Method for managing the power supply of a high-voltage network in a vehicle

Abstract

Method for managing the power supply of a high-voltage network of a vehicle. The invention relates to a method for managing a high-voltage network of an electric or hybrid vehicle (1) comprising a battery (10), an inverter (12) and an electric motor (14), the vehicle (1) further comprising a capacitor (18), a smoothing capacitor (16) suitable for being connected to the battery (10), and a charging socket (20) to the terminals of which the capacitor (18) is suitable for being connected, the vehicle (1) further comprising a first switch (30) suitable for connecting a positive terminal of the capacitor (18) to the electric motor (14), and a second switch (32) suitable for connecting the positive terminal of the capacitor (18) to a positive terminal of the battery (10), the management method comprising a step of entering the driving phase of the vehicle (1), comprising opening or holding open the first switch (30),and a closing or holding closed of the second switch (32). (Figure 1),

Description

Title of the invention: Method for managing the power supply of a high-voltage network in a vehicle

[0001] The present invention relates to the fields of automotive and electrotechnics, and more specifically concerns a method for managing the power supply of a high-voltage network of an electric or hybrid vehicle, and an electric or hybrid vehicle having means to implement such a method.

[0002] An electric or hybrid vehicle has a high-voltage battery, with a maximum open-circuit voltage generally between 400V and 800V, which discharges to power an electric motor that propels the vehicle. The high-voltage battery must therefore be recharged from a charging station external to the vehicle. When this station is capable of supplying a voltage higher than the maximum voltage of the high-voltage battery, simply connecting the outputs of the charging station to the terminals of the vehicle's high-voltage battery is sufficient to recharge it.

[0003] However, some charging stations only supply a voltage lower than the voltage of the high-voltage battery. In particular, some charging stations can only supply a maximum of 400V. To charge a high-voltage battery with a voltage higher than 400V using such a charging station, the outputs of the charging station must be connected to the input of a voltage booster, the output of which, supplying a voltage higher than the voltage of the high-voltage battery to be charged, is connected to the terminals of the latter.

[0004] Such a voltage booster comprises at least: - a capacitor whose two ends are suitable for connection via vehicle contacts to the charging terminal, - an inductor connected on one side to a higher potential end of the capacitor, and on the other side to a midpoint of a switching arm, - the switching arm, which includes a first switch called the low switch connected between the midpoint and a negative terminal of the high voltage battery, and a second switch called the high switch connected between the midpoint and a positive terminal of the high voltage battery.

[0005] Given the cost of the voltage booster components, it is advantageous to reuse power electronics components already present in the vehicle for this function, such as an electric motor and an inverter that supplies alternating current to the vehicle's electric motor, thereby providing torque to the vehicle's wheels while it is moving. The inductance is then, for example, composed of the stator inductances of the electric motor, each connected by one of its ends to a neutral point of the electric motor connected to a positive terminal of the capacitor, the other of its ends being connected to a midpoint of a separate switching arm of the inverter.

[0006] The capacitor filters voltage variations and stabilizes the voltage at the charging terminal. This capacitor must be pre-charged to a setpoint voltage close to the charging terminal voltage before closing the vehicle's contactors, in order to avoid a high current surge that could cause the contactors to stick due to material melting.

[0007] The stator windings of the electric motor and the switching arms of the inverter can therefore be reused to raise the voltage at the output of the charging terminal in order to charge the high-voltage battery of the vehicle, the switching arms being able to operate simultaneously or in a phase-shifted manner in order to reduce current ripples at the output of the voltage booster.

[0008] It is then necessary to add a switch between the neutral point of the electric motor and the end of highest potential of the capacitor, in order to be able to disconnect the capacitor from the electric motor when the electric motor is used for driving the vehicle.

[0009] Furthermore, the inverter is connected to the vehicle's high-voltage battery via a smoothing capacitor, generally connected in parallel with the high-voltage battery, to filter voltage variations from the perspective of the high-voltage battery. The larger this smoothing capacitor, the more stable the inverter's operation and the less it disrupts the rest of the vehicle's high-voltage network. The smoothing capacitor must have a minimum value, on the order of several hundred microfarads, for example, 300 pF (microfarads), for the proper operation of the electric or hybrid vehicle.

[0010] However, this minimum value results in a significant size for the smoothing capacity, which consequently occupies a large volume in the vehicle's engine compartment, or at least in a power electronics housing present in the vehicle. This volume is a constraint on the design of the arrangement of the various power electronics components within this housing. Furthermore, such a smoothing capacity also has a significant cost and weight, which impacts the vehicle's energy efficiency.

[0011] It is therefore understood that the multiplication of technical constraints related to the functionalities of the high voltage network of an electric or hybrid vehicle and its electrical components has a direct impact on the cost of the vehicle and on its weight.

[0012] There is therefore a need for optimization of the components of an electric or hybrid vehicle that can be recharged with a charging station of maximum voltage lower than the voltage of a high-voltage vehicle battery, so that the vehicle remains affordable and has the lowest possible environmental impact.

[0013] To this end, the invention proposes a method for managing the power supply of a high-voltage network of an electric or hybrid vehicle, the vehicle comprising a high-voltage battery, an inverter and an electric motor, the inverter being able to be connected at the input to the high-voltage battery and at the output to the electric motor, the inverter and electric motor assembly being able to provide torque to a wheel of the vehicle in driving mode or to operate as a voltage booster in charging mode, the vehicle further comprising a capacitor, a smoothing capacitor able to be connected to a positive terminal and a negative terminal of the high-voltage battery, and a charging socket having a positive connection and a negative connection between which the capacitor is able to be connected, the vehicle further comprising a first switch able to connect a positive terminal of the capacitor to at least one stator inductor of the electric motor,and a second switch capable of connecting the positive terminal of the capacitor to the positive terminal of the high-voltage battery, the management method being characterized in that it comprises a step of entering the vehicle's driving phase, the driving phase entry step comprising an opening or holding open of the first switch, and a closing or holding closed of the second switch.

[0014] In this application, the vehicle's high-voltage battery is understood to mean a battery capable of powering the inverter and the electric motor while the vehicle is in motion, as opposed to a possible auxiliary battery with the same voltage as the vehicle's onboard electrical system. Similarly, the electric motor and inverter in this patent application refer to a traction or propulsion electric motor and a traction or propulsion inverter for the vehicle. Furthermore, the terms "charge" and "recharge" are considered equivalent in this application.

[0015] The driving mode corresponds in this application to a vehicle operating mode in which the inverter draws energy from the high-voltage battery to power the electric motor with alternating current, thus enabling the propulsion or traction of the vehicle.

[0016] In this application, the charging mode corresponds to a vehicle operating mode in which the high-voltage battery is recharged by a charging station external to the vehicle. This charging may use the inverter and electric motor assembly to transfer energy from the charging station to the high-voltage battery, or to another charging circuit. When used for charging, the inverter and electric motor assembly functions, for example, as a voltage boost converter, or without voltage or current conversion, in which case it passively transfers energy from the charging station to the high-voltage battery.

[0017] Furthermore, in this application, components are "connected" or "capable of being connected" to each other when only a few conductors or components with zero or near-zero resistance electrically connect them, such as switches. The switches or relays in this application are mechanical or semiconductor-based.

[0018] Finally, in this patent application, unless otherwise stated, an input or output connection of a functional assembly such as a voltage booster is understood as a connection to the terminals of that input or output, respectively, with respect to the function mentioned. Thus, since the voltage booster raises the voltage at the terminals of the charging socket to bring it to the battery voltage level, the input of the voltage booster is located at the charging socket and the output of the voltage booster is located at the battery.

[0019] Thanks to the invention, when the vehicle is in motion and the inverter requires a significant smoothing capacitor for stable operation, the second switch is closed, connecting the capacitor in parallel with the smoothing capacitor. The value of the smoothing capacitor is thus increased by the value of the capacitor, which is normally only used to pre-charge capacitive elements of the vehicle's high-voltage network, in order to limit current surges that could damage the vehicle's electrical components when charging the high-voltage battery with a charging terminal whose maximum voltage is lower than the battery voltage. The second switch can also be used to charge the high-voltage battery with a charging terminal whose maximum voltage is higher than the battery voltage, without passing through the inductive elements of the electric motor, which would otherwise induce electrical losses.

[0020] The invention thus makes it possible to undersize the smoothing capacity of an electric or hybrid vehicle according to the invention, implementing the management process according to the invention, compared to a standard smoothing capacity of a vehicle not implementing the invention. This undersizing implies a reduction in the volume of the smoothing capacity, for example, a reduction by half compared to the volume of the standard smoothing capacity, also resulting in a reduction in the cost of the smoothing capacity of the vehicle according to the invention compared to the standard smoothing capacity.

[0021] The step of entering the driving phase is, for example, preceded by a step of waking up the vehicle and a step of activating the vehicle's high-voltage network, the activation step involves closing the second switch, with the first switch being open.

[0022] In other words, in one embodiment of the invention, the high voltage network systematically connects the capacitor to the smoothing capacitance in parallel, which makes it possible to secure the operation of the high voltage network against voltage variations, independently of the operation of the inverter in the rolling phase.

[0023] Alternatively, the activation step does not close the second switch, the latter being closed only during a step of entering the driving phase or during a step of charging the high-voltage battery using a charging terminal with a maximum voltage higher than the voltage of the high-voltage battery.

[0024] In some use cases of the invention, the step of entering the driving phase is followed or preceded by a step of charging the high-voltage battery using a charging terminal with a maximum voltage lower than a voltage of the high-voltage battery, the charging step comprising an opening or holding open of the second switch and a closing or holding closed of the first switch.

[0025] Such a charging step requires connecting the first switch to the capacitor and opening the second switch to prevent short-circuiting the electric motor and inverter assembly when it operates as a voltage booster during this charging step. The capacitor is then no longer in parallel with the smoothing capacitor. Specific inverter control is then used, for example, to limit voltage variations across the high-voltage battery; for instance, the high-voltage battery is charged using only two switching arms of the inverter, these two arms switching in opposite phase.

[0026] In another use case of the invention, the management method according to the invention includes a so-called direct charging step of the high-voltage battery, using a charging terminal with a maximum voltage greater than a voltage of the high-voltage battery, the direct charging step comprising a closing or holding closed of the second switch and an opening or holding open of the first switch.

[0027] The invention also relates to an electric or hybrid vehicle comprising a high-voltage battery, an inverter and an electric motor, the inverter being able to be connected at the input to the high-voltage battery and at the output to the electric motor, the inverter and electric motor assembly being able to provide torque to a wheel of the vehicle in driving mode or to operate as a voltage booster in charging mode, the vehicle further comprising a smoothing capacitor able to be connected to a positive terminal and a negative terminal of the high-voltage battery, and a charging socket comprising a positive connection and a negative connection between which a capacitor is able to be connected, the vehicle further comprising a first switch capable of connecting a positive terminal of the capacitor to at least one stator inductance of the electric motor, and a second switch capable of connecting the positive terminal of the capacitor to the positive terminal of the high-voltage battery, the vehicle being characterized in that it includes a computer configured to open and keep open the first switch, and to close or keep closed the second switch, when entering a driving phase of the vehicle.

[0028] The capacitor has a capacitance with a value, for example, between 30% and 80% of the value of the smoothing capacitance.

[0029] In one embodiment of the invention, the first switch is able to connect the positive terminal of the capacitor to a neutral point of the electric motor, connecting together the first ends of the stator inductances of the electric motor, the second ends of the stator inductances being connected each to a midpoint of a switching arm of the inverter.

[0030] In an alternative embodiment, the first switch is capable of connecting the positive terminal of the capacitor to only one or two stator inductors, or to only a portion of one or more stator inductors. Each stator inductor can, in fact, have additional connection points located between those at its ends, which makes it possible to use only a portion of the stator inductor when using the motor and inverter assembly as a voltage booster.

[0031] In one embodiment of the invention, the electric or hybrid vehicle according to the invention comprises a housing in which the smoothing capacitor, the capacitor, and the first and second switches are integrated. The housing includes at least connection terminals for the positive and negative terminals of the high-voltage battery, the positive connection of the charging socket, a neutral point of the electric motor, and a positive input terminal of the inverter. This implementation optimizes the connections between the components of the high-voltage network.

[0032] Alternatively, the smoothing capacitor and the capacitor are arranged in separate housings. The first and second switches are, for example, grouped in the same relay housing. They can indeed be implemented as mechanical relays. Alternatively, the first and second switches are electronic switching components based on transistors.

[0033] Other features and advantages of the invention will become apparent from the following description on the one hand, and from several illustrative and non-limiting examples of embodiments given with reference to the accompanying schematic drawings on the other hand, in which:

[0034] [Fig. 1] represents an electric or hybrid vehicle according to the invention in an initial state, i.e. when the vehicle is parked and its computers are asleep, in an embodiment of the invention,

[0035] [Fig.2] represents the electric or hybrid vehicle of [Fig.1], in a phase of rolling,

[0036] [Fig.3] represents the electric or hybrid vehicle of [Fig.1], in a phase of charging using a charging station with a maximum voltage higher than the voltage of a high-voltage vehicle battery

[0037] [Fig.4] represents the electric or hybrid vehicle of [Fig.1], in a phase charging using a charging station with a maximum voltage lower than the voltage of a high-voltage vehicle battery,

[0038] [Fig.5] is a state diagram of the electric or hybrid vehicle according to the invention, each corresponding to distinct states of a pair of switches in a vehicle's high-voltage network, and

[0039] [Fig.6] represents steps in a management process according to the invention, of the power supply of the high voltage network of the vehicle of [Fig.1], in a use case of the vehicle and in an embodiment of the invention.

[0040] According to an embodiment of the invention shown [Fig.1], an electric or hybrid vehicle 1 according to the invention comprises a high-voltage network including in particular a high-voltage battery 10, with a nominal open-circuit voltage here of 800V (volts), an inverter 12 and an electric motor 14. Of course, the invention is transposable to high-voltage batteries with a nominal open-circuit voltage other than 800V, for example equal to 400V or 1000V.

[0041] The inverter 12 is suitable for connection, at its input, to a positive terminal of the high-voltage battery 10 via a switch referred to as the positive battery switch 26, and to a negative terminal of the high-voltage battery 10 via a switch referred to as the negative battery switch 28. The positive battery switch 26 and the negative battery switch 28 are, for example, relays integrated into a housing containing the high-voltage battery 10. The inverter 12 is connected at its output to the electric motor 14, which is in this case a three-phase electric motor. The inverter 12 and the electric motor 14 are sized to provide sufficient torque to the wheels of the vehicle 1 to enable it to move.

[0042] The electric motor 14 here comprises three stator windings L1, L2, L3 mounted in a star configuration and therefore connected together to a neutral point N.

[0043] The inverter 12 comprises three switching arms, each comprising: - a midpoint respectively M1, M2, M3, - a lower switch respectively 1_L, 2_L, 3_L connected on one side to the respective midpoint M1, M2, M3 and on the other side to the negative terminal of the high-voltage battery 10 via the negative battery switch 28, and - a high switch respectively 1_H, 2_H, 3_H connected on one side to the respective midpoint M1, M2, M3 and on the other side to the positive terminal of the high voltage battery 10 via the positive battery switch 26.

[0044] The high switches 1_H, 2_H, 3_H and low switches 1_L, 2_L, 3_L are controlled switches, for example transistors.

[0045] The midpoints M1, M2, M3 are connected to the ends of the stator windings respectively L1, L2, L3, opposite the neutral point N.

[0046] Of course other configurations of the electric motor and the inverter are conceivable, for example the windings of the electric motor can be connected in delta, and the inverter can have more than three switching arms.

[0047] In order to stabilize the voltage across the high-voltage battery 10, particularly during operation of the inverter 12 while the vehicle is in motion, the high-voltage network includes a smoothing capacitor 16 connected to the input of the inverter 12, here downstream (the term "downstream" referring here to the discharge operation of the high-voltage battery 10) of the positive battery switches 26 and negative battery switches 28. Thus, the smoothing capacitor 16 can be integrated into a power electronics housing containing the inverter. Other embodiments of the invention are of course possible, for example, in which the smoothing capacitor 16 is a capacitive filtering device located within the housing of the high-voltage battery 10.

[0048] Furthermore, the motor 14 and inverter 12 assembly is capable of operating as a voltage booster, in order to allow the charging of the high voltage battery 10 using a charging terminal 4 (referenced [Fig.4]) with a maximum voltage lower than a voltage Vbatt of the high voltage battery 10, for example here with a maximum voltage equal to 400V.

[0049] To enable such charging with the charging station 4 having a maximum voltage lower than the Vbatt voltage, the high-voltage network comprises: - a 20 charging socket, for example a Combo socket according to the terminology of the IEC standard (from the English "International Electrotechnical Commission") 62196, suitable for charging the high voltage battery from a charging station delivering a direct current voltage; - a capacitor 18, suitable for being connected to a positive connection of the charging socket 20 via a switch called the positive input switch 24, and to a negative connection of the charging socket 20 via a switch called the negative input switch 22; and - a first switch 30 suitable for connecting a positive terminal of the capacitor 18 to the neutral point N of the electric motor 14.

[0050] The capacitor 18 allows the current surges to be limited when the positive input switches 24 and negative input switches 22 are closed, and also to filter voltage variations and stabilize the voltage from the point of view of the charging terminal 4 connected to the charging socket 20, when charging the high voltage battery 10 using the motor assembly 14 and inverter 12 operating as a voltage booster.

[0051] The first switch 30 connects the capacitor 18 to the input of this voltage booster. More specifically, the neutral point N of the electric motor 14 forms a positive input terminal of the voltage booster, while a negative input terminal of the voltage booster is connected to the negative terminal of the capacitor 18. The voltage booster is therefore connected at the input to the capacitor 18 via the first switch 30, and at the output to the high-voltage battery 10 via the positive battery switch 26 and the negative battery switch 28. The negative input terminal of the voltage booster is a common negative terminal for the inverter 12 and the capacitor 18. It is connected to the negative terminal of the high-voltage battery 10 via the negative battery switch 28 and therefore also corresponds to a negative output terminal of the voltage booster.One positive output terminal of the voltage booster is connected to the positive terminal of the high-voltage battery 10 via the positive battery switch 26.

[0052] When the vehicle 1 is in a driving phase, the first switch 30 is opened in order to avoid capacitive coupling of the capacitor 18 with the electric motor 14.

[0053] A second switch 32 is connected on one side to the positive terminal of the capacitor 18, and on the other side to a positive terminal of the high voltage battery 10 via the positive battery switch 26. This second switch 32 makes it possible in particular to connect the high voltage battery directly to a charging terminal 8 (referenced [Fig.3]), and to avoid using a voltage booster, when this charging terminal 8 delivers a voltage higher than the voltage Vbatt of the high voltage battery 10, for example here a voltage of 800V.

[0054] The positive battery switches 26 and negative battery switches 28, the positive input switches 24 and negative input switches 22, as well as the first and second switches 30, 32, are mechanical or semiconductor-based relays. These switches, as well as the up and down switches of the inverter 12, are controlled by a computer 40 of the vehicle 1. When the vehicle is asleep, parked, and with its doors locked, all these switches are open, as shown [Fig. 1].

[0055] According to the invention, when the vehicle 1 is in the driving phase, as shown [Fig. 2], the first switch 30 is open, in order to avoid capacitive coupling of the electric motor 14 with capacitor 18, and the second switch 32 is closed, in order to connect capacitor 18 in parallel with smoothing capacitor 16 and thus artificially increase the value of the latter, which makes it possible to undersize smoothing capacitor 16 compared to a vehicle not implementing the invention.

[0056] The capacitor 18 has, for example, a capacitance with a value between 30% and 80% of the value of the smoothing capacitance 16. By way of indication, in this embodiment of the invention, the capacitor 18 has a capacitance of 100pF (microfarads) and the smoothing capacitance has a value of 200 pF.

[0057] During this rolling phase, the positive input switches 24 and negative input switches 22 are open and the top and bottom switches of the inverter switch to supply alternating current to the stator windings L1, L2, L3 of the electric motor 14, hence their representation in dotted lines.

[0058] Figure 3 illustrates the state of the vehicle 1 high-voltage network when the battery High voltage 10 is recharged by the charging terminal 8, which delivers a voltage higher than the Vbatt voltage of the high voltage battery 10. In this state, the positive input switch 24 and the negative input switch 22 are closed, the first switch 30 is open, and the second switch 32 is closed. Since the inverter 12 is not in use during this charging process, its high and low switches are open.

[0059] Figure 4 illustrates a charging phase of the high-voltage battery 10 with the terminal charging stage 4 delivers a voltage lower than the Vbatt voltage of the high-voltage battery 10. This charging phase includes a pre-charge stage of the capacitor 18 during which the positive input switches 24 and negative input switches 22 are open, the first switch 30 is closed, the second switch 32 is open, and the inverter 12 switches at least one switch to pre-charge the capacitor 18. Then the charging phase includes a high-voltage battery 10 charging stage during which the positive input switches 24 and negative input switches 22 are closed, the first switch 30 is closed, the second switch 32 is open, and the high and low switches of the inverter 12 switch to recharge the high-voltage battery 10.For example, the upper switches 1_H and 2_H close in opposite phase (i.e., upper switch 1_H is open when upper switch 2_H is closed, and vice versa), with each lower switch 1_L or 2_L being open when upper switch 1_H or 2_H, respectively, is closed, and vice versa. Upper switches 3_H and lower switches 3_L, for example, are not used. This limits the current ripple across the battery terminals 10 despite an undersized smoothing capacitor 16.

[0060] Figure 5 summarizes the states of the pair of the first switch 30 and the second switch 32 depending on the phases in which vehicle 1 is located.

[0061] In a state el corresponding to the vehicle 1 asleep or in the wake-up phase, the first switch 30 and the second switch 32 are open.

[0062] The first switch 30 and the second switch 32 go from state e1 to a state e2, in which the first switch 30 is open and the second switch 32 is closed, for example by an activation 12 of the high voltage network of the vehicle 1, due to a need to activate a high voltage consumer of the vehicle 1, other than the voltage booster formed by the inverter assembly 12 and electric motor 14. The state e2 is for example the state of the first switch 30 and the second switch 32 when charging the high voltage battery 10 with a charging terminal 8 with a maximum voltage greater than the voltage Vbatt of the high voltage battery 10, or during a driving phase of the vehicle 1, or when preheating the vehicle 1, the latter being parked.The first switch 30 and the second switch 32 return from state e2 to state el for example during a deactivation 21 of the high voltage network of vehicle 1, for example before vehicle 1 goes into sleep mode.

[0063] The first switch 30 and the second switch 32 transition from state e2 to state e3, in which the first switch 30 is closed and the second switch 32 is open, during an input 23 into a charging phase of the high-voltage battery 10 with a charging terminal 4 whose maximum voltage is lower than the Vbatt voltage of the high-voltage battery 10. During such a high-voltage battery charge, the first switch 30 must be closed and the second switch 32 open, as explained previously in relation to [Fig. 4]. The first switch 30 and the second switch 32 transition back from state e3 to state e2, for example, during an output 32 from this charging phase of the high-voltage battery 10.

[0064] Alternatively, the first switch 30 and the second switch 32 go directly from state el to state e3, for example when the computer 40 is only woken up to perform a charge of the high voltage battery 10 with a charging terminal 4 with a maximum voltage lower than the voltage Vbatt of the high voltage battery 10. In this case, the first switch 30 and the second switch 32 go from state el to state e3 during an input 13 in a charging phase using this charging terminal 4, and go back from state e3 to state el during an output 31 of this charging phase.

[0065] We now describe in relation to [Fig.6], a method for managing the power supply of the high-voltage network of vehicle 1, implemented at least in part in the computer 40 of vehicle 1.

[0066] Figure 6 corresponds to a use case of vehicle 1, in which the management process 100 includes a first step 102 of waking up vehicle 1, i.e. in particular the control unit 40, for example following an action by a user of vehicle 1, here a request to preheat vehicle 1. During this first step 102 of waking up and prior to this, the first switch 30 and the second switch 32 are open, that is to say in the el state.

[0067] A second step 104 of the management process 100 is then an activation 104 of the high voltage network of the vehicle 1, during which the computer 40 commands the closing of the second switch 32. The first switch 30 and the second switch 32 therefore go to state e2.

[0068] A third step of the management process 100 is the preheating 106 of the vehicle 1, during which the capacitor 18 and the smoothing capacitor 16 are connected in parallel to protect the high-voltage battery 10 from voltage variations in the preheating system. In other words, the first switch 30 and the second switch 32 remain in state e2 during this third step 106.

[0069] It is then assumed that the user connects the charging plug 20 to the charging terminal 4, which has a maximum voltage lower than the Vbatt voltage of the high-voltage battery 10. The management method 100 then includes a fourth stage 108 for charging the high-voltage battery 10, using the inverter assembly 12 and electric motor 14 as a voltage booster. More specifically, the control unit 40 commands, upon entry into this charging phase of the high-voltage battery 10 via the charging terminal 4, the opening of the second switch 32 and the closing of the first switch 30, with both the first switch 30 and the second switch 32 changing from state e2 to state e3.

[0070] Then the calculator 40 commands the pre-charge of the capacitor 18, the charging of the battery 10 by raising the voltage at the terminals of the charging socket 20, and at the end of this charge, commands the opening of the first switch 30 and the closing of the second switch 32. The first switch 30 and the second switch 32 therefore return to the state e2.

[0071] It is then assumed that the user starts the vehicle's electric motor 14, which thus enters a driving phase. A fifth step 110 is therefore an entry into this driving phase, during which the control unit 40 checks that the first switch 30 is open and that the second switch 32 is closed. If this is not the case, for example, if the first switch 30 did not open correctly at the end of the fourth step 108 and / or if the second switch 32 did not close correctly at the end of the fourth step 108, then the control unit 40 commands the first switch 30 to open and / or the second switch 32 to close.

[0072] Following the rolling of vehicle 1, the management process 100 includes a sixth step 112 of exiting the rolling phase, during which the first switch 30 and the second switch 32 remain in state e2.

[0073] In this use case, it is then assumed that, following the driving phase, the user connects the vehicle 1 to the charging terminal 8 with a maximum voltage higher than the voltage Vbatt of the high-voltage battery 10. A seventh step 114 is then a charge of the high-voltage battery 10 without using a voltage booster, the charging current passing directly to the battery through the second switch 32. The computer 40 first checks that the first switch 30 is open and that the second switch 32 is closed, before starting this charge.

[0074] It is therefore understood that, depending on the operating phases of the vehicle 1, the computer 40 changes the state of the first switch 30 and the second switch 32 in accordance with the state diagram of [Fig.5].

[0075] Of course, the invention is not limited to the examples just described and many modifications can be made to these examples without departing from the scope of the invention.

[0076] In particular, in an alternative embodiment, the vehicle 1 goes from state el to state e2 only when entering the driving phase or when connecting the vehicle 1 to a charging terminal with a maximum voltage higher than the voltage of the high-voltage battery, and goes back from state e2 to state el only when exiting the driving phase or at the end of charging the high-voltage battery with a charging terminal with a maximum voltage higher than the voltage of the high-voltage battery.

Claims

Demands

1. Method (100) for managing the power supply of a high-voltage network of an electric or hybrid vehicle (1), the vehicle (1) comprising a high-voltage battery (10), an inverter (12) and an electric motor (14), the inverter (12) being capable of being connected at the input to the high-voltage battery (10) and at the output to the electric motor (14), the inverter (12) and electric motor (14) assembly being capable of supplying torque to a wheel of the vehicle (1) in driving mode or of operating as a voltage booster in charging mode, the vehicle (1) further comprising a capacitor (18), a smoothing capacitor (16) capable of being connected to a positive terminal and a negative terminal of the high-voltage battery (10), and a charging socket (20) comprising a positive connection and a negative connection between which the capacitor (18) is capable of being connected,the vehicle (1) further comprising a first switch (30) capable of connecting a positive terminal of the capacitor (18) to at least one stator inductance (L1, L2, L3) of the electric motor (14), and a second switch (32) capable of connecting the positive terminal of the capacitor (18) to the positive terminal of the high-voltage battery (10), the management method (100) being characterized in that it comprises a step of entering the driving phase (110) of the vehicle (1), the step of entering the driving phase (110) comprising an opening or holding open of the first switch (30), and a closing or holding closed of the second switch (32).

2. Management method according to claim 1, wherein the step of entering the driving phase (110) is preceded by a step of waking up (102) the vehicle (1) and a step of activating (104) the high voltage network of the vehicle (1), the activation step (104) comprising a closing of the second switch (32), the first switch (30) being open.

3. A management method according to claim 1 or 2, wherein the step of entering the driving phase (110) is followed or preceded by a charging step (108) of the high-voltage battery (10) using a charging terminal (4) with a maximum voltage lower than a voltage (Vbatt) of the high-voltage battery (10), the charging stage (108) comprising an opening or holding open of the second switch (32) and a closing or holding closed of the first switch (30).

4. A management method according to any one of claims 1 to 3, comprising a so-called direct charging step (114) of the high-voltage battery (10), using a charging terminal (8) with a maximum voltage greater than a voltage (Vbatt) of the high-voltage battery (10), the direct charging step (114) comprising a closing or holding closed of the second switch (32) and an opening or holding open of the first switch (30).

5. Electric or hybrid vehicle (1) comprising a high-voltage battery (10), an inverter (12) and an electric motor (14), the inverter (12) being capable of being connected in input to the high-voltage battery (10) and out output to the electric motor (14), the inverter (12) and electric motor (14) assembly being capable of supplying torque to a wheel of the vehicle (1) in driving mode or of operating as a voltage booster in charging mode, the vehicle (1) further comprising a smoothing capacitor (16) capable of being connected to a positive terminal and a negative terminal of the high-voltage battery (10), and a charging socket (20) comprising a positive connection and a negative connection between which a capacitor (18) is capable of being connected, the vehicle (1) further comprising a first switch (30) capable of connecting a positive terminal of the capacitor (18) to at least one stator inductor (L1, L2, L3) of the electric motor (14),and a second switch (32) capable of connecting the positive terminal of the capacitor (18) to the positive terminal of the high-voltage battery (10), the vehicle (1) being characterized in that it comprises a computer (40) configured to open and maintain open the first switch (30), and to close or maintain closed the second switch (32), during entry into a driving phase (110) of the vehicle (1).

6. Electric or hybrid vehicle according to claim 5, wherein the capacitor (18) has a capacitance of a value between 30% and 80% of the value of the smoothing capacitance (16).

7. Electric or hybrid vehicle (1) according to claim 5 or 6, wherein the first switch (30) is capable of connecting the positive terminal of the capacitor (18) to a neutral point (N) of the motor electric (14), connecting together the first ends of the stator inductances (L1, L2, L3) of the electric motor (14), the second ends of the stator inductances (L1, L2, L3) being connected each to a midpoint (M1, M2, M3) of a switching arm of the inverter (12).

8. Electric or hybrid vehicle (1) according to any one of claims 5 to 7, comprising a housing in which are integrated the smoothing capacitance (16), the capacitor (18) and the first and second switches (30, 32), the housing comprising at least connection terminals to the positive and negative terminals of the high-voltage battery (10), to the positive connection of the charging socket (20), to a neutral point (N) of the electric motor (14) and to a positive input terminal of the inverter (12).

9. Electric or hybrid vehicle (1) according to any one of claims 5 to 8, wherein the first switch (30) and the second switch (32) are transistor-based electronic switching components.

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