Vehicle electrical power supply system including means of protection against thermoelectric hazards

Abstract

Vehicle power supply network comprising means of protection against thermoelectric risk. The invention relates to a vehicle power supply network (1), comprising: - a power source (2), - distribution boxes (12, 13, 14) electrically connected to the power source (2) and comprising electronic switching components (Cl1, Cl2, Cl3, C1, C2, C3, T4, T5, T6, Cn) upstream of electrical consumers (A11, A12, E11, E12, L11, L12), the power supply network (1) comprising a monitoring device (122, 132, 142) for a measurement related to the use of one of the electronic switching components (C1, C2, T4, T5, T6) located upstream of one of the electrical consumers (A12, E12, L12), the measurement being distinct from a current measurement or temperature, the monitoring device (122, 132, 142) being capable of cutting off the power supply to the electrical consumer (A12, E12,L12) as soon as the measurement data exceeds a predetermined threshold. (Figure 1)

Description

Title of the invention: Vehicle electrical power supply network comprising means of protection against thermoelectric risk

[0001] The present invention relates to the fields of electricity and automobiles, and more specifically concerns an electrical power supply network embedded in a vehicle.

[0002] Such an electrical supply network generally includes a fuse box connected on one side to a vehicle service battery, and on the other side to one or more distribution boxes comprising power transistors to supply the vehicle's electrical consumers.

[0003] These power transistors, called electronic switching components or "SmartMOS" in English, are chips comprising one or more transistors such as MOSFETs (metal-oxide-semiconductor field-effect transistors), controlled by a control circuit that opens a circuit in a short-circuit situation in 100 microseconds to 10 milliseconds. To achieve this, each of these components is equipped with a current sensor used by the control circuit. Each of these components also typically includes a temperature sensor that opens the component as soon as the temperature exceeds the component's junction temperature. These new components therefore have the advantage of generally meeting the safety requirements of motor vehicles, particularly those with a significant software component.They are notably ASIL certified (from the English "Automotive System Integrity Level") B as defined by the ISO standard (from the English "International Organization for Standardization") 26262.

[0004] However, such a power transistor is designed to dissipate less than 1W, and therefore has a very low resistance. The inventors have observed that in certain cases, when closing or opening, the transistor enters a linear regime, its resistance increases, and the thermal power to be dissipated becomes very significant, to the point that its temperature increase leads to a thermoelectric risk on the printed circuit board of the power transistor(s), if the melting temperature of the printed circuit board is reached, even if the current through the transistor remains unchanged.

[0005] The inventors consider that the criticality of this thermoelectric risk is of ASIL C or D level, since the power transistor is likely to remain in linear mode for more than a predetermined time and no user is present to stop this risk, for example by switching off the vehicle.

[0006] It is therefore necessary to reduce the criticality of distribution boxes containing such electronic switching components in order to meet the safety requirements of motor vehicles. To this end, distribution boxes or the printed circuit boards of power transistors can be equipped with cooling devices or designed to allow rapid dissipation of the heat generated by the linear operation of one or more electronic switching components. However, these solutions are costly and create additional space in the vehicle's technical compartments, reducing the space available for other vehicle equipment.

[0007] The present invention aims to remedy, at least in part, the aforementioned drawbacks by providing an on-board electrical power supply network in a vehicle, comprising: - at least one energy source, - power lines connected on one side to the energy source and on the other side to distribution boxes, - distribution boxes, each comprising electronic switching components capable of transmitting, in the on-state, at least a portion of the energy supplied by one of the power lines, to electrical consumers, the electrical supply network being characterized in that it includes at least one monitoring device for a measurement data linked to the use of at least one of the electronic switching components located upstream of at least one of the electrical consumers, the measurement data being distinct from a current or temperature measurement, the monitoring device being capable of cutting off a supply to the electrical consumer as soon as the measurement data exceeds a predetermined threshold.

[0008] It is understood that the electrical power supply network may have several monitoring devices, for example, a monitoring device per distribution box or per electronic switching component whose use is supervised. Each electronic switching component is capable of transmitting current to one or more electrical consumers.

[0009] It should be noted that in this application, the terms "upstream" or "downstream" refer to the relative position of electrical components or assemblies with respect to the direction of the current flowing from the energy source to electrical consumers, that is, when the energy source is operating in discharge mode. Thus, a first component is upstream of a second component if the current flowing from the energy source first passes through the first component and then the second component before returning to the energy source. This energy source is, for example, a service battery or one or more DC-DC converters.

[0010] Thanks to the invention, the current passing through the electronic cutoff component is cut off when it switches to linear mode, without relying on the measurement of current or temperature possibly present in the electronic cutoff component, these measurements not being sufficient on their own to meet the safety requirements of vehicles, when the electronic cutoff component is powered for too long in the absence of a vehicle user.

[0011] The supervisory unit is for example a computer or a printed circuit board, housed in the distribution box housing the electronic switching component, or housed outside the distribution box.

[0012] In a first embodiment of the invention, the electronic switching component is a second electronic switching component, the distribution box housing the second electronic switching component further comprising a first electronic switching component located upstream of the second electronic switching component, and in which the measurement data is representative: - a first voltage between, on the one hand, a current input terminal of the first electronic switching component, and on the other hand, a current output terminal of the first electronic switching component, - or a second voltage between, on the one hand, a current input terminal of the second electronic switching component, and on the other hand, a current output terminal of the second electronic switching component, - or a third voltage between, on the one hand, the current input terminal of the first electronic switching component, and on the other hand, the current output terminal of the second electronic switching component, the supervisory unit being able to cut off the power supply to the electrical consumer by ordering the first and / or the second electronic switching component to open as soon as the first, second or third voltage is greater than a predetermined voltage threshold, associated respectively with the first, second or third voltage.

[0013] In this first embodiment of the invention, an additional electronic switching component is used in the power supply path of the electrical consumer, so that it can be triggered to open when the other electronic switching component fails, this failure being detected by an abnormal voltage drop across its terminals. For example, if the monitoring device detects an abnormal voltage drop across the terminals of the first electronic switching component, it can trigger the second electronic switching component to open, and vice versa.

[0014] However, it can also open the faulty electronic cutoff component, this opening command not necessarily being intended to Failure. Furthermore, either the first or second electronic cutoff component can open itself thanks to its integrated temperature measurement, even if this temperature rise is not related to the opening electronic cutoff component. The first and second electronic cutoff components may use different technologies to benefit from distinct opening conditions. In other words, this redundancy of electronic cutoff components is sufficient to ensure that the criticality of the thermoelectric risk associated with the transition to linear mode of one of the electronic cutoff components is ASIL B level, even in the absence of a vehicle user.

[0015] The predetermined voltage threshold is, for example, equal to 0.5V. Furthermore, the power supply to the electrical load may be interrupted if this predetermined threshold is exceeded for at least a predetermined time interval, for example, one second. Indeed, if the electrical load draws a pulsed current, the heat dissipation of the first or second electronic switching component in linear mode may not present a thermoelectric risk.

[0016] In this first embodiment of the invention, the monitoring device is, for example, capable of monitoring at least two of the first, second, and third voltages, and is capable of cutting off the power supply to the electrical load as soon as one of the two voltages exceeds the predetermined voltage threshold associated with said one of the two predetermined voltages, by triggering the first and / or second electronic switching component. This implementation makes it possible to detect an abnormal voltage drop across the terminals of the first electronic switching component and an abnormal voltage drop across the terminals of the second electronic switching component. Thus, as soon as the first or second electronic switching component enters linear mode, the monitoring device cuts off the power supply to the electrical load.

[0017] Furthermore, in an embodiment of this first embodiment of the invention, the first electronic switching component is, for example, common to several second electronic switching components, which makes it possible to reduce the cost of implementing the invention, compared to an implementation using a first electronic switching component for each second electronic switching component that is likely, on its own, to present a thermoelectric risk of ASIL C or D level.

[0018] In this embodiment of the first embodiment of the invention, the first electronic switching component is, for example, located on an electrical bus of the distribution box, several second electronic switching components being connected to the electrical bus, the first electronic switching component being located upstream of the second electronic switching components, the supervisory unit being able to cut off the power supply to electrical consumers located downstream of the second electronic switching components as soon as the second voltage across the terminals of one of the second electronic switching components is greater than the predetermined voltage threshold associated with the second voltage, by commanding the opening of the first electronic switching component.

[0019] Finally, in this first embodiment of the invention, the second electronic switching component includes, for example, a protection circuit capable of opening the second electronic switching component as soon as the current flowing through the second electronic switching component exceeds a predetermined current threshold, or as soon as the temperature of the second electronic switching component exceeds a predetermined temperature threshold, whereas the first electronic switching component does not include such a protection circuit. Indeed, the risk of an electronic switching component switching to linear mode is greater when that electronic switching component has such a protection circuit.By using two electronic switching components of different technologies, only one of which includes a protection circuit, the occurrence of a thermoelectric risk, whether or not related to a switch to linear mode, is reduced.

[0020] In a second embodiment of the invention, the measurement data is a duration of use of the electronic switching component to supply the electrical consumer.

[0021] In this second embodiment of the invention, the monitoring device includes a means for measuring the continuous closure time of the electronic switching component. The electronic switching components whose operating time is monitored by the monitoring device are, for example, solely electronic switching components supplying electrical consumers that may be powered in the absence of a vehicle user for a period exceeding a predetermined threshold, for example, fifteen minutes. These electrical consumers are, for example, a cooling pump for a high-voltage battery charger for the vehicle, components of a vehicle cabin air conditioning system, a vehicle anti-theft camera, etc.

[0022] In this second embodiment of the invention, the monitoring device includes, for example, means for detecting the presence of a vehicle user, and is configured to cut off the power supply to the electrical consumer as soon as the usage time exceeds a predetermined duration in the absence of the user only, the monitoring device being further capable of restoring the power supply to the electrical consumer as soon as the user is present. detected by the detection means. This makes it possible to cut off the power supply to the electrical consumer only when the thermoelectric risk associated with the electronic switching component is at ASIL level C or D.

[0023] In an example of an implementation of the invention, compatible with the first and second embodiments previously presented, the electrical consumers suitable for being supplied via the vehicle's distribution boxes are, for example, each suitable for being supplied by an electronic switching component whose use is suitable for being supervised by said at least one supervisory body, when the electrical consumer is likely to be supplied for more than fifteen minutes in the absence of a vehicle user, and when the electronic switching component is likely to dissipate more than twelve watts in linear mode.

[0024] In this implementation example, each distribution box includes, for example, one or more monitoring devices capable of monitoring a voltage measurement or a usage time measurement, as in the first or second embodiment described above. The embodiment used by one of the monitoring devices depends, for example, on the level of risk presented by the electronic switching component whose use is capable of being monitored by the monitoring device. This level of risk may, for example, depend on the supply current of the electrical load(s) downstream of the electronic switching component.

[0025] The invention also relates to a method for managing the power supply of a power supply network according to the first embodiment of the invention, installed in a vehicle, comprising the following steps: - control for closing the first and second electronic switching components, - measurement of at least one voltage among the first, second or third voltages, and if the measured voltage is greater than the predetermined voltage threshold associated with the measured voltage: - opening command of the first and / or second electronic switching component, and - sending a signal to a human-machine interface, to alert a vehicle user of a risk of thermal runaway of the first and / or second electronic switching component.

[0026] The invention also relates to a method for managing the power supply of a power supply network according to the second embodiment of the invention, installed in a vehicle, comprising the steps of: - closing the electronic cut-off component, - detection of the presence of a user, and if no presence is detected, measurement of the duration of use of the electrical consumer as long as no presence is detected, and cutting off the power supply to the electrical consumer, by an opening command of the electronic cutting component, as soon as the duration of use reaches a predetermined duration, the step of cutting off the power supply to the electrical consumer being followed by a step of restoring the power supply to the electrical consumer as soon as a presence of the user is detected again.

[0027] The methods for managing the power supply of an electrical power supply network according to the invention have advantages similar to those of the electrical power supply network according to the invention.

[0028] 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:

[0029] [Fig-1] represents an electrical power supply network according to the invention, according to a method of embodiment of the invention, [Fig.2] represents steps in a first method of managing the power supply of the power supply network of [Fig.1], in one embodiment of the invention, and

[0030] [Fig.3] represents steps of a second power management process electrical power supply network of the [Fig.1], in an embodiment of the invention.

[0031] According to an embodiment of the invention shown [Fig. 1], an electrical power supply network 1, installed in a vehicle (not shown), comprises: - a service battery 2, for example a lead-acid battery with a maximum open-circuit voltage of 12V, - a fuse box 4, - distribution boxes 12, 13, 14, and - power lines and power conductors connecting elements of the electrical supply network 1 to each other or to various equipment of the vehicle, as explained further below.

[0032] The positive terminal of the auxiliary battery 2 is connected to the fuse box 4 by a conductor busbar 3 extending into the fuse box 4. Various fuses 5 in the fuse box 4 are each connected at one end to this conductor busbar 3, and at the other end to one of the power lines 60 to 70 of the electrical supply network 1. Of course, other conductive elements besides a cylindrical or flat conductor busbar can be used to connect the terminal positive from the auxiliary battery 2 to the fuse box 4, and to connect each of the fuses 5 to this or these conductive elements.

[0033] In this application, the various lines, power conductors or electric buses are realizable by any suitable conductors, whether they are conductive wires, metal braids, bars or metal strips connected together.

[0034] The power lines each support, for example, about one hundred amperes, while the power conductors, each electrically connected to one of the power lines by means of one or more splices, support a lower power, for example on the order of 40 amperes.

[0035] The negative terminal of the auxiliary battery 2 is connected to a vehicle ground via a power conductor 7, around which is connected a current sensor 8, for example a shunt sensor.

[0036] The current sensor 8 is directly connected to one of the fuses 5 of the fuse box 4 by the power line 70.

[0037] Similarly, the power line 69 directly connects a power steering unit 11 to one of the fuses 5 in the fuse box 4. The power steering unit 11 is therefore not connected to the fuse box 4 via one of the distribution boxes, but receives a significant amount of power directly from the auxiliary battery 2 via the power line 69 and the associated fuse 5. Thus, its operation does not depend on the proper functioning of intermediate relays or transistors.

[0038] Similarly, the power lines 67 and 68 are directly connected to a braking control device 10. Since the braking control device 10 can require a power greater than 100A, it is connected to the auxiliary battery 2 by these two power lines 67 and 68.

[0039] Another piece of equipment is directly connected to the power line 65, this other piece of equipment being a direct current - direct current converter 9. This allows the auxiliary battery 2 to be recharged using, for example, the energy supplied by a traction battery of the vehicle.

[0040] The other electrical consumers of the vehicle are powered via electronic switching components housed in the distribution boxes 12, 13, 14, these distribution boxes being powered directly or indirectly by one or more power lines 60, 61, 62, 63, 64, 66.

[0041] The vehicle's safety equipment being directly connected to the auxiliary battery 2 via a fuse, cannot be penalized by a short circuit of an electrical consumer powered by a distribution box, this electrical consumer then being immediately cut off from the battery supply by an electronic cut-off component.

[0042] Each distribution box 12, 13, 14 has electrical inputs allowing the connection of the distribution box 12, 13, 14 to one or more power lines and / or to one or more power conductors.

[0043] Thus, the distribution box 12 has four electrical inputs A, B, C and D. Electrical input A is connected by a power conductor 601 to the power line 60 by means of a splice 600. Electrical input B is connected directly to the power line 61. Electrical input C is connected directly to the power line 62. Electrical input D is connected by a power conductor 631 to the power line 63 by means of a splice 630.

[0044] The distribution box 12, housed in the vehicle's engine compartment and intended to supply the electrical consumers housed in this compartment, is supplied by power lines that can be shared with the other distribution boxes.

[0045] Each electrical input of a distribution box connects the power conductor or power line to which it is connected, to one or more electrical buses arranged in the distribution box. Each electrical bus supplies one or more electrical consumers of the vehicle via electronic switching components, and supports, for example, 20 to 30 A.

[0046] Thus, the electrical input A connects the power conductor 601 to an electrical bus AL

[0047] The electrical bus A1 comprises a first electrical node N1 from which a first branch extends, connected to a low-power electrical consumer A1l, such as a computer or an emergency call device, via an electronic switching component C1l. This electronic switching component C1l is, for example, a MOSFET or a JFET (Junction Field Effect Transistor). Given that it carries a current on the order of 1 to 10 mA, even if the electronic switching component C1l switches to linear mode and reaches a resistance equal to that of the electrical consumer A1l, for example, on the order of 400 mΩ (milliohms), it will dissipate at most only 0.4 * 0.012, or 40 μW (microwatts), which does not present a thermoelectric risk.In other words, the electronic cut-off component Cil is ASIL B level in this embodiment of the invention, and meets the functional safety requirements of the vehicle.

[0048] A second branch extends from the first electrical node NI and includes a first electronic switching component Cl, composed of one or more MOSFET or JFET transistors. The first electronic switching component Cl is connected on one side to the first node NI and on the other side to a second node N2, from which several branches extend, each connected to one or more electrical consumers. via other switching electronic components C2, C3 to Cn, composed of one or more MOSFET or JFET transistors. For example, the switching electronic component C2 is connected to an electrical load A12.

[0049] These other electronic switching components C2 to Cn are referred to as second electronic switching components in this application, because they are downstream of the first electronic switching component C1 and their use is monitored by a supervisory device 122. The electrical load(s) to which each second electronic switching component C2, C3, or Cn is connected may, in fact, be supplied with a current that poses a thermoelectric risk when the second electronic switching component C2, C3, or Cn switches to linear mode before the end of the use of the electrical load(s). The electrical load A12 is, for example, a defrosting device, which may operate at 15A (amperes) for fifteen minutes.

[0050] Each of the second electronic switching components C2, C3 to Cn, unlike the first electronic switching component C1, in this embodiment of the invention, comprises a protection circuit capable of opening the second electronic switching component as soon as the intensity of a current I flowing through the second electronic switching component exceeds a predetermined current threshold, or as soon as the temperature T of the second electronic switching component exceeds a predetermined temperature threshold, for example, equal to the junction temperature of the second electronic switching component. The protection circuit therefore includes means for measuring the current I and means for measuring the temperature T of the second electronic switching component. It is connected to a control circuit for the second electronic switching component so as to be able to control the opening of the second electronic switching component.

[0051] In addition to these protection circuits, the voltage across each of these second electronic switching components C2, C3 to Cn is supervised by the supervision unit 122. More specifically here, the electrical supply network 1 includes means for measuring the voltage Vin between the second node N2 and the vehicle ground, and means for measuring each voltage Vo2, Vo3 to Von between on the one hand a current output terminal of the second electronic switching component respectively C2, C3 to Cn and on the other hand the vehicle ground.

[0052] The monitoring unit 122 is capable of receiving these voltage measurements and of triggering the opening of the first electronic switching component Cl, by means of a control signal sent to the control circuit of the first electronic switching component Cl, as soon as the voltage Vin - Vo2, Vo3 or Von across one of the second electronic switching components C2, C3 or Cn exceeds a A predetermined voltage threshold, for example 0.5V, can be used. Of course, another predetermined voltage threshold value can be chosen, for example IV. Different predetermined voltage thresholds can also be used depending on the second electronic switching components considered. Optionally, the opening of the first electronic switching component C1 is conditional upon exceeding the predetermined voltage threshold for a certain duration by one of the second electronic switching components C2, C3 to Cn.

[0053] In an alternative embodiment, when the voltage across one of the second electronic switching components C2, C3 to Cn exceeds the predetermined voltage threshold, the supervisory unit 122 can first command the opening of the second electronic switching component concerned, and only command the opening of the first electronic switching component Cl if the opening of this second electronic switching component fails.

[0054] In another embodiment, the supervisory unit 122 also supervises the voltage across the first electronic switching component Cl and commands its opening and the opening of the second electronic switching components C2, C3 to Cn if this voltage exceeds the predetermined voltage threshold.

[0055] The distribution box 13 is located under the dashboard of the vehicle, on its left, and has three electrical inputs E, F and G. The electrical input E connects the power line 66 to an electrical bus El, the electrical input F connects a power conductor 602 from the splice 600 of the power line 60, to an electrical bus, and the electrical input G connects a power conductor 632 from the splice 630 of the power line 63, to two electrical buses.

[0056] The electrical bus El includes an electrical node Ml from which a first branch extends, connected to a low-power electrical load El 1 via an electronic switching component C12. This electronic switching component C12 is, for example, a MOSFET transistor or a JFET transistor (Junction Field Effect Transistor). Since it carries a current on the order of 1 to 10 mA, it meets the vehicle's safety requirements, regardless of its operating time.

[0057] A second branch extends from the electrical node M1 and includes a first electronic switching component T4, composed of one or more MOSFET or JFET transistors. The first electronic switching component T4 is connected on one side to the node M1 and on the other side to a second electronic switching component T5 of the second branch, this second electronic switching component T5 being connected to an electrical load El2.

[0058] The second electronic switching component T5 is composed of one or more MOSFET or JFET transistors and, unlike the first component electronic cutoff T4, in this embodiment of the invention, a protection circuit, identical to those of the second electronic cutoff components C2, C3 to Cn of the distribution box 12.

[0059] In addition to this protection circuit, a monitoring device 132 is capable of detecting an abnormal voltage drop across the terminals of the first or second electronic switching component T4 or T5. Indeed, the electrical load E12 is likely to be supplied with a current of approximately 10 to 30 A for a period exceeding fifteen minutes, thus posing a thermoelectric risk to the first and second electronic switching components connected upstream of this electrical load E12.

[0060] More specifically here, the power supply network 1 includes means for measuring the voltage Vi between the electrical node Ml and the vehicle ground, the voltage Vm between a current output terminal of the first electronic switching component T4 and the vehicle ground, and the voltage Vo between a current output terminal of the second electronic switching component T5 and the vehicle ground.

[0061] Based on the data received from these measuring means, as described later in relation to the first method of managing the power supply network 100, the supervisory unit 132 is able to open the first electronic switching component T4 and / or the second electronic switching component T5. The opening of the first electronic switching component T4 is carried out by the supervisory unit 132 sending a control signal s2 to a control circuit of the first electronic switching component T4, and the opening of the second electronic switching component T5 is carried out by the supervisory unit 132 sending a control signal s3 to a control circuit of the second electronic switching component T5.

[0062] Similar to the distribution box 13, the distribution box 14 is located under the dashboard of the vehicle, to its right, and has three electrical inputs L, M and N.

[0063] The electrical input L connects a power conductor 603 from the splice 600 on the power line 60, to an electrical bus L1, the electrical input M connects the power line 64 to another electrical bus, and the electrical input N connects a power conductor 633 from the splice 630 on the power line 63, to yet another electrical bus.

[0064] The electrical bus L1 comprises an electrical node 01 from which a first branch extends, connected to a low-power electrical consumer L11 via an electronic switching component C13. This electronic switching component C13 is, for example, a MOSFET transistor or a JFET transistor (from the English "Junction Field Effect Transistor"). Given that it carries a current of the order of 1 to 10mA, it meets the safety requirements for the vehicle, regardless of its duration of use.

[0065] A second branch extends from the electrical node 01 and includes an electronic switching component T6, composed of one or more MOSFET or JFET transistors. The electronic switching component T6 is connected on one side to the electrical node 01 and on the other side to an electrical load L12, which can be supplied with a current of approximately 15 to 30 A for more than fifteen minutes. The electronic switching component T6 includes a protection circuit identical to those of the second electronic switching components C2, C3 to Cn of the distribution box 12.

[0066] In addition to this protection circuit, a monitoring device 142 is capable of monitoring the operating time of the electronic switching component T6 and of triggering it to open as soon as the operating time exceeds a predetermined duration, here set at fifteen minutes. For this purpose, the monitoring device 142 is capable of receiving a clock signal H and detecting a current flow in the electronic switching component T6. For example, it receives the current measurement from the protection circuit of the electronic switching component T6. Furthermore, the triggering of the electronic switching component T6 is effected by the monitoring device 142 sending a control signal s4 to a control circuit of the electronic switching component T6.

[0067] In this embodiment of the invention, as described later in relation to the second method of managing the electrical supply network 1, the opening command of the electronic cut-off component T6 is further conditioned on the absence of the vehicle user.

[0068] Furthermore, the value of the predetermined duration depends, for example, on the power dissipated by the electronic disconnect component T6 when the electrical load L12 is powered, and can therefore be less than or greater than fifteen minutes. In this power supply network 1, for each electrical load in the vehicle that, through its use, poses a thermoelectric risk to an electronic disconnect component upstream of that load, due to the possibility of it being used for a period exceeding a predetermined duration in the absence of a vehicle user, a monitoring device is suitable for monitoring this electronic disconnect component. This monitoring device is, for example, housed in the distribution box containing the electronic disconnect component, or in a computer.More specifically, it monitors an abnormal voltage drop across the terminals of the electronic switching component, or a duration of use of the electronic switching component, and is capable of cutting off the power supply to the consumer. electrical as soon as an abnormal voltage drop is detected, or as soon as the duration of use exceeds the predetermined duration, as described now in relation to figures 2 and 3.

[0069] We now describe in relation to [Fig.2], a first method of managing the power supply of the power supply network 1, implemented in the vehicle to detect a thermoelectric risk related to the use of the first and second electronic switching components T4 and T5 of the distribution box 13.

[0070] A first step of the first management process 100 is the closing command 102 of the first and second electronic switching components T4 and T5, for example following a user request to activate the electrical consumer E12. Following this first step, the electrical consumer E12 is powered via the first and second electronic switching components T4 and T5.

[0071] A second step of the first management method 100 is the measurement 104 of the voltages Vi, Vm, Vo and therefore indirectly of the voltage Vi-Vo across the terminals of the first and second electronic switching components T4 and T5 connected in series, and of the voltage Vi-Vm across the terminals of the first electronic switching component T4. This second step is executed continuously from the moment the first and second electronic switching components T4 and T5 are closed, which has been carried out previously.

[0072] A third step of the first management process 100, also carried out continuously following each measurement 104 of the voltages Vi, Vm and Vo, is the comparison 106 of the voltage Vi-Vo with a predetermined voltage threshold, here equal to 0.5V, and of the voltage Vi-Vm with this predetermined voltage threshold.

[0073] As long as these voltages Vi-Vo and Vi-Vm are below the predetermined voltage threshold (branch N), i.e. neither of the first and second electronic switching components T4 and T5 exhibits an abnormal voltage drop, the comparison step 106 loops back to the measurement step 104. As an indication, a normal voltage drop across the terminals of an electronic switching component is on the order of 30mV (millivolts).

[0074] Otherwise (branch Y), that is, if one of the voltages Vi-Vo or Vi-Vm is strictly greater than the predetermined voltage threshold, then the first control method 100 proceeds to a fourth control step 108, which opens the first and second electronic switching components T4, T5. Indeed: - if the voltage Vi-Vo exceeds the predetermined voltage threshold, but Vi-Vm does not exceed the predetermined voltage threshold, it means that the second electronic switching component T5 has switched to linear mode, and the monitoring device 132 cuts off the power supply to the electrical consumer E12 by opening the circuit. twice the first electronic switching component T4 and the second electronic switching component T5, to prevent an opening failure of one of these electronic switching components; and

[0075] - if the voltages Vi-Vo and Vi-Vm exceed the predetermined voltage threshold, it means that the first electronic switching component T4 at least has switched to linear mode, and the supervisory unit 132 cuts off the power supply to the electrical consumer E12 by commanding both the first electronic switching component T4 and the second electronic switching component T5 to open, to prevent an opening failure of one of these electronic switching components.

[0076] The fourth opening command step 108 is followed by a fifth alert step 110 of the first management process 100, by sending a signal to a human-machine interface. For example, the user is alerted by a message displayed on a screen on the vehicle's dashboard, indicating a thermoelectric problem related to the power supply of the electrical consumer E12.

[0077] A second method of managing the power supply of the power supply network 1, implemented in the vehicle to supervise a thermoelectric risk related to the use of the electronic cut-off component T6 of the distribution box 14, is now described in relation to [Fig.3].

[0078] A first step of the second management process 200 is the closing command 202 of the electronic switching component T6, for example following a user request to activate the electrical consumer L12. Following this first step, the electrical consumer L12 is powered via the electronic switching component T6.

[0079] A second step of the second management process 200 is the detection 204 of the presence of a vehicle user. This detection uses, for example, a presence detector, or the detection of user commands such as unlocking the doors, starting the vehicle, or opening a vehicle window. If a user is detected (branch Y), the second management process 200 terminates 205. Otherwise (branch N), a third step of the second management process 200 is the measurement 206 of the usage time At of the electrical consumer L12 as long as no presence is detected. The second detection step 204 is repeated continuously until the termination 205 of the second management process 200 or until the usage time At reaches a predetermined duration Ds, here equal to fifteen minutes.

[0080] When the usage time At of the electrical consumer L12 is strictly greater than the predetermined time Ds (branch Y), the supervisory unit 142 commands the electronic switching component T6 to open 208.

[0081] The opening command 208 is optionally followed by a new presence detection step 210. As long as no presence of a vehicle user is detected in this new step 210 of the second control method 200, the second control method 200 loops back to this new step 210 (branch N). Otherwise (branch Y), the second control method 200 loops back to the first closing command step 202 of the electronic disconnect component T6, which restores power to the electrical consumer L12.

[0082] In an alternative embodiment, when the usage time At of the electrical consumer L12 is strictly greater than the predetermined time Ds (branch Y), the monitoring device 142 cuts off the power supply to the electrical consumer L12 not by triggering the opening of the electronic switching component T6, but by deactivating the electrical consumer L12. This alternative embodiment is nevertheless only possible if the electrical consumer E12 incorporates a control circuit capable of responding to a deactivation signal.

[0083] 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. In particular, the features of the different embodiments can be combined to carry out the invention, provided that these embodiments are not incompatible with each other.

Claims

Demands

1. An electrical power supply network (1) installed in a vehicle, comprising: - at least one power source (2), - power lines (60, 61, 62, 63, 64, 66) connected on the one hand to the power source (2) and on the other hand to distribution boxes (12, 13, 14), - the distribution boxes (12, 13, 14), each comprising electronic switching components (C11, C12, C13, C11, C2, C3, T4, T5, T6, Cn) capable of transmitting, in the on-state, at least a portion of the energy supplied by one of the power lines (60, 61, 62, 63, 64, 66) to electrical consumers (A11, A12, E11, E12, L11, L12), the electrical power supply network (1) being characterized in that that it includes at least one monitoring device (122, 132, 142) for measurement data related to the use of at least one of the electronic switching components (Cl, C2, T4, T5, T6) located upstream of at least one of the electrical consumers (A12, E12, L12),Since the measurement data is distinct from a current or temperature measurement, the monitoring device (122, 132, 142) is capable of cutting off the power supply to the electrical consumer (A12, E12, L12) as soon as the measurement data exceeds a predetermined threshold.

2. Power supply network (1) according to claim 1, wherein the electronic switching component is a second electronic switching component (C2, T5), the distribution box (12, 13) housing the second electronic switching component (C2, T5) further comprising a first electronic switching component (Cl, T4) located upstream of the second electronic switching component (C2, T5), and wherein the measurement data is representative of: - a first voltage between on the one hand a current input terminal of the first electronic switching component (Cl, T4), and on the other hand a current output terminal of the first electronic switching component (Cl, T4); - or a second voltage between, on the one hand, a current input terminal of the second electronic switching component (C2, T5), and on the other hand a current output terminal of the second electronic switching component (C2, T5); - or a third voltage between on the one hand the current input terminal of the first electronic switching component (Cl, T4), and on the other hand the current output terminal of the second electronic switching component (Cl, T4), the supervisory unit (122, 132) being able to cut off the supply of the electrical consumer (A 12, El2) by commanding the first and / or the second electronic switching component (Cl, T4, C2, T5) to open as soon as the first, second or third voltage is greater than a predetermined voltage threshold, associated respectively with the first, second or third voltage.

3. Power supply network (1) according to claim 2, wherein the monitoring device (122, 132) is capable of monitoring at least two of the first, second and third voltages, and is capable of cutting off the power supply to the electrical consumer (A12, E12) as soon as one of the two voltages is above the predetermined voltage threshold associated with said one of the two predetermined voltages, by opening the first and / or the second electronic switching component (Cl, T4, C2, T5).

4. Power supply network (1) according to claim 2 or 3, wherein the first electronic switching component (Cl) is located on an electrical bus (Al) of the distribution box (12), several second electronic switching components (C2, C3, Cn) being connected to the electrical bus (Al), the first electronic switching component (Cl) being located upstream of the second electronic switching components (C2, C3, Cn), the supervisory unit (122) being capable of cutting off the power supply to the electrical consumers (A 12) located downstream of the second electronic switching components (C2, C3, Cn) as soon as the second voltage across one of the second electronic switching components (C2, C3, Cn) is greater than the predetermined voltage threshold associated with the second voltage, by commanding the opening of the first electronic switching component (Cl).

5. Power supply network (1) according to any one of claims 2 to 4, wherein the second electronic switching component (C2, C3, Cn, T5) comprises a circuit of protection, capable of opening the second electronic switching component (C2, C3, Cn, T5) as soon as the current (I) through the second electronic switching component (C2, C3, Cn, T5) is greater than a predetermined current threshold, or as soon as the temperature (T) of the second electronic switching component (C2, C3, Cn, T5) is greater than a predetermined temperature threshold, while the first electronic switching component (Cl, T4) does not have such a protection circuit.

6. Power supply network (1) according to claim 1, wherein the measurement data is a usage time (At) of the electronic switching component (T6) to supply the electrical consumer (L12).

7. Power supply network (1) according to claim 6, wherein the supervisory unit (142) comprising means for detecting the presence of a vehicle user, and being configured to cut off the power supply to the electrical consumer (L12) as soon as the duration of use (At) exceeds a predetermined duration (Ds) in the absence of the user only, the supervisory unit (142) is further capable of restoring the power supply to the electrical consumer (L12) as soon as a presence of the user is detected by the detection means.

8. Power supply network (1) according to any one of claims 1 to 7, wherein the electrical consumers (A12, E12, L12) capable of being supplied via the distribution boxes (12, 13, 14) of the vehicle are each capable of being supplied by an electronic switching component (Cl, C2, C3, T4, T5, T6, Cn) the use of which is capable of being supervised by said at least one supervisory device (122, 132, 142), where the electrical consumer (A12, E12, L12) is capable of being supplied for more than fifteen minutes in the absence of a user of the vehicle, and where the electronic switching component (Cl, C2, C3, T4, T5, T6, Cn) is capable of dissipating more than twelve watts in linear mode.

9. Method of managing (100) the power supply of a power supply network (1) on board a vehicle according to any one of claims 2 to 5, comprising steps of: - closing control (102) of the first and second electronic switching components (Cl, C2, T4, T5), - measurement (104) of at least one voltage among the first, second or third voltage, and if the measured voltage is greater than the predetermined voltage threshold associated with the measured voltage: - opening command (108) of the first and / or second electronic cutoff component (Cl, C2, T4, T5), and - sending (110) of a signal to a human-machine interface, to alert a vehicle user of a risk of thermal runaway of the first and / or second electronic cutoff component (Cl, C2, T4, T5).

10. Method of managing (200) the power supply of a power supply network (1) on board a vehicle according to claim 6 or 7, comprising steps of: - closing command (202) of the electronic cut-off component (T6), - detection of presence (204) of a user, and if no presence is detected, measurement (206) of the usage time (At) of the electrical consumer (L12) as long as no presence is detected, and cutting off (208) the power supply of the electrical consumer (L12), by an opening command of the electronic cut-off component (T6), as soon as the usage time (At) reaches a predetermined duration (Ds), the step of cutting off the power supply of the electrical consumer (L12) being followed by a step of restoring the power supply of the electrical consumer (L12) as soon as a presence of the user is again detected.

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