WO2023031529A1

WO2023031529A1 - Controlling mode 4 charging of a vehicle battery

Info

Publication number: WO2023031529A1
Application number: PCT/FR2022/051388
Authority: WO
Inventors: Olivier BALENGHIEN
Original assignee: Psa Automobiles Sa
Priority date: 2021-09-03
Filing date: 2022-07-11
Publication date: 2023-03-09
Also published as: FR3126664A1; CN117940305A

Abstract

The invention relates to a method for controlling mode 4 charging of a battery of a vehicle supplying electrical systems and temporarily coupled to a power source delivering a DC charging current and defined by a current setpoint. This method comprises a step (10-40) in which at least one input voltage resulting from the charging current and measured between a first input terminal of the vehicle temporarily coupled to the power source and a second input terminal of the vehicle temporarily coupled to the power source or a terminal of the battery is compared with a chosen threshold, and, when this input voltage is greater than the threshold for a selected time period, at least one new current setpoint, which is lower than the previous current setpoint, is transmitted to the power source so that it supplies at least one new charging current that is lower than the previous charging current.

Description

DESCRIPTION

TITLE: CONTROL OF CHARGING IN MODE 4 OF A VEHICLE BATTERY

The present invention claims the priority of the French application

5 No. 2109206 filed on 03.09.2021, the content of which (text, drawings and claims) is incorporated herein by reference.

Technical field of the invention

The invention concerns vehicles comprising a rechargeable battery in mode 4, and more specifically the control of the charging of this battery during a charging phase in mode 4.

State of the art

Certain vehicles, possibly of the automotive type, include a so-called “main” (or traction) battery responsible for supplying electric current to electrical equipment, among which mention may be made of an electric motor machine of their powertrain (or GMP).

Some main batteries can be recharged using at least mode 4 once a charging socket of their vehicle has been connected to a direct current (or DC (“Direct Current”)) power source.

It is recalled that in a mode 4 recharge, the main battery (to be recharged) is supplied directly with high direct current (typically 125 A or 250 A) under a low input voltage (typically 450 V) by the source of power supply (via the charging socket), i.e. without conversion5 by the vehicle's DC/DC converter.

It is also recalled that the DC/DC converter is responsible during the driving phases of the vehicle for converting part of the electric current stored in the main battery to supply electric current to an on-board network of the vehicle and/or a very useful service battery. low voltage0 fitted to the vehicle, generally of the 12 V to 48 V type, to recharge it. In what follows and what precedes, the term “on-board network” means an electrical power supply network to which are coupled electrical (or electronic) equipment (or organs) consuming electrical energy and being “non-priority (s) )” or “safe(s)” (and therefore priority(s)).

5 As those skilled in the art know, overvoltages can occur in a vehicle, in particular during a charging phase in mode 4. They can originate from the direct current power source and/or at least one electrical component (or equipment) of the vehicle. These overvoltages are likely to reduce the life of certain electrical components (or equipment), and in particular of the electrochemical cells for storing electrical energy of the main battery (for example of the lithium-ion (or Li-ion) type or Ni-Mh or Ni-Cd). In addition, these overvoltages can cause, when their duration is relatively long, damage to these electrical components (or equipment) which can be the cause of a fire in the vehicle and/or electrocution of passenger(s). ).

The object of the invention is therefore in particular to avoid as much as possible the deterioration of certain electrical components (or equipment) (and in particular of the electrochemical cells of the main battery), and therefore the occurrence of incidents, during and after a phase charging in 4.0 mode

Presentation of the invention

It proposes in particular for this purpose a method intended to control the recharging in mode 4 of a battery of a vehicle capable of supplying electrical equipment and temporarily coupled to a power source delivering a continuous recharging current and defined by a setpoint. current.

This control method is characterized in that it comprises a step in which at least one input voltage resulting from the charging current and measured between a first input terminal of the vehicle temporarily coupled to the power source and a second input terminal of the vehicle temporarily coupled to the power source or an input terminal of the battery, and, when this input voltage is higher than the threshold for a chosen duration, transmitting to the power source at least one new current setpoint, less than one previous current setpoint, so that it provides at least one new recharge current lower than a previous recharge current.

By reducing, or even canceling, the charging current in the presence of a sustained overvoltage, this overvoltage can be reduced to a minimum, and

5 possibly remove it, which makes it possible to limit (or even avoid) the deterioration of certain electrical components (or equipment) of the vehicle and therefore to reduce (or even make almost zero) the probability of an incident occurring, during and after a phase charging in mode 4.

The control method according to the invention may comprise other characteristics which may be taken separately or in combination, and in particular:

- in its step, it is possible to compare with the chosen threshold at least first and second input voltages resulting from the charging current and measured respectively between the first and second input terminals of the vehicle5 temporarily coupled to the power source and between this first input terminal and a terminal of the battery, and, when at least one of these first and second input voltages is greater than the threshold for an associated chosen duration, it is possible to transmit to the power source at least a new current setpoint, lower than the previous current0 setpoint, so that it provides at least one new recharge current lower than the previous recharge current;

- in its step, it is possible to transmit to the power source, in a first time interval, new successive current setpoints, increasingly small, down to a zero current setpoint, so that it5 successively supplies new recharging currents gradually decreasing from an initial recharging current to a zero recharging current;

- in the presence of the last option, in its step the first time interval can be between 30 seconds and 2 minutes, to arrive at a zero current;

- in its step, the chosen duration can be between 30 ms and 80 ms;

- in its stage, the battery can be electrically isolated from the electrical equipment; - in its step, it is possible to record in at least one memory of the vehicle at least one fault code which is representative of an overvoltage problem detected during charging in mode 4.

The invention also provides a computer program product comprising

5 a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above for controlling the charging in mode 4 of a battery of a vehicle suitable for powering electrical equipment and temporarily coupled to a power source delivering a continuous charging current and defined by a current setpoint.

The invention also proposes a control device intended to equip a vehicle comprising a battery suitable for powering electrical equipment and for being temporarily coupled during a mode 4 recharge to a power source delivering a continuous recharge current and defined by a current setpoint.

This control device is characterized in that it comprises at least one processor and at least one memory arranged to perform the operations consisting in comparing to a chosen threshold at least one input voltage resulting from the charging current and measured between a first vehicle input terminal temporarily coupled to the power source and a second vehicle input terminal temporarily coupled to the power source or a battery input terminal, and, when the input voltage is greater than the threshold for a chosen duration, in triggering transmission to the power source of at least one new current setpoint,5 lower than a previous current setpoint, so that it supplies at least one new recharge current less than a previous recharge current.

The invention also proposes a vehicle, possibly of the automobile type, and comprising a battery, capable of powering electrical equipment and of being temporarily coupled during a mode 4 recharge to a power source delivering a continuous recharge current and defined by a current set point, and a control device of the type presented above. Brief description of figures

Other characteristics and advantages of the invention will appear on examination of the detailed description below, and of the appended drawings, in which:

5 [Fig. 1] schematically and functionally illustrates an embodiment of a vehicle comprising a GMP, with an electric drive machine powered by a rechargeable main battery according to mode 4, and a control device according to the invention,

[Fig. 2] schematically and functionally illustrates an exemplary embodiment of a battery box, coupled to a main battery and comprising an exemplary embodiment of a battery computer comprising a control device according to the invention, and

[Fig. 3] schematically illustrates an example of an algorithm implementing a control method according to the invention. 5

Detailed description of the invention

The object of the invention is in particular to propose a control method, and an associated DC control device, intended to allow control of the mode 4 charging of a main battery BP of a vehicle V0 temporarily coupled to a source of direct current supply SA, in particular in the presence of overvoltages.

In what follows, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type. This is for example a car, as shown in Figure 1. But the invention is not limited to this type of vehicle. It relates5 in fact to any type of vehicle comprising a rechargeable main battery according to at least mode 4. Thus, it relates, for example, to land vehicles (utility vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road , construction machinery, agricultural machinery, recreational machinery (snowmobile, go-kart), and caterpillar machinery(s), for example), boats and aircraft.

Furthermore, it is considered in what follows, by way of non-limiting example, that the vehicle V comprises a powertrain (or GMP) of the all-in-one type electric (and therefore whose motricity is provided exclusively by at least one MME electric drive machine). But the GMP could be of the hybrid type (thermal and electric).

There is schematically shown in Figure 1 a vehicle V comprising

5 an electric GMP transmission chain, an on-board network RB, a service battery BS, a main battery BP, a converter CV, and a DC control device according to the invention.

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

The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition to that supplied by the converter CV powered by the main battery BP. For example, this service battery BS can be arranged in the form of a very low voltage5 type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the current converter CV. It is considered in what follows, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

The transmission chain has a GMP which is, here, purely electrical and therefore which comprises, in particular, an electric driving machine MME, a motor shaft AM, and a transmission shaft AT. Here, the term “electric drive machine” means an electric machine arranged so as to supply or recover torque to move the vehicle V.

The operation of the GMP is supervised by a supervision computer CS. 5 The driving machine MME (here an electric motor) is coupled to the main battery BP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy. It is coupled to the motor shaft AM, to provide it with torque by rotational drive. This motor shaft AM is here coupled to a reducer0 RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential D1.

This first train T1 is here located in the front part PW of the vehicle V. But in a variant, this first tram T 1 could be the one which is ICI reference T2 and which is located in the rear part PRV of the vehicle V.

The BP main battery is suitable for recharging in mode 4. It is therefore rechargeable at high direct current (typically 125 A or 250 A) which is

5 coming directly from a (direct current) power source SA temporarily connected via a charging cable CR to a charging connector CN of the vehicle V, without conversion by the converter CV.

For example, the main battery BP can comprise electrochemical cells for storing electrical energy, possibly of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type.

Also, for example, the main battery BP can be of the low voltage type (typically 450 V by way of illustration). But it could be medium voltage or high voltage.

The converter CV is responsible during the driving phases of the vehicle V5 for converting part of the electric current stored in the main battery BP to supply converted electric current, on the one hand, to the on-board network RB, and, on the other hand , the service battery BS (to recharge it). Furthermore, the converter CV notably comprises two terminals (positive and negative) placed respectively at potentials U4 and U01. 0 The charging connector CN notably comprises two terminals (positive and negative) which respectively define first and second input terminals of the vehicle V intended to be temporarily coupled to a power source SA and placed respectively at potentials U6 and U02 . 5 Similarly, the driving machine MME comprises in particular two terminals (positive and negative) placed respectively at potentials U3 and U01.

Likewise, the main battery BP notably comprises two terminals (positive and negative) placed respectively at potentials U1 and U00. 0 Furthermore, the main battery BP is associated with a battery box BB which notably comprises an isolation device DI, means for measuring voltage/current (not shown), and a battery computer CB. The isolation device DI is arranged in such a way as to isolate the main battery BP from the converter CV and/or from the charging connector CN and/or from the driving machine MME if necessary. For example, and as illustrated without limitation in FIG. 2, this isolation device DI can comprise

5 contactors (or switches) Kj based on MOSFET(s) each able to assume an open (or off) state and a closed (or on) state.

In the example illustrated without limitation in Figure 2, the isolation device DI comprises five contactors (or switches) K1 to K5 (j = 1 to 5).

The first contactor (or switch) K1 is here connected to the positive terminal (U1) of the main battery BP and mounted in series with a precharging resistor R which is connected more or less directly to the positive terminals of the charging connectors CN (U6 ), CV converter (U4) and MME prime mover (U3). This first contactor (or switch) K1 is always placed in its open state during a charging phase. 5 The second contactor (or switch) K2 is here mounted in parallel with the first contactor (or switch) K1 and the precharging resistor R (between U1 and U3). It ensures the coupling/decoupling of the main BP battery (U1) to the CN charging connector (U6), CV converter (U4) and MME driving machine (U3). 0 The third contactor (or switch) K3 is here connected to the negative terminal (U00) of the main battery BP and to the negative terminal (U01) of the driving machine MME. It ensures the coupling/decoupling of the main battery BP (U00) to/from the driving machine MME (U01).

The fourth contactor (or switch) K4 is here connected to the second5 contactor (or switch) K2 (via a fuse F3 (U3-U5)) and to the positive terminal (U6) of the charging connector CN. It ensures the coupling/decoupling of the main battery BP to/from the charging connector CN.

The fifth contactor (or switch) K5 is here connected, on the one hand, to the third contactor (or switch) K3 (U01) and to the negative terminal of the CV converter, and, on the other hand, to the negative terminal (U02 ) of the CN charging connector. It ensures the coupling/decoupling of the main battery BP to/from the charging connector CN.

In the illustrated arrangement, the voltage/current measuring means may, for example and without limitation, determining a voltage U10 (difference between potentials U1 and U00), a voltage U20 (difference between potentials U2 and U00), a voltage U30 (difference between potentials U3 and U00), a voltage U31 ( difference between the potentials U3 and U01 ), a voltage U40

5 (difference between potentials U4 and U00), a voltage U60 (difference between potentials U6 and U00), a voltage U61 (difference between potentials U6 and U1), and a voltage U62 (difference between potentials U6 and U02) .

The battery computer CB centralizes the voltage and current measurements and determines the parameters of the main battery BP as a function of these measurements, and in particular its internal resistance, its minimum voltage and its state of charge (or SOC (“State Of Charge”). ")). Furthermore, the battery computer CB manages recharging in mode 4 (in particular by exchanging information with the power source SA). It also exchanges information with the GMP's CS supervision computer. 5 It will also be noted that in the example illustrated without limitation in FIG. 1, the vehicle V also comprises a distribution box BD to which the service battery BS, the converter CV and the on-board network RB are coupled. This distribution box BD is responsible for distributing in the on-board network RB the electrical energy stored in the service battery BS or 0 produced by the converter CV, for supplying the electrical components (or equipment) coupled to the on-board network RB according to power supply requests received (notably from the GMP CS supervision computer).

As mentioned above, the invention proposes in particular a control method intended to allow control of the charging in mode 4 of the main battery BP of the vehicle V.

This (control) method can be implemented at least partially by the control device DC (illustrated in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example of digital signal (or DSP (“ 0 Digital Signal Processor")), and at least one MD memory. This DC control device can therefore be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). The memory MD is live in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or else several integrated (or printed) circuits connected by wire connections or

5 non-wired. By integrated (or printed) circuit is meant any type of device capable of performing at least one electrical or electronic operation.

In the example illustrated without limitation in FIGS. 1 and 2, the control device DC is part of the battery computer CB (and therefore of the battery box BB). But this is not mandatory. Indeed, the control device DC could comprise its own dedicated computer, which is then coupled to the battery computer CB.

As illustrated without limitation in FIG. 3, the method (of control), according to the invention, comprises a step 10-40 which is implemented during each phase of recharging in mode 4 of the main battery BP. It will be noted5 that at the start of a charging phase in mode 4, the battery computer CB sends the power source SA (via the connector CN and the charging cable CR) an initial current set point cci so that it supplies the vehicle V (to which it is temporarily coupled) with an initial charging current cri under a nominal voltage (for example 450 V). 0 In this step 10-40 one (the DC control device) begins, in a sub-step 10, by comparing to a chosen threshold s1 at least one input voltage vek resulting from the charging current cri and measured between a first input terminal U6 of the vehicle V temporarily coupled to the power source SA and a second input terminal U02 of the vehicle V temporarily coupled5 to the power source SA or else to a terminal U1 or U00 of the battery BP. Each input voltage vek can, for example, be chosen from at least the voltages U62, U60 and U61 presented above. Preferably, when a single input voltage ve1 (k=1) is the subject of the comparison with the threshold s1, it is the voltage U62. But this is not an obligation. 0 If (each) input voltage vek is less than or equal to threshold s1 (vek < s1 ) for a chosen duration ds, on (the DC control device) authorizes the continuation of charging in mode 4 with the setpoint of previous (and therefore initial) current bcc, then returns to perform sub-step 10. On the other hand, if the (at least one) input voltage vek is greater than the threshold s1 (vek > s1 ) for the duration ds chosen, it is considered that there is a potentially dangerous overvoltage in the vehicle V. Therefore, one transmits (the DC control device triggers the

5 transmission) to the power source SA, in a substep 20, at least one new current setpoint ccn, lower than the previous current setpoint cci, so that it provides at least one new recharge current crn lower than the previous (and therefore initial) recharge current cri.

It will be noted that the new current set point ccn may possibly be zero (ccn=0), which immediately puts an end to the charging in progress. But this is not mandatory, as we will see later.

It will also be noted that it is preferably the battery computer CB which is responsible for transmitting each new current set point ccn to the power source SA, at the request of the control device DC. 5 Thanks to the transmission of at least one new ccn current setpoint which triggers the supply of at least one new recharge current crn lower than the previous recharge current cri, the overvoltage can be reduced to a minimum, and possibly eliminated. Thus, the deterioration of certain electrical components (or equipment) is limited (or even avoided) (and in particular the electrochemical cells of the main battery BP), and therefore the probability of occurrence of an incident is reduced (or even rendered almost zero). (fire or electrocution), during and after a charging phase in mode 4.

It will be understood that it is at least the processor PR1 and memory MD of the DC control device which are arranged to perform the operations consisting in comparing to the chosen threshold s1 at least one input voltage vek resulting from the charging current crn and measured between the first input terminal U6 of vehicle V (temporarily coupled to power source SA) and second input terminal U02 of vehicle V (temporarily coupled0 to power source SA) or to terminal U1 or U00 of the battery BP, and, when the (at least one) input voltage vek is greater than the threshold s1 for a chosen duration ds, in triggering the transmission to the power source SA of at least one new current setpoint NCC Lower to the previous current set point cci, so that it provides at least one new recharge current crn lower than the previous recharge current cri.

The value of the threshold s1 can be chosen during the tuning phase of the

5 vehicle V. This value depends mainly on the electrical architecture of the vehicle V, and in particular on the number of electrochemical cells of the main battery BP, the maximum voltage of the main battery BP when its state of charge is equal to 100% , and characteristics of the contactors (or switches) Kj. For example, the value of threshold s1 can be between 500 V and 600 V. By way of illustrative example, the value of threshold s1 can be equal to 550 V.

As mentioned above, in sub-step 10 of step 10-40, it is possible to compare with the chosen threshold s1 at least first and second input voltages vek which result from the charging current cri and which are measured5 respectively between the first U6 and second U02 input terminals of the vehicle V (here those of the charging connector CN) temporarily coupled to the power source SA and between this first input terminal U6 and a terminal U1 or U00 of the battery BP.

The first input voltage ve1 (k = 1) can, for example, be the voltage U62. 0 The second input voltage ve2 (k = 2) can, for example, be U60 or U61 . When first ve1 , second ve2 and third ve3 input voltages are compared to threshold s1 , they may be voltages U62, U60 and U61 respectively, for example.

If all the input voltages vek are less than or equal to the threshold s1 (vek5 < s1 ) for chosen durations dsk which are respectively associated with them, one (the control device DC) authorizes the continuation of the recharge in mode 4 with the previous (and therefore initial) current setpoint ccc, then returns to perform sub-step 10.

On the other hand, if at least one of the input voltages vek is greater than the0 threshold s1 (vek > s1 ) during the chosen duration dsk associated with it, it is considered that there is a potentially dangerous overvoltage. in the vehicle V. Therefore, one transmits (the control device DC initiates the transmission) to the power source SA, in the sub-step 20, at (d at) least a new current setpoint ccn, lower than the previous current setpoint cci, so that it provides at least one new recharge current crn lower than the previous recharge current (and therefore initial ) shout.

5 It will be noted that the chosen durations dsk can be identical or different. For example, in step 10-40 the (each) ds (or dsk) duration can be between 30 ms and 80 ms. By way of illustrative example, the duration dsl associated with the input voltage ve1 can be equal to 50 ms, and any durations ds2 and ds3 associated respectively with the input voltages ve2 and ve3 can be equal to 60 ms. But other values can be used.

It will also be noted that in sub-step 20 of step 10-40, it is possible to transmit to the power source SA, in a first time interval it1, new successive ccn current setpoints, increasingly small, down to a zero current setpoint. This option is intended to constrain the power source SA to successively supply new recharge currents crn which decrease progressively from the initial recharge current cri to a zero recharge current. This makes it possible to avoid having to subject the electrical components (or equipment) concerned to excessive voltage gradients and current gradients which could damage them.

For example, in step 10-40 the first time interval it1 can be between 30 seconds and 2 minutes, to arrive at zero current. By way of illustrative example, the first time interval it1 can be equal to 1 minute. But other values of first time interval it1 can be used. 5 It will also be noted that step 10-40 may comprise a sub-step 30 in which the main battery BP is electrically isolated (the control device DC triggers the electrical isolation) from the electrical equipment, and in particular from the machine MME electric motor. It will be understood that this puts an end to the recharging of the main battery BP, but not to the supply by the power source SA of new recharging current crn when the latter is gradually reduced. It will also be understood that the electrical isolation is ensured by the isolation device DI, for example by placing (here) the contactors (or switches) K2 and K3 in their open state. This option can possibly take place in two phases. In a first phase, the control device DC can trigger the transmission to the supervision computer CS of the GMP of a request for authorization to open the contactors (or switches) K2 and K3. This

5 transmission is provided here by the battery computer CB. Then, if after a second time interval IT2 the DC control device has not received a response to its authorization request, it can trigger in a second phase, on its own initiative, the opening of the contactors (or switches) K2 and K3 to electrically isolate the main battery BP from the electrical equipment.

For example, the second time interval it2 can be between 30 ms and 100 ms. By way of illustrative example, the second time interval it2 can be equal to 50 ms. But other values of second time interval it2 can be used. 5 It will also be noted that step 10-40 can comprise a sub-step 40 in which recording (the control device DC triggers the recording) in at least one memory of the vehicle V at least one code fault which is representative of an overvoltage problem detected during recharging in mode 4. The recording of each fault code0 enables an after-sales service to determine the origin of each overvoltage (faulty power source or component(s) ) of the faulty vehicle V(s), and to inform the user of the vehicle V of the determined origin of each overvoltage. It can also help to determine failing power sources in order to notify their owners or managers. 5 For example, after each overvoltage detection, a first fault code can be stored in a memory (possibly dead) of the battery computer CB, and the supervision computer CS observing the storage of this first fault code can possibly in turn store a second fault code in a memory (possibly ROM) that it understands. 0 It will also be noted that when the user of the vehicle V returns to the latter (V), he can either be informed by a dedicated message displayed and/or broadcast of the interruption of charging for a safety reason (possibly by signaling an overvoltage), at the initiative of the DC control device or the battery computer CB, or find that the state of charge of the main battery BP does not correspond to what it had programmed (or chosen) when the charging phase is apparently over. In this case, the user can either disconnect the CR charging cable from the CN connector, then accept

5 the situation and start a new driving phase with his vehicle V, or restart the recharging phase and thus try to complete it, for example after switching the ignition back on then closing the ignition again (and provided that the overvoltage has disappeared), or even to connect a new power source SA to the connector CN to carry out a new recharging phase, possibly after having moved its vehicle V. It will be noted that in the second alternative (relaunch of the recharging phase) the fault code stored in the memory of the battery computer CB can, for example, be associated with a transient state if the overvoltage does not recur, and with a permanent state if the overvoltage recurs. 5 It will also be noted, as illustrated without limitation in FIG. 3, that the battery computer CB (or the computer dedicated to the control device DC) can also comprise a mass memory MM1, in particular for the temporary storage of the values of the voltages d vek input and any intermediate data involved in all its calculations and processing. Furthermore, this battery calculator CB (or the dedicated calculator of the control device DC) can also comprise an input interface IE for receiving at least the values of the input voltages vek to use them in calculations or processing, possibly after having shaped and/or demodulated and/or amplified them, in a manner known per se, by means of a digital signal processor PR2. In addition, this battery computer CB (or the dedicated computer of the control device DC) can also comprise an output interface IS, in particular for delivering electrical isolation commands or messages containing new cnc current setpoints or messages containing fault codes or even messages0 signaling an interruption of charging for a safety reason.

It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when it is executed by circuit-type processing means electronics (or hardware), such as the processor PR1 for example, is capable of implementing the control method described above to control the charging in mode 4 of the main battery BP of the vehicle V.

Claims

1 . Method for controlling the charging in mode 4 of a battery (BP) of a vehicle (V) capable of supplying electrical equipment (MME) and temporarily coupled to a power source (SA) delivering a current of

5 continuous recharging and defined by a current setpoint, characterized in that it comprises a step (10-40) in which at least one input voltage resulting from said recharging current and measured between a first input terminal of said vehicle (V) temporarily coupled to said power source (SA) and a second input terminal of said vehicle (V) temporarily coupled to said power source (SA) or a terminal of said battery ( BP), and, when said input voltage is higher than said threshold for a chosen duration, at least one new current setpoint, lower than a previous current setpoint, is transmitted to said power source (SA) so that it provides at least a new recharge current lower than a previous recharge current.

2. Method according to claim 1, characterized in that in said step (10-40) is compared to said chosen threshold at least first and second input voltages resulting from said charging current and measured respectively between said first and second terminals of input of said vehicle (V) temporarily coupled to said power source (SA) and between this first input terminal and a terminal of said battery (BP), and, when at least one of said first and second voltages d input is greater than said threshold for an associated chosen duration, said power source (SA) is transmitted at least one new current setpoint, 5 lower than said previous current setpoint, so that it supplies at least one new current recharging current lower than said previous recharging current.

3. Method according to claim 1 or 2, characterized in that in said step (10-40) is transmitted to said power source (SA), in a first time interval, new successive current setpoints, moreover smaller, down to a zero current setpoint, so that it successively supplies new decreasing recharging currents gradually from an initial recharge current to zero recharge current.

4. Method according to claim 3, characterized in that in said step (10-40) said first time interval is between 30 seconds

5 and 2 minutes, to arrive at zero current.

5. Method according to one of claims 1 to 4, characterized in that in said step (10-40) said chosen duration is between 30 ms and 80 ms.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-40) said battery (BP) is electrically isolated from said electrical equipment (MME).

7. Method according to one of claims 1 to 6, characterized in that in said step (10-40) is recorded in at least one memory of said vehicle (V) at least one fault code representative of a detected overvoltage problem5 during said charging in mode 4.

8. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 7 for controlling the recharging in mode 4 of a battery (BP) of a vehicle (V) capable of powering electrical equipment (MME) and temporarily coupled to a power source (SA) delivering a continuous charging current and defined by a current setpoint .

9. Control device (DC) for a vehicle (V) comprising a battery (BP) suitable for supplying electrical equipment (MME) and for being temporarily coupled5 during a recharge in mode 4 to a power source (SA) delivering a continuous recharging current and defined by a current setpoint, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting in comparing to a chosen threshold at least one input voltage resulting from said charging current and measured between a first input terminal of said vehicle (V) temporarily coupled to said power source (SA) and a second input terminal of said vehicle (V) temporarily coupled to said power source (SA) or a terminal of said battery (BP), and, when said input voltage is higher than said threshold for a chosen duration, to trigger transmission to said power source (SA) of at least one new current setpoint, lower than a previous current setpoint, so that it supplies at least one new recharge current 5 lower than a previous recharge current.

10. Vehicle (V) comprising a battery (BP) able to supply electrical equipment (MME) and to be temporarily coupled during a recharge in mode 4 to a power source (SA) delivering a continuous recharge current and defined by a current setpoint, characterized in that it 0 further comprises a control device (DC) according to claim 9.