electrical equipment consume current from the power battery, and, if the measured current is greater than a second threshold chosen, of triggering the generation of an alert signaling a malfunction of the contactor.

[0034] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0035] - a battery with sufficient power to supply electrical equipment vehicle via an interface device comprising at least one contactor having open and closed states,

[0036] - of the first and second sensors respectively measuring a current coming out of the power battery and voltage downstream of the contactor, and

[0037] - a monitoring device of the type presented above. Brief description of the figures

[0038] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0039] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a monitoring device according to the invention and a powertrain with an electric drive unit associated with a power battery associated with a battery computer and an interface device coupled to an electrical power supply circuit,

[0040] [Fig.2] schematically and functionally illustrates an example of an embodiment of a battery calculator including an example of an embodiment of a monitoring device according to the invention, and

[0041] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0042] The invention aims in particular to provide a monitoring method, and an associated DS monitoring device, intended to enable the monitoring of the operation of at least one CP contactor forming part of a DI interface device and dedicated to the coupling / decoupling of a BP power battery to / from the CAE electrical supply circuit of a vehicle V.

[0043] In what follows, vehicle V is considered, by way of non-limiting example, to be an automobile. For example, it is a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of vehicle. It relates to any type of vehicle comprising a powertrain with an electric drive unit associated with a battery capable of supplying electrical current to an electrical power supply circuit via an interface device with coupling / decoupling contactor(s). Thus, it relates to land vehicles (commercial vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road maintenance vehicles, construction equipment, agricultural machinery, recreational vehicles (snowmobiles, go-karts), tracked vehicles, trains and trams, for example), aircraft, and boats.

[0044] 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).

[0045] A vehicle V comprising an electric GMP transmission chain (and therefore an electric motive machine MME), a CS supervisory computer, an RB on-board network, a BS service battery, a BP power battery associated with a DI interface device and a CB battery computer, an CAE electrical power supply circuit, a CER electrical charging circuit, a CV converter, and a DS monitoring device according to the invention, is schematically represented in [Fig.1].

[0046] The RB on-board network is a very low voltage power supply network, which is coupled to the CAE power supply circuit via the CV converter, and to which are coupled electrical (or electronic) equipment (or components) which consume electrical energy.

[0047] The service battery BS is responsible for supplying electrical power to the vehicle's electrical system RB, supplementing that supplied by the CV converter (powered by the main battery BP via the electrical supply circuit CAE), and sometimes replacing the CV converter. For example, this service battery BS may 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 service battery BS is assumed to be a 12 V lead-acid type.

[0048] The CAE power supply circuit is connected, on the one hand, to the BP power battery via the DI interface device, and, on the other hand, to electronic equipment, such as for example the CV converter and the MME electric drive machine (and more specifically here the associated ON inverter).

[0049] The CER charging circuit allows the BP power battery to be recharged (at least with direct current) by an external power source temporarily connected to the vehicle V, for example via a CR charging connector on the latter (V). In the example illustrated, but not limited to, in [Fig. 1], the CER charging circuit allows the BP power battery to be recharged not only with direct current (or mode 4), but also with alternating current (or mode 2 or 3), under the control of a charger control unit (CA) of a charger (CH) and the battery control unit (CB) (associated with the BP power battery). However, in other embodiments not shown, the CER charging circuit could allow only direct current (or mode 4) charging or only alternating current (or mode 2 or 3) charging.

[0050] The interface device DI comprises at least one contactor (or contact relay) CP, at least one protective fuse (not shown), and at least one pyrotechnic switch associated with the contactor CP (and not shown). Each contactor CP has an open (or non-conducting) state in which it disconnects the power battery BP from the electrical supply circuit CAE to prevent the energizing of electrical equipment connected to the latter (CAE), and a closed (or conducting) state in which it connects the power battery BP to the electrical supply circuit CAE to allow the energizing of electrical equipment connected to the latter (CAE).

[0051] For example, the (each) CP contactor may include a contact whose position (which fixes its state (open or closed)) can be controlled by an activation coil and which may become stuck, as explained in the introductory part.

[0052] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the interface device DI comprises only one contactor CP. However, it could comprise two contactors connected in series or in parallel.

[0053] The (each) pyrotechnic switch associated with a CP contactor can be actuated when a condition described later is satisfied, and this actuation causes an irreversible isolation (or decoupling) of the BP power battery from the CAE electrical supply circuit.

[0054] The transmission chain has a powertrain which, in this case, is purely electric and therefore includes, in particular, an electric drive machine MME, a drive shaft AM, and a transmission shaft AT. Here, "electric drive machine" means an electric machine arranged to provide electric motor torque to move the vehicle V when it is supplied with electrical energy, and possibly to recover torque in the transmission chain.

[0055] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0056] The electric drive machine MME (here an electric motor) is coupled to the power battery BP via (here) the associated inverter ON which is coupled to the electrical power supply circuit CAE. This allows it to be supplied with electrical energy, as well as possibly to supply the power battery BP with electrical energy resulting from torque recovery (for example during a regenerative braking phase).

[0057] Furthermore, this electric drive machine MME is coupled to the motor shaft AM to supply it with electric motor torque by rotational drive. This motor shaft AM is here coupled to a reduction gear RD which is also coupled to the transmission shaft AT, itself coupled to a first set of wheels Tl, preferably via a differential DV.

[0058] 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.

[0059] The CV converter is also responsible, here, during the driving phases of the vehicle V, for converting part of the electrical current stored in the power battery BP to supply converted electrical current to the on-board network RB and the auxiliary battery BS (to recharge it).

[0060] It will be noted, as illustrated non-limitingly in [Fig. 1], that the CV converter can be part of the CH charger which also includes the AC charger computer responsible, at least, for controlling the charging of the BP power battery.

[0061] The BP power battery may, for example, comprise electrical energy storage cells, possibly electrochemical (e.g., lithium-ion (or Li-ion) or Ni-MH or Ni-Cd type). Also, for example, the BP power battery may be of the low-voltage type (typically 450 V or 600 V, by way of illustration). But it could also be of the medium-voltage or high-voltage type.

[0062] Furthermore, the power battery BP is (here) associated with a battery box BB which includes, in particular, the interface device DI, voltage / current measurement means (partially illustrated), and the battery computer CB. For example, the power battery BP and the battery box BB can be part of a battery assembly (or "pack"). Among the voltage / current measurement means included in the battery box BB, we can mention in particular a first sensor Cl for measuring the current isBP exiting the power battery BP (to supply the electrical power supply circuit CAE) and at least a second sensor C2 for measuring the voltage uaCp downstream of the contactor CP (i.e., between the latter (CP) and the electrical power supply circuit CAE).

[0063] It should 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 stored in the auxiliary battery BS or produced by the converter CV into the on-board network RB to supply the electrical components (or equipment) connected to the on-board network RB according to power demands received (in particular from the powertrain control unit CS).

[0064] As mentioned above, the invention proposes in particular a monitoring method intended to allow monitoring of the operation of the (of each) contactor CP forming part of the interface device DI and dedicated to coupling / decoupling the power battery BP to the / of the electrical supply circuit CAE.

[0065] This (monitoring) method can be implemented at least partially by the DS monitoring device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a microprocessor, and at least one MD memory. This DS monitoring 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.

[0066] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the monitoring 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.

[0067] In the example illustrated, but not limited to, Figures 1 and 2, the DS monitoring device is part of the CB battery control unit. However, this is not mandatory. Indeed, the DS monitoring device could comprise its own dedicated computer, which is then coupled to the CB battery computer, or could be part of the CS supervision computer, for example.

[0068] As illustrated non-limitingly in [Fig.3], the (monitoring) method according to the invention includes a step 10-40 which is implemented each time the vehicle V completes a driving phase and the power battery BP needs to be temporarily decoupled from the electrical supply circuit CAE by placing the (of each) contactor CP in its open state.

[0069] Step 10-40 of the process includes a substep 20 in which, in the event of a drop in the measured downstream voltage uaCP below a first threshold chosen following an order to place the (a) contactor CP in its open state, one (for example the DS monitoring device) requests that a chosen electrical equipment (for example MME or ON or CV) draw current from the power battery BP.

[0070] It will be understood that if, for a CP contactor, a drop in the measured downstream voltage uaCp is observed to be below the first threshold si (i.e., AuaCp < si), while its placement in the open state has been requested, this may (possibly, but not necessarily) mean that it is faulty (and more precisely, stuck (closed state become permanent)). Consequently, the current consumption request by a chosen electrical device is intended to verify whether this current actually flows (at least partially) through this CP contactor suspected of being faulty.

[0071] If the current isBP (measured at the output of the power battery BP) is less than or equal to a second chosen threshold s2 (i.e., isBp < s2), the contactor CP in question is considered to be in its open state and therefore not faulty (the drop in the measured downstream voltage uaCP below the first threshold (auaCP < si) thus had an origin other than sticking). Consequently, one (for example, the monitoring device DS) can return to perform substep 10 with the next measured downstream voltages uaCP.

[0072] Conversely, if the current isBP (measured at the output of the power battery BP) is greater than the second threshold s2 chosen, this means that the suspected contactor CP is at least partially allowing current from the power battery BP to pass through, and therefore that it is faulty (and more precisely stuck (closed state which has become permanent)). In this case, step 10-40 of the method includes a substep 40 in which an alert is generated (for example, the DS monitoring device triggers the generation of an alert) indicating a malfunction of the suspected contactor CP.

[0073] Thus, it is now possible to monitor the operation of the CP contactor(s) in order to determine whether it is in its closed state reliably and permanently, for whatever reason. This advantageously allows, in the absence of effective failure of a CP contactor, to avoid unnecessarily activating the associated pyrotechnic switch, and thus not having to waste time and money on the users of vehicle V (no costs and immobilization of vehicle V).

[0074] It should be noted that the alert is preferably intended at least for the CB battery computer or the CS supervision computer.

[0075] For example, and as illustrated non-limitingly in [Fig.3], step 10-40 of the process may also include a substep 10 in which one (for example the DS monitoring device) may start by determining the last AuaCP drop of the measured downstream voltage uaCP since the request to place the (of a) contactor CP in its open state was made, and then may perform a comparison of this AuaCP drop to the first threshold if.

[0076] If AuaCP > si, then the contactor CP in question is indeed in its open state and therefore not faulty. Consequently, we (for example, the DS monitoring device) can return to perform substep 10 with the next measured downstream voltages uaCp.

[0077] Conversely, if AuaCP < si, the relevant CP contactor is possibly in its closed state and therefore possibly faulty. Consequently, substep 20 is performed (for example, by the DS monitoring device).

[0078] Also, for example, and as illustrated but not limited to [Fig. 3], the step 10-40 of the process may also include a substep 30 in which a comparison of the current isBP to the second threshold s2 is performed (for example the DS monitoring device).

[0079] If isBP < s2, then the relevant CP contactor is indeed in its open state and therefore not faulty. Consequently, one (for example, the DS monitoring device) can return to perform substep 10 with the next measured downstream voltages uaCP.

[0080] Conversely, if isBP > s2, it means that the suspected CP contactor is at least partially allowing current from the BP power battery to pass (whereas it should be closed (or open)), and is therefore faulty. Consequently, substep 40 is performed (for example, by the DS monitoring device).

[0081] Also, for example, in substep 40 of step 10-40, when the interface device DI includes at least one pyrotechnic switch (associated with the faulty contactor CP and designed, in the event of actuation, to isolate the power battery BP from the electrical supply circuit CAE (and therefore from the electrical equipment coupled to it (CAE)), and the alert has been generated, this pyrotechnic switch can also be actuation (for example, the monitoring device DS can also trigger the actuation of). The situation is indeed considered as serious and requiring immediate disconnection of the BP power battery from the CAE electrical supply circuit. It should be understood that this actuation is irreversible and therefore the disconnection becomes permanent until the EB battery assembly is disassembled and opened and the activated pyrotechnic switch is replaced.

[0082] Also, for example, in substep 10 of step 10-40, the first threshold selected may be between 10 V and 20 V. As an illustrative example, this first threshold selected may be equal to 15 V. However, other values ​​for the first threshold selected may be used. This depends, in fact, on the voltage drop caused by placing the CP contactor in its closed state. For example, this first threshold may be selected during the development or testing phase of a vehicle similar to vehicle V.

[0083] Also, for example, in substep 20 of step 10-40, one (for example, the DS monitoring device) may request that the selected electrical equipment consume a current that is strictly greater than the second threshold s2.

[0084] Also, for example, in substep 20 of step 10-40, the system (e.g., the DS monitoring device) may specify that the chosen electrical equipment, which must consume current, be the CV converter (which is designed to convert a direct current from the power battery BP into another direct current suitable for powering the on-board electrical system RB and / or the auxiliary battery BS). This choice of electrical equipment coupled to the CAE power supply circuit is advantageous because it is transparent to (or undetectable by) the driver of vehicle V, and allows the auxiliary battery BS to be recharged. However, other choices can be made, such as the compressor of the vehicle V's air conditioning system or the ON inverter associated with the electric drive unit MME, for example.

[0085] Also, for example, in substep 30 of step 10-40, the second selected threshold s2 can be between 1 A and 3 A. As an illustrative example, this second selected threshold s2 can be equal to 1.5 A. However, other values ​​for the second selected threshold s2 can be used. This depends on the amount of current to be consumed by the selected electrical equipment and / or the minimum measurement uncertainty of the current by the first sensor Cl. For example, this second threshold s2 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0086] Also, for example, in substep 40 of step 10-40, the driver of vehicle V can be alerted (for example, the DS monitoring device can trigger the alert of the driver) by means of a warning light on the latter (V) and / or a text message and / or an audible message.

[0087] For example, in the event of a driver alert (intended to draw their attention to a detected safety malfunction), the warning light may be part of the instrument panel or displayed on a vehicle display screen (V) (possibly the central instrument cluster installed on or in the instrument panel). It may be a warning light specifically for the detected safety malfunction or a general service warning light.

[0088] Also, for example, in the event of an alert from the driver, the text alert message may indicate an inability to use the electrical energy from the power battery BP and the need to have the vehicle V checked by an after-sales service, and may be displayed on at least one screen EA of the vehicle V (for example, the dashboard or the central instrument cluster) or on the screen of a driver's smart phone (or "smartphone").

[0089] Also, for example, in the event of an alert from the driver, the audible (or audio) alert message may indicate an inability to use the electrical energy of the power battery BP and the need to have the vehicle V checked by an after-sales service, and may be broadcast by at least one speaker of the vehicle V or the aforementioned smartphone.

[0090] Also, for example, in substep 40 of step 10-40, in the event of the generation of an alert, one can also perform a (for example the DS monitoring device can also trigger the realization of a) recording in the vehicle V of at least one fault code representative of the detected malfunction.

[0091] It should be noted that the storage of each fault code can, for example, be done in a (possibly read-only) memory of the DS monitoring device, the CB battery control unit, or the CS supervisory control unit. This allows the after-sales service department, which will service vehicle V, to be notified that a malfunction (or sticking) of a CP contactor has been detected, and thus facilitates the repair at that after-sales service department.

[0092] It should also be noted, as illustrated non-limitingly in [Fig. 2], that the CB battery calculator (or the DS monitoring device calculator) may also include a mass memory MM1, in particular for storing each measured output current isBP and each measured output voltage uaCP, as well as any intermediate data involved in all its calculations and processing. Furthermore, this CB battery calculator (or the DS monitoring device calculator) may also include an input interface IE for receiving at least each measured output current isBP and each measured output voltage uaCP, for use in calculations or processing, possibly after shaping and / or demodulating and / or amplifying 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) may also include an output interface IS. in particular to deliver a message (or order) requiring the triggering of an alert, a possible message (or order) requiring the activation of a pyrotechnic switch associated with a faulty CP contactor, and each possible message triggering the storage of a fault code.

[0093] 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 monitoring method described above to monitor in the vehicle V the operation of the (of each) contactor CP dedicated to the coupling / decoupling of the power battery BP to the / of the electrical supply circuit CAE.

Claims

Demands

1. A monitoring method for a vehicle (V) comprising i) a power battery (PB) suitable for supplying electrical equipment (ME, CV) of said vehicle (V) via an interface device (ID) comprising at least one contactor (CP) having open and closed states, and ii) first (C1) and second (C2) sensors measuring respectively a current coming out of said power battery (PB) and a voltage coming down from said contactor (CP), characterized in that it comprises a step (10-40) in which, in the event of a drop in said measured voltage below a first threshold chosen following an order to place said contactor (CP) in its open state, a chosen electrical equipment (ME, CV) is requested to draw current from said power battery (PB), and, if said measured current is above a second threshold chosen, an alert is generated indicating a malfunction of said contactor (CP).

2. Method according to claim 1, characterized in that in said step (10-40), in the presence of an interface device (ID) comprising at least one pyrotechnic switch proper in case of actuation to isolate said power battery (PB) from said electrical equipment (MME, CV), and in case of generation of said alert, said pyrotechnic switch is actuated.

3. Method according to claim 1 or 2, characterized in that in said step (10-40) a first threshold between 10 V and 20 V is used.

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-40) a second threshold between 1 A and 3 A is used.

5. A method according to any one of claims 1 to 4, characterized in that in said step (10-40) said electrical equipment (MME, CV) selected is required to consume a current strictly greater than said second threshold.

6. A method according to any one of claims 1 to 5, characterized in that in said step (10-40) 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 audible message.

7. A method according to any one of claims 1 to 6, characterized in that in said step (10-40), in the event of the generation of an alert, a recording of at least one fault code representative of said malfunction is also made in said vehicle (V).

8. Product computer program comprising an instruction set which, when executed by processing means, is suitable for implementing the monitoring method according to any one of claims 1 to 7, in a vehicle (V) comprising i) a power battery (PB) suitable for supplying electrical equipment (MEM, CV) of said vehicle (V) via an interface device (ID) comprising at least one contactor (CP) having open and closed states, and ii) first (C1) and second (C2) sensors measuring respectively a current out of said power battery (PB) and a voltage downstream of said contactor (CP), for monitoring the operation of said contactor (CP).

9. A monitoring device (MD) for a vehicle (V) comprising i) a power battery (PB) suitable for supplying electrical equipment (MEM, CV) of said vehicle (V) via an interface device (ID) comprising at least one contactor (CP) having open and closed states, and ii) first (C1) and second (C2) sensors measuring respectively a current output from said power battery (PB) and a voltage downstream of said contactor (CP), 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 a drop in said measured voltage below a first chosen threshold following an order to place said contactor (CP) in its open state, of requesting that a chosen electrical equipment (MEM, CV) draw current from said power battery (PB), and if said measured current is above a second chosen threshold,to trigger the generation of an alert indicating a malfunction of said contactor (CP).

10. A vehicle (V) comprising i) a power battery (PB) suitable for supplying electrical equipment (MEE, CV) of said vehicle (V) via an interface device (ID) comprising at least one contactor (CP) having open and closed states, and ii) first (C1) and second (C2) sensors measuring respectively a current output from said power battery (PB) and a voltage downstream said contactor (CP), characterized in that it further comprises a monitoring device (DS) according to claim 9.

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