Jumper and power supply system for a vehicle, the power supply system reducing power consumption during extended standby in the presence of such a jumper

Abstract

The invention relates to a jumper (12) comprising an insulating casing (121) comprising a grip zone, a bearing surface normal to a longitudinal axis, an electrical conductor (122) comprising a first conductive terminal (123a) and a second conductive terminal (123b), and an insulating tab (124) comprising two planar surfaces. A receptacle comprising two arms (131) is configured to guide the jumper in translation along the longitudinal axis between a rest position and an insertion position and at least one arm comprises locking means (132) configured to hold the jumper in the rest position or in the insertion position. The conductive terminals and the insulating tab cooperate, respectively, with terminal blocks and at least one contactor (142) of a built-in systems interface, the built-in systems interface being, for example, on board a vehicle, the insulating tab being configured to be inserted between two conductive elements of a contactor (142) when the jumper (12) is in an insertion position.

Description

DESCRIPTION Title: Jumper and vehicle power supply system reducing energy consumption in extended standby mode when such a jumper is present technical field

[0001] The present invention claims priority from French application 2502971 filed on March 24, 2025, the content of which (text, drawings and claims) is incorporated herein by reference.

[0002] The present invention relates to electrical power supply systems for vehicles, for example for motor vehicles, enabling a reduction in electrical energy consumption when the vehicle is stationary for extended periods. The present invention also relates to a device for selecting a power supply mode for electrical peripherals of such a vehicle. Technological background

[0003] Often, after production or while awaiting delivery, a vehicle is stored for an indefinite period, sometimes several months, in a garage, such as a factory lot or logistics platform. During this time, some of the vehicle's onboard computers or electrical peripherals draw power from its battery. To ensure the vehicle can be moved at any time, for example, when loading for delivery, it is essential to verify that the battery is sufficiently charged to allow the vehicle to start and to power its various functions, including supplying power to its peripherals.

[0004] Therefore, it is advisable to reduce the power consumption of electrical peripherals, including the vehicle's computers, when the vehicle is parked for extended periods to preserve the battery and its charge level. Electronic systems, including computers and peripherals, consume a small amount of energy even in standby mode. If the vehicle remains unused for several weeks or months, this consumption can gradually drain the battery, rendering it unable to start the vehicle without external recharging or replacement. By optimizing the energy efficiency of the electrical system and minimizing standby power consumption, battery life can be extended and its charge level preserved, thus avoiding the aforementioned problems.

[0005] Reducing the power consumption of onboard computers in standby mode also helps to lower the vehicle's environmental impact. Lower energy consumption leads to less demand for battery charging, which, on a global scale, can translate into a reduced carbon footprint. Vehicle batteries, particularly lithium batteries, require considerable energy resources for their production and recycling. Preserving their lifespan and reducing the need for energy recharging therefore leads to lower vehicle energy consumption, reduced emissions associated with electricity production, and simplifies the management of used batteries.

[0006] Controlled power consumption of computers in standby mode also improves vehicle reliability. Electronic systems powered by excessively low voltage can lead to startup malfunctions, data loss, or errors in the vehicle's control systems. By ensuring minimal standby power consumption, a vehicle manufacturer can guarantee the vehicle's operational reliability even after extended periods of inactivity. This increases customer satisfaction and reduces the frequency of maintenance visits for battery or electronic system issues.

[0007] However, devices for selecting a power supply mode for electrical peripherals in such a vehicle are often complex and / or located in hard-to-reach places, for example behind a dashboard, and are often hidden by electrical wiring, especially since they are located near an electrical board or even integrated into such an electrical board.

[0008] When using a jumper, positioning it becomes difficult because the operator lacks sufficient space around the jumper's housing and / or an ideal viewing angle to monitor the operation. The jumper must then be placed in a housing outside the operator's field of vision. Consequently, the operator works in an awkward position, making the operation lengthy and tedious. Furthermore, the jumper must be correctly installed; otherwise, it may come loose, causing an undesired power supply mode change. Summary of the present invention

[0009] One object of the present invention is to solve at least one of the problems of the technological background described above.

[0010] Another object of the present invention is to provide a device for selecting the electrical power supply mode of a vehicle with easy and secure implementation.

[0011] Another object of the present invention is to reduce the energy consumption of a vehicle electrical system, particularly in a so-called deep standby mode, especially when the vehicle is immobilized in a parking lot for a long period.

[0012] According to a first aspect, the present invention relates to a rider comprising: - an insulating casing including a gripping zone and a support surface normal to a longitudinal axis, and - an electrical conductor arranged in the insulating sheath and comprising a first conductive terminal and a second conductive terminal, each extending along the longitudinal axis and each passing through an external surface of the insulating sheath distal to the bearing surface, the rider comprising an insulating tab extending from the insulating sheath along the longitudinal axis, the insulating tab comprising two first flat surfaces arranged on two distinct sides of the insulating tab, the insulating tab being configured to be inserted between two conductive elements of a contactor in a jumper insertion position.

[0013] Such a jumper allows for the electrical connection of terminal blocks receiving the conductive terminals while simultaneously isolating the conductors of a contactor when it is in use. Conversely, without a jumper, the terminal blocks are not electrically connected, and the electrical circuits to which they are connected remain disconnected, while other circuits connected to the contactor conductors are connected. These two situations correspond to different configurations of an electrical system and depend on the presence or position of this jumper.

[0014] According to one variant of the jumper, the first conductive terminal and second conductive terminal are symmetrical with respect to a first plane comprising the longitudinal axis, a first distance separating the bearing surface from one end of the distal insulating leg from the bearing surface being greater than a second distance separating the bearing surface from one end of a distal conductive terminal from the bearing surface.

[0015] According to another variant of the rider, the gripping area includes two parallel flat surfaces arranged symmetrically with respect to a second plane comprising the longitudinal axis.

[0016] According to yet another variant of the jumper, the first conductive terminal, the second conductive terminal and the insulating tab are aligned along a transverse axis normal to the longitudinal axis, the first conductive terminal and the second conductive terminal being arranged on either side of the insulating tab.

[0017] The invention also relates, according to a second aspect, to a system comprising a rider according to the first aspect of the present invention and a receptacle, the receptacle comprising two arms configured to guide the rider in translation along the longitudinal axis between a rest position and the insertion position, at least one arm among the two arms comprising locking means configured to maintain the rider in the rest position or in the insertion position.

[0018] According to one variant of the system, the locking means are lugs receiving support from the bearing surface or the external surface, one arm among the two arms comprising lugs deforming during a translational movement of the rider between the rest position and the insertion position.

[0019] According to another variant of the system, the receptacle is attached to a smart control box comprising: • a first terminal block and a second terminal block located respectively from the first and second conductive terminals when the jumper is in the rest position, and receiving respectively the first and second conductive terminals when the jumper is in the insertion position, and • two pairs of conductive elements, each pair of conductive elements in the set of pairs of conductive elements comprising a first conductive element and a second conductive element configured to be in contact when the jumper is in the rest position and to be isolated when the jumper is in the insertion position.

[0020] According to yet another variant of the system, the first conductive elements of the pairs of conductive elements are electrically connected, and the second conductive element of a pair of conductive elements among the two pairs of conductive elements is electrically connected to the second terminal block.

[0021] The invention also relates, according to a third aspect, to a vehicle comprising an intelligent servicing box and a system according to the second aspect of the present invention. Brief description of the figures

[0022] Other features and advantages of the present invention will become apparent from the description of the specific and non-limiting embodiments of the present invention below, with reference to the attached Figures 1 to 6, in which:

[0023] [Fig. 1] schematically illustrates a rider from a first point of view, according to a particular and non-limiting example of the present invention;

[0024] [Fig. 2] schematically illustrates the rider of figure 1 from a second point of view, according to a particular and non-limiting example of the present invention;

[0025] [Fig. 3] schematically illustrates a cross-sectional view of the rider of figure 1, according to a particular and non-limiting embodiment of the present invention;

[0026] [Fig. 4] schematically illustrates the rider of figure 1 in a resting position relative to a receptacle, according to a particular and non-limiting embodiment of the present invention;

[0027] [Fig. 5] schematically illustrates the rider of figure 1 in an insertion position relative to a receptacle, according to a particular and non-limiting embodiment of the present invention; and

[0028] [Fig. 6] schematically illustrates an electrical diagram of a vehicle's electrical system, according to a particular and non-limiting embodiment of the present invention. Description of embodiment examples

[0029] A vehicle power supply system comprising an intelligent junction box, the intelligent junction box, an intelligent junction box receptacle and a jumper configured to be installed in this receptacle in two distinct positions will now be described in what follows with joint reference to Figures 1 to 6. The same elements are identified with the same reference signs throughout the description that follows.

[0030] The terms "first," "second" (or "firsts," "seconds"), etc., are used in this document by arbitrary convention to identify and distinguish different elements (such as operations, means, etc.) implemented in the embodiments described below. Such elements may be distinct or correspond to a single element, depending on the embodiment.

[0031]

[0032] Figures 1 and 2 schematically illustrate a rider 12 from first and second viewpoints, while Figure 3 illustrates the same rider 12 in a cross-sectional view in a plane including a longitudinal axis A of the rider. Figures 1 to 3 thus illustrate a rider 12 according to a particular, non-limiting embodiment of the present invention.

[0033] The rider 12 includes an insulating sheath 121, which is, for example, made of a thermoplastic material such as: - polycarbonate (PC), - acrylonitrile butadiene styrene (ABS), - polyethylene (PE), - polymethyl methacrylate (PMMA), or - a mixture of the various materials mentioned above, This list is not exhaustive, however. The insulating envelope 121 is then produced by molding or compression, for example, in one or more components.

[0034] Such an insulating envelope 121 is intended to electrically insulate an electrical conductor 122 arranged in this insulating envelope 121, that is to say arranged inside the insulating envelope 121. Thus, the insulating envelope prevents any risk of short circuit associated with this electrical conductor 122, and any risk of electric shock or electrocution of an operator handling the jumper 12 by touching the insulating envelope 121, this insulating envelope 121 comprising a gripping area provided for this purpose as well as a bearing surface 121a.

[0035] Electrical conductor 122 is made of metal, for example, brass, bronze, copper, or aluminum. It is produced, for instance, by stamping or cutting from a thin sheet of metal, on the order of a millimeter. Its material and cross-section are specifically defined according to the electrical current flowing through it when in use, for example in a vehicle as described below, in order to prevent any risk of overheating and fire.

[0036] The insulating sleeve 121 is also designed to prevent any risk of electric arcing, and its thickness is sufficient to electrically insulate the exterior of the insulating sleeve 121 from the electrical conductor 122. This thickness is defined, for example, based on a maximum voltage applied to the electrical conductor 122, such as relative to the vehicle's mass. Furthermore, the insulating sleeve 121 is designed to withstand the heat generated by the passage of an electric current through the electrical conductor 122, which heats up due to Joule heating. Thus, the external surface of the insulating sleeve 121 remains at an acceptable temperature to prevent burns to the operator handling the jumper 12.

[0037] As described later, the gripping area allows an operator to grasp the rider 12, for example between the thumb and forefinger. The gripping area then preferably comprises two flat surfaces 121b, called second surfaces, parallel and arranged symmetrically with respect to a plane, called the second plane (not shown), comprising the longitudinal axis A. Such a shape is particularly easy to grasp, and the operator can easily grasp the rider to move it, for example by pulling on it.

[0038] The support surface 121a is, for its part, normal to the longitudinal axis A, so as to allow the operator to push on this support surface 121a to generate a force along the longitudinal axis so as to move the rider 12 along the longitudinal axis A.

[0039] The primary function of the jumper 12 is to close one or more electrical circuits, that is, to create an electrical contact between terminal blocks via the electrical conductor 122. To this end, the electrical conductor 122 comprises a first conductive terminal 123a and a second conductive terminal 123b, each extending along the longitudinal axis A and each passing through an external surface 121c of the insulating sheath 121 distal to the bearing surface 121a. In other words, the jumper 12 comprises two conductive terminals connected to the electrical conductor 122 and protruding from the insulating sheath 121; these conductive terminals are not insulated. The number of conductive terminals is, as illustrated in Figures 1 to 3, two, but the invention extends to any number of conductive terminals greater than or equal to two.Jumper 12 can then be considered as an electrical connection comb allowing several terminal blocks to be connected, the number of terminal blocks being equal to the number of conductive terminals.

[0040] The dimensions of the conductive terminals are defined according to the terminal blocks they are designed to elastically deform the blocks upon contact. In this example, the conductive terminals are rectangular with a thin profile. However, other shapes are possible, such as cylindrical conductive terminals, i.e., in the form of an electrical pin. In this case, the terminal blocks would be specifically shaped and adapted to receive the conductive terminals.

[0041] As illustrated in Figures 1 to 3, the electrical conductor 122, the first conductive terminal 123a, and the second conductive terminal 123b form a single component obtained by stamping a metal strip. This solution is easy to implement, suitable for high-volume production, and therefore offers an economic advantage. Furthermore, the absence of assembly improves the electrical conductivity of this component, notably by eliminating any contact resistance between different sub-components.

[0042] The second function of the jumper 12 is to allow the opening of one or more electrical circuits, that is, to open electrical contacts by separating conductive elements that are in contact with each other in the absence of the jumper 12. These conductive elements form pairs of conductive elements. A pair of conductive elements thus forms an electrical contactor, hereafter referred to as a contactor, which is closed when its conductive elements are in contact. To this end, the jumper 12 includes at least one insulating tab 124 extending from the insulating sheath 121 along the longitudinal axis A. The insulating tab 124 comprises two flat surfaces 124a, called the first surfaces, arranged on two distinct sides of the insulating tab 124. The insulating tab 124 is thus configured to be inserted between two conductive elements of a contactor in the jumper 12's insertion position.Since the insulating tab 124 is made of the same insulating material as the insulating sleeve 121, the separate conductive elements are electrically isolated from each other, and the contactor is therefore open. The thickness of the insulating tab 124 is specifically designed to prevent the formation of an electric arc between the two conductive elements when it is inserted, thus ensuring complete electrical insulation of the circuits comprising each of the separate conductive elements.

[0043] It should be noted that the invention is not limited to a single insulating tab 124 but extends to a plurality of insulating tabs 124, the number of insulating tabs depending on the number of electrical circuits to be opened or the number of contactors. Similarly, a single insulating tab 124 can open several electrical circuits if the contactors or pairs of conductive elements are arranged side by side so as to be opened upon insertion of the same insulating tab 124.

[0044] According to the example illustrated in Figures 1 to 3, the first conductive terminal 123a and the second conductive terminal 123b are symmetrical with respect to a plane comprising the longitudinal axis A, called the first plane and coinciding with the second plane in this example, but which can also be distinct, for example, normal to the second plane in another example. A first distance L1 separating the bearing surface 121a from an end 124e of the insulating tab, the end 124e of the insulating tab being distal to the bearing surface 121a, is greater than a second distance L2 separating the bearing surface 121a from an end 123e of a conductive terminal, the end 123e of this conductive terminal being distal to the bearing surface 121a. In other words, the insulating leg 124 is longer than the conductive terminals 123a, 123b if these three elements cross the same external surface 121c.Thus, if the terminal blocks and the conductive elements are located in the same plane perpendicular to the longitudinal axis A, then the insulating tab 124 comes into contact with the conductive elements before the conductive terminals come into contact with the terminal blocks. The electrical circuit(s) connected to the conductive elements or contactor(s) are then opened when the jumper 12 is translated along the longitudinal axis A towards the conductive elements, before the electrical circuits connected to the terminal blocks are closed.

[0045] According to the example illustrated in figures 1 to 3, the first conductive terminal 123a, the second conductive terminal 123b and the insulating tab 124 are aligned along a transverse axis normal to the longitudinal axis A, the conductive terminals being arranged on either side of the insulating tab 124. Thus, the conductive terminals 123a and 123b and the insulating tab 124 are aligned, thus allowing cooperation with terminal blocks and conductive elements that are also aligned.

[0046] As illustrated in Figures 4 and 5, in order to insert or remove the jumper 12 from the terminal blocks and conductive elements, the invention also relates to a system comprising the jumper 12 and a receptacle 13. The receptacle 13 guides the jumper 12 in translation from a rest position (Figure 4) to an insertion position (Figure 5) and from the insertion position back to the rest position, and locks the jumper 12 in each of these positions. Figure 4 thus shows the jumper 12 in its rest position relative to the receptacle 13, viewed from the front and along a cross-sectional plane BB normal to the front view and passing through the second conductive terminal 123b, the electrical conductor 122, and the insulating sheath 121, while Figure 5 shows the jumper 12 in its insertion position relative to the receptacle 13 from the same viewpoints, according to a particular and non-limiting embodiment of the present invention.

[0047] The receptacle 13 comprises, as illustrated, two arms 131 configured to guide the rider 12 in translation along the longitudinal axis A between the rest position and the insertion position. The arms 131 include, in particular, locking means configured to hold the rider 12 in the rest position or in the insertion position. In this example, the locking means are arranged on each arm to obtain symmetrical arms that are easier to manufacture, and doubling the locking means ensures their operation while providing symmetrical guidance and ensuring that the forces required to translate the rider 12 relative to the receptacle are always oriented along the longitudinal axis A. However, it is entirely possible to arrange the locking means on a single arm 131.

[0048] According to the example illustrated in figures 4 and 5, the locking means are lugs 132 receiving support from the bearing surface 121a or the external surface 121c, each arm 131 comprising lugs 132. Each arm 131 then deforms during a translational movement of the rider 12 between the rest position and insertion position or between the insertion position and rest position. The arrangement of the arms 131 on either side of the rider 12 allows easy access to the support surface 121a and to the second flat surfaces 121b configured to offer a gripping area for the rider 12. Thus, an operator can easily manipulate the rider 12 and move it from one position to another, the arms 131 moving apart so as to allow the rider 12 to pass through the lugs 132 and returning to the initial position once the rider 12 has been moved so as to hold it between the lugs 132.The rider 12 is moved from its rest position to its insertion position by pressure or the application of a force oriented along the longitudinal axis A and applied to the bearing face 121a. The rider 12 is moved from its insertion position to its rest position by traction along the longitudinal axis A, exerted by pinching the gripping area of ​​the rider 12.

[0049] The arms 131 are for example made of a thermoplastic insulating material as previously presented, the material and dimensions of the arms 131 being defined in such a way as to allow their movement and prevent any plastic deformation during the movement of the rider 12.

[0050] The receptacle 13 is, for example, integral with terminal blocks 141a and 141b and contactors or pairs of conductive elements 142. A first terminal block 141a and a second terminal block 141b are arranged relative to the receptacle 13 so as to receive, respectively, the first conductive terminal 123a and the second conductive terminal 123b. When the jumper 12 is in the insertion position, the first terminal block 141a and the second terminal block 141b are then electrically connected to each other via the electrical conductor 122.Two pairs of conductive elements 142 are also arranged with respect to the receptacle 13 so as to be closed when the jumper 12 is in the rest position and to be open when the jumper 12 is in the insertion position, the insulating tab 124 being inserted between each conductive element of each pair of conductive elements 142 when the jumper 12 is in the insertion position, the first conductive element 142a and the second conductive element 142b each being in contact with one of the first two flat surfaces 124a of the insulating tab 124.

[0051] Thanks to the locking mechanisms, the jumper 12 is held in position in both its rest and insertion positions, ensuring that it will not come loose or move from its insertion position. The reliability of the electrical connections and contactor openings is thus improved by these locking mechanisms.

[0052] The use of such a system, comprising a jumper 12 and a receptacle 13, is particularly advantageous when using the jumper 12 as a device for selecting a mode of operation for a vehicle's electrical or electronic system, specifically for selecting between park mode and customer mode. Each of these modes allows for the definition of electrical or electronic systems that are either continuously powered or not. Thus, in park mode, some of the vehicle's functions are not continuously powered in order to conserve energy consumed by the vehicle's battery, while in customer mode, all the functions associated with these electrical or electronic systems are continuously available to the customer and therefore require a permanent power supply.

[0053] In this example, the vehicle refers to a vehicle with an internal combustion engine, one with electric motor(s), or a hybrid vehicle with an internal combustion engine and one or more electric motors. The vehicle thus corresponds, for example, to a land vehicle such as a car, a truck, a bus, or a motorcycle. Finally, the vehicle refers to whether it is autonomous or not, that is, a vehicle operating at a predetermined level of autonomy or under the full supervision of the driver.

[0054] The receptacle 13 is attached to an intelligent service box 14, the intelligent service box comprising: • the first terminal block 141a and the second terminal block 141b, respectively distant from the first conductive terminal 123a and the second conductive terminal 123b when the jumper 12 is in the rest position and receiving respectively the first conductive terminal 123a and the second conductive terminal 123b when the jumper 12 is in the insertion position, and • two pairs of conductive elements, each pair of conductive elements 142 of the set of pairs of conductive elements comprising a first conductive element 142a and a second conductive element 142b configured to be in contact when the jumper 12 is in the rest position and to be isolated when the jumper 12 is in the insertion position.

[0055] According to the example illustrated in Figures 4 and 5, the first 142a conducting elements of the pairs of conducting elements are electrically connected, and the second conductive element 142b of a pair of conductive elements among the two pairs of conductive elements is electrically connected to the second terminal block 141b.

[0056] Figure 6 schematically illustrates an electrical diagram of a vehicle's electrical system, according to a particular and non-limiting embodiment of the present invention. This vehicle further comprises an intelligent control box 14 attached to the receptacle 13 and configured to receive the jumper 12.

[0057] An electrical power supply system 1 of such a vehicle includes a permanent DC power supply 100, for example, a starter battery. Its voltage is, for example, 12V (twelve volts), 24V (twenty-four volts), or 48V (forty-eight volts), measured between its terminals. In one particular embodiment, the vehicle's body and / or chassis is connected to a first terminal 100a of the permanent power supply 100, this first terminal 100a corresponding to the negative polarity terminal of the permanent power supply 100 and also being called the ground terminal, while various electrical circuits of the vehicle are connected to the second terminal 100b of the permanent power supply 100, corresponding to the positive polarity terminal of the permanent power supply 100.

[0058] The power supply system 1 comprises several computers, which provide various services. These computers are connected to sensors and / or actuators to form systems such as: • a driver assistance system, known as ADAS, assisting a driver during a phase of driving or operation, • an infotainment system, called system I VI, allowing adjustments to comfort functions, for example of an air conditioning system or an audio system, • a driver's seat adjustment system, allowing in particular the adjustment of the position of a seat and / or steering wheel and / or mirrors, and • a navigation and geolocation system, also called a GNSS system (Geolocation and Navigation by a Satellite System), for example a GPS type system (from the English "Global Positioning System" or in French "Système de géo-positionnement par satellites").

[0059] These computers, for example, form a multiplexed architecture for the implementation of various services useful for the proper functioning of the vehicle and for assisting the driver and / or passengers in controlling the vehicle. The computers communicate and exchange data with each other via one or more computer buses, for example a CAN (Controller Area Network), CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (according to ISO 17458), LIN (Local Interconnect Network), or Ethernet (according to ISO / IEC 802-3) data bus.

[0060] The vehicle includes a switch 200, which corresponds, for example, to a normally open starter switch. This switch 200 is closed when the vehicle is in "run" mode and open when the vehicle is "off".

[0061] On some vehicles, particularly those equipped with a keyless entry and start system, the ignition switch can be replaced by an unstable push button where a first press temporarily powers the intelligent service box and wakes it up to put the vehicle in "run" mode and a second press can ask the intelligent service box to put the vehicle in "off" mode, corresponding to a standby mode when the shunt is in customer position or a deep standby mode when the shunt is in park position.

[0062] Jumper 12, also called the "park mode shunt", and electrical contactors on the intelligent service box 14 supply power from the vehicle's battery, also called the permanent power supply 100, to the on-board systems 300 which have a significant standby power consumption according to two different modes: • In the park or logistics position, jumper 12 is in its rest position and is not electrically connected to terminal blocks 141a and 141b. A pair of conductive elements 142, located in the intelligent service box 14 and configured to receive jumper 12, is in the closed state. Its first conductive element 142a is energized by the second terminal 100b when switch 200 is closed, its voltage then being equal to the voltage of the permanent supply 100. This first conductive element 142a then energizes the second conductive element 142b of the pair of conductive elements 142 to which it belongs, and the second conductive element 142b energizes the second terminal block 141b to which it is connected. The on-board systems 300, connected to the second terminal block 141b, are then electrically powered when the vehicle is started.These 300 on-board systems are powered via a relay, for example, when the vehicle is started, and are not powered when the vehicle is switched off. This relay is preferably one used in customer mode to power various vehicle accessories such as 12-volt (12V) outlets or interior lighting systems, and reused in park mode to generate power for the 300 on-board systems to power electronic equipment with significant standby power consumption. Therefore, it is not necessary to add a dedicated switch that would only be used in park mode. • In the customer position, the jumper 12 is pushed into its housing, i.e., moved from its rest position to its insertion position. Initially, the insulating tab 124 is inserted between the first conductive element 142a and the second conductive element 142b of the pairs of conductive elements 142, which are then disconnected, the pairs of conductive elements 142 being in the open state. Subsequently, if the length of the insulating tab 124 is greater than the length of the first conductive terminal 123a and the second conductive terminal 123b, the first conductive terminal 123a and the second conductive terminal 123b are inserted into the first terminal block 141a and the second terminal block 141b, respectively. The first terminal 141a being connected to the second terminal 100b, the latter supplies electrically, via the electrical conductor 122, the second terminal 141b permanently.The 300 on-board systems are then permanently powered, allowing for complete and optimal operation of the vehicle, for example by enabling the unlocking of doors by remote control or by hands-free access system or the power supply of an alarm.

[0063] The second conductive element 142b, which is not connected to the second terminal block 141b, is connected to an interface of a 400 control unit, known as the diagnostic input, to allow verification of the presence or absence of the jumper in the insertion position. Indeed, when troubleshooting electrical faults on the vehicle, knowing the position of jumper 12 is crucial.

[0064] When jumper 12 is in its rest position, the first two conductive elements 142a and 142b are in contact or connected, and therefore all carry the same voltage. If switch 200 is open, the first conductive element 142a connected to it is not powered, and consequently, the diagnostic input is also not powered and its voltage is zero. Conversely, if switch 200 is closed, the first conductive element 142a connected to it is powered, as is the diagnostic input. Thus, the diagnostic input is controlled by switch 200 when jumper 12 is not in the insertion position.

[0065] When jumper 12 is in the inserted position, the second conductive element 142b, which is connected to the diagnostic input, is electrically isolated. The diagnostic input is therefore never powered and its voltage is always zero, regardless of the state of switch 200.

[0066] It is therefore easy to determine the position of jumper 12 by measuring the voltage of the diagnostic input as a function of the state of switch 200. In addition, the diagnostic input is never powered when switch 200 is open, so the diagnostic input does not consume any electrical energy continuously.

[0067] Therefore, when the vehicle is switched off with the jumper in the rest position, the electrical and electronic equipment that consumes power in standby mode is not powered and does not draw electricity from the vehicle's battery, thus allowing for very long periods of parking without degrading the battery's state of charge. However, some features, such as remote door unlocking, are unavailable. A door must be unlocked manually with a key, and then the ignition must be switched on to wake the vehicle, re-energize the electrical equipment, and access the functions required to drive the vehicle.

[0068] The jumper is particularly easy to move between its resting and insertion positions. An operator simply pushes on the support surface to move it into the insertion position, making this maneuver easier when the jumper is difficult to access or even invisible, such as when located in a hard-to-reach area of ​​the vehicle, for example, behind a dashboard. The receptacle both guides the jumper and holds it in each of its resting and insertion positions, thus ensuring the reliability of the system that relies on the jumper. Furthermore, the jumper's position is known via the diagnostic input, facilitating troubleshooting electrical faults in vehicles equipped with such a system.

[0069] Of course, the present invention is not limited to the embodiments described above but extends to a vehicle power supply system and its described elements such as the jumper, the receptacle and the intelligent servicing box, which would include additional elements without going outside the scope of the present invention.

[0070] The present invention also relates to a vehicle, for example an automobile or more generally an autonomous land-powered vehicle, comprising the electrical power supply system of Figure 6 or the system of Figures 4 and 5.

Claims

DEMANDS 1. Rider (12) comprising: - an insulating envelope (121) comprising a gripping zone and a bearing surface (121a) normal to a longitudinal axis (A), and - an electrical conductor (122) arranged in said insulating sheath (121) and comprising a first conductive terminal (123a) and a second conductive terminal (123b) each extending along said longitudinal axis (A) and each passing through an external surface (121c) of the insulating sheath (121) distal to the bearing surface (121a), said rider (12) being characterized in that it comprises an insulating tab (124) extending from the insulating envelope (121) along the longitudinal axis (A), the insulating tab (124) comprising two first flat surfaces (124a) arranged on two distinct sides of the insulating tab (124), the insulating tab (124) being configured to be inserted between two conductive elements of a contactor in a jumper insertion position (12).

2. Jumper (12) according to claim 1, wherein the first conductive terminal (123a) and second conductive terminal (123b) are symmetrical with respect to a first plane comprising the longitudinal axis (A), a first distance (L1) separating the bearing surface (121a) from an end (124e) of the distal insulating leg of the bearing surface being greater than a second distance (L2) separating the bearing surface (121a) from an end (123e) of a distal conductive terminal of the bearing surface.

3. Rider (12) according to claim 1 or 2, wherein the gripping area comprises two second parallel flat surfaces (121b) arranged symmetrically with respect to a second plane comprising the longitudinal axis (A).

4. Jumper (12) according to any one of claims 1 to 3, wherein the first conductive terminal (123a), the second conductive terminal (123b) and the insulating tab (124) are aligned along a transverse axis normal to the longitudinal axis (A), the first conductive terminal (123a) and second conductive terminal (123b) being arranged on either side of the insulating tab (124).

5. System comprising a rider (12) according to any one of claims 1 to 4 and a receptacle (13), the receptacle comprising two arms (131) configured to guide the rider (12) in translation along the longitudinal axis (A) between a rest position and the insertion position, at least one arm (131) among the two arms comprising locking means configured to maintain the rider (12) in the rest position or in the insertion position.

6. System according to claim 5, wherein the locking means are lugs (132) receiving support from the bearing surface (121a) or the external surface (121c), one arm (131) among the two arms comprising lugs (132) deforming during a translational movement of the rider (12) between the rest position and the insertion position.

7. System according to claim 5 or 6, wherein the receptacle (13) is integral with an intelligent control box (14), the intelligent control box comprising: • a first terminal block (141a) and a second terminal block (141b) located respectively from the first conductive terminal (123a) and second conductive terminal (123b) when the jumper (12) is in the rest position and receiving respectively the first conductive terminal (123a) and the second conductive terminal (123b) when the jumper (12) is in the insertion position, and • two pairs of conductive elements, each pair of conductive elements (142) of the set of pairs of conductive elements comprising a first conductive element (142a) and a second conductive element (142b) configured to be in contact when the jumper (12) is in the rest position and to be isolated when the jumper (12) is in the insertion position.

8. System according to claim 7, wherein the first conducting elements (142a) of the pairs of conducting elements are electrically connected, and the second conductive element (142b) of a pair of conductive elements among the two pairs of conductive elements is electrically connected to the second terminal block (141b).

9. Vehicle comprising an intelligent servicing box (14) and a system according to claim 7 or 8.

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