WO2024023407A1

WO2024023407A1 - Monitoring a detector of current flowing in a main battery of a vehicle

Info

Publication number: WO2024023407A1
Application number: PCT/FR2023/050826
Authority: WO
Inventors: Olivier BALENGHIEN; Antoine Chantepie
Original assignee: Stellantis Auto Sas
Priority date: 2022-07-28
Filing date: 2023-06-09
Publication date: 2024-02-01
Also published as: FR3138528A1

Abstract

The invention relates to a monitoring method which is implemented in a vehicle comprising a main battery, which has terminals between which a current flows, and first and second detectors, which are capable of taking first and second measurements, respectively, of this current. This method comprises a step (10-40) in which at least one deviation value between the first and second measurements is determined and, when this deviation value is greater than a first chosen threshold, a temporary limitation is imposed on the electrical power supplied or received by the main battery.

Description

DESCRIPTION

TITLE: MONITORING A CURRENT DETECTOR CIRCULATING IN A MAIN BATTERY OF A VEHICLE

[0001] The present invention claims the priority of French application No. 2207756 filed on July 28, 2022, the content of which (text, drawings and claims) is here incorporated by reference.

Technical field of the invention

[0002] The invention concerns vehicles comprising a main battery electrically supplying an electric motor machine, and more precisely the monitoring of the current which is supplied or received by this main battery.

State of the art

[0003] Certain vehicles, possibly of the automobile type, include a so-called “main” (or traction) battery responsible for electrically powering at least one electric motor machine of their powertrain (or GMP) and which can be recharged by temporary coupling to an external power source.

[0004] For the safety of the vehicle and its passengers, the current which flows between the terminals of its main (or traction) battery can be the subject of permanent monitoring by means of two detectors. In this case, we can, for example, determine the average of the two current measurements carried out by the two detectors, then compare this average to the value which is expected with regard to the current life situation in the vehicle, and more precisely with regard to the current that the main battery must supply or receive at the moment in question. Note that instead of determining the average value of the two current measurements, we can only retain the maximum value of the two current measurements. [0005] Due to the importance of current measurement, the two detectors must be very precise. Consequently, these are generally amperometric detectors of the so-called “shunt” type. It is recalled that this type of detector makes it possible to carry out measurements of alternating current (AC) or direct current (DC), and comprising a conductor installed in the circuit comprising the main battery without galvanic separation, of low resistance, very precise, and generally made of constantan or manganin (an alloy of copper, nickel and manganese), which ensures very high thermal stability. It is therefore sufficient to measure the voltage across this detector to know the value of the current flowing through it (by application of Ohm's law).

[0006] A disadvantage of the current solution lies in the fact that at least one of the two detectors may prove to be faulty, even though the average value of the two current measurements or the maximum value of the two current measurements corresponds substantially to what is expected.

[0007] Furthermore, shunt type amperometric detectors are expensive and therefore the implementation of the function of monitoring the current measured in a vehicle leads to an increase in its cost.

[0008] The invention therefore aims in particular to improve the situation.

Presentation of the invention

[0009] To this end, it proposes in particular a monitoring method intended to be implemented in a vehicle comprising a main battery having terminals between which a current flows, and first and second detectors capable of carrying out first and second measurements respectively. of this current.

[0010] This monitoring method is characterized by the fact that it comprises a step in which at least one difference value is determined between the first and second measurements, and when this value difference is greater than a first chosen threshold, a temporary limitation is imposed on the electrical power supplied or received by the main battery.

[0011] Thanks to the invention, we can now know if at least one of the first and second detectors has an operating problem, and therefore act accordingly (at least by limiting the electrical power supplied or received by the main battery ), which improves the safety of the vehicle and its passengers.

[0012] The monitoring method according to the invention may include other characteristics which can be taken separately or in combination, and in particular:

[0013] - in its step, the limitation can be temporarily imposed when successive deviation values are greater than the first threshold for a duration greater than a second chosen threshold;

[0014] - in the presence of the first option, in its step, the second threshold can be between 100 ms and 500 ms;

[0015] - in its stage the first threshold can be between 40 A and 50 A;

[0016] - in its step the limitation can consist either of a progressive reduction of the electrical power supplied up to a first value chosen over a first duration chosen when an electric motor machine, fitted to the vehicle and supplied with electrical energy by the main battery, must provide a positive output torque, either in a progressive reduction of the electrical power received up to a second chosen value over a second chosen duration when the electric motor machine must provide a negative output torque, or in a reduction to a third chosen value of a maximum recharge current capable of supplying the main battery, after the expiration of a third chosen duration;

[0017] - in its stage, in the event of temporary imposition of the limitation, at least one action can also be carried out in the vehicle complementary chosen from a generation of an alert from a user of the vehicle requiring a stop of the vehicle, a recording of at least one fault code representative of an operating problem of at least one of the first and second detectors, and electrical isolation of the main battery;

[0018] - in its step, the first detector can be of the amperometric type and can offer a first level of precision, and the second detector can be of the amperometric type and can offer a second level of precision which is strictly lower than the first level of precision. precision.

[0019] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a monitoring method of the type presented below. before to monitor, in a vehicle comprising a main battery having terminals between which a current flows, and first and second detectors capable of carrying out first and second measurements of this current respectively, the operation of this first detector.

[0020] The invention also proposes a monitoring device intended to equip a vehicle comprising a main battery having terminals between which a current flows, and first and second detectors capable of carrying out respectively first and second measurements of this current.

[0021] This monitoring device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting of determining at least one difference value between the first and second measurements, and when this deviation value is greater than a first threshold chosen to trigger an imposition of a temporary limitation of an electrical power supplied or received by the main battery. [0022] The invention also proposes a vehicle, possibly of the automobile type, and comprising, on the one hand, a main battery having terminals between which a first current flows, and first and second detectors capable of performing respectively first and second measurements of the first current, and, on the other hand, a monitoring device of the type presented above.

Brief description of the figures

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

[0024] [Fig. 1] illustrates schematically and functionally an exemplary embodiment of a vehicle comprising a GMP, with an electric motor powered by a main battery, and a monitoring device according to the invention,

[0025] [Fig. 2] illustrates schematically and functionally an exemplary embodiment of a battery box, coupled to a main battery and comprising an exemplary embodiment of a battery calculator comprising a monitoring device according to the invention, and

[0026] [Fig. 3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention.

Detailed description of the invention

[0027] The invention aims in particular to propose a monitoring method, and an associated monitoring device DS, intended to allow permanent monitoring of a first detector D1 measuring the current ibp circulating between the terminals of a main battery (or traction) BP of a vehicle V.

In what follows, we consider, by way of non-limiting example, that the vehicle V is of the automobile type. This is for example a car, as illustrated in Figure 1. But the invention is not limited to this type of vehicle. In fact, it concerns all types of vehicles. comprising a rechargeable main (or traction) battery and coupled to a powertrain (or GMP) comprising at least one electric driving machine. Thus, it concerns, for example, land vehicles (utility vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and road machinery. caterpillar(s), for example), boats and aircraft.

[0029] Furthermore, we consider in what follows, by way of non-limiting example, that the vehicle V comprises a powertrain (or GMP) of all-electric type (and therefore whose traction is ensured exclusively by at least one electric driving machine MME). But the GMP could be of hybrid type (thermal and electric) or purely thermal.

[0030] We have schematically represented in Figure 1 a vehicle V comprising a transmission chain with electric GMP (and therefore with an electric driving machine MME), an on-board network RB, a service battery BS, a main battery (or traction) BP associated with a CB battery calculator, a CV converter, and a DS monitoring device according to the invention.

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

The transmission chain has a GMP which is, here, purely electric and therefore which comprises, in particular, an electric driving machine MME, a motor shaft AM, and a transmission shaft AT. Here we mean "electric driving machine" an electric machine arranged so as to provide torque to move the vehicle V when it is supplied with electrical energy (we then speak of providing a positive output torque), as well as possibly to recover torque in the transmission chain (we then speak of providing a negative output torque). [0033] The operation of the GMP (and therefore of the electric motor machine MME) is supervised by a supervision computer CS.

[0034] The electric driving machine MME (here an electric motor) is coupled to the main (or traction) battery BP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy , especially during torque recovery.

[0035] Furthermore, this electric motor machine MME is coupled to the motor shaft AM, to provide it by rotational drive with an output torque depending on a torque setpoint defined by the supervision computer CS. This motor shaft AM is here coupled to a reduction gear RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential DF.

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

[0037] The utility battery BS is responsible for supplying electrical energy to the on-board network RB, in addition, here, to that supplied by the CV converter powered by the main battery BP, and sometimes instead, here, of this CV converter. For example, this BS utility battery can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least via the CV (current) converter. We consider in the following, by way of non-limiting example, that the BS utility battery is of the 12 V Lithium-ion type.

[0038] In the example illustrated non-limitatively in Figure 1 the main battery BP is suitable not only for recharges in mode 2 or 3, but also for recharges in mode 4, under the control of a CC calculator associated with the CV converter . [0039] It is recalled that in a recharge in mode 2 or 3, the main battery BP is rechargeable in direct current by the CV converter, after an AC/DC conversion (for example from 220 V AC (alternating current) to 450 V DC (direct current)), when this CV converter has been temporarily coupled to an external power source, via a charging cable previously connected to a CN charging connector of the vehicle V.

[0040] It is also recalled that in a recharge in mode 4, the main battery BP is rechargeable with high direct current (typically 125 A or 250 A) which comes directly from an external power source (direct current). , temporarily connected via a charging cable to the CN charging connector of vehicle V, without conversion by the CV converter.

[0041] The main (or traction) battery BP can, for example, comprise electrical energy storage cells, possibly electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-type). CD). Also for example, the main BP battery can be of the low voltage type (typically 450 V for illustration purposes). But it could be medium voltage or high voltage.

[0042] Furthermore, the main battery BP is associated with a battery box BB which comprises, here, at least one isolation device DI, voltage/current measuring means (partially illustrated), and in particular first D1 and second D2 current detectors, and the CB battery calculator. These first D1 and second D2 detectors are capable of carrying out respectively, and preferably periodically, first mc1 and second mc2 measurements of the current ibp which circulates between the terminals of the main battery BP.

The isolation device DI is arranged so as to isolate the main battery BP from the CV converter and/or from the charging connector CN and/or from the prime mover MME, when the battery calculator CB requests it. For example, and as illustrated no limitedly in Figure 2, this isolation device DI can include protection fuses F2 and F3 and contactors (or switches) Kj based on MOSFET(s) which can each take an open (or non-conducting) state and a state closed (or passing). In the example illustrated non-limitingly in Figure 2, the isolation device DI comprises five contactors (or switches) K1 to K5 (j = 1 to 5).

The battery calculator CB centralizes the voltage and current measurements and determines current parameters of the main battery BP based on these measurements, and in particular its internal resistance, its minimum voltage and its state of charge (or SOC). (“State Of Charge”). Furthermore, the CB battery calculator exchanges information with the GMP CS supervision calculator and with the CC calculator associated with the CV converter (in particular for recharges in mode 4).

[0045] It will be noted, as illustrated without limitation in Figure 1, that the CV converter can be part of a charger CH electrically connected to the charging connector CN and comprising the CC calculator responsible within its vehicle V for controlling the charging of the main BP battery, whatever the mode.

[0046] It will also be noted that in the example illustrated non-limitingly in Figure 1, the vehicle V also includes a distribution box BD to which the utility battery BS, the CV converter 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 utility battery BS or produced by the converter CV, for powering the electrical components (or equipment) coupled to the on-board network RB depending on power requests received (in particular from the GMP CS supervision computer).

[0047] As mentioned above, the invention proposes in particular a monitoring method intended to enable monitoring permanent of the first detector D1 measuring the current ibp circulating between the terminals of the main battery BP of the vehicle V.

This (monitoring) method can be implemented at least partially by the monitoring device DS (illustrated at least partially in Figures 1 and 2) which comprises for this purpose at least one processor PR1, for example signal processor digital signal processor (or DSP), and at least one MD memory. This DS monitoring 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”). For example, it can be a microcontroller.

The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the monitoring process. The processor PR1 may include integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or non-wired connections. By integrated (or printed) circuit we mean any type of device capable of performing at least one electrical or electronic operation.

[0050] In the example illustrated without limitation in Figures 1 and 2, the monitoring device DS is part of the battery calculator CB. This is advantageous because it is the latter (CB) which uses the first mc1 and second mc2 measurements provided respectively by the first D1 and second D2 detectors. But this is not obligatory. Indeed, the monitoring device DS could include its own dedicated computer, which is then coupled to the battery computer CB, or could be part of another on-board computer than the latter (CB), such as for example the supervision computer CS.

[0051] As illustrated without limitation in Figure 3, the (monitoring) method, according to the invention, comprises a step 10-40 which is implemented when the main (or traction) battery BP receives or supplies current (and therefore at least during the driving phases and the charging phases).

[0052] Step 10-40 of the method comprises a sub-step 10 in which (the monitoring device DS) begins by determining at least one difference value ve between the first mc1 and second mc2 measurements carried out substantially at the same time. time and respectively by the first D1 and second D2 detectors.

[0053] Step 10-40 of the method then comprises a sub-step 20 in which a (the monitoring device DS triggers the imposition of a) temporary limitation of the electrical power supplied or received by the main battery is imposed. BP when this deviation value ve is greater than a first chosen threshold s1.

[0054] We consider in fact that it is impossible for a deviation value ve greater than the first threshold s1 to be obtained when the first D1 and second D2 detectors are operating correctly. Consequently, each time the deviation value ve is greater than the first threshold s1 it is because at least one of the first D1 and second D2 detectors has an operating problem, and therefore we act accordingly, at least in temporarily imposing a chosen limitation of the electrical power supplied or received by the main battery BP, because at least one of the first mc1 and second mc2 measurements is not reliable. There is indeed a risk that the CB battery calculator and/or the CS supervision calculator will make potentially inappropriate decisions.

[0055] Thanks to this monitoring of the operation of the first detector D1 by comparison of the first measurements mc1 which it delivers to the second measurements mc2 delivered by the second detector D2, we can now know whether at least one of the first D1 and second D2 detectors has an operating problem, and therefore act accordingly (at least by limiting the electrical power supplied or received by the main BP battery). This makes it possible to improve the safety of the vehicle V and its passengers, but also of external people required to intervene on this vehicle V during an accident.

It will be understood that in substep 20, when the deviation value ve is less than the first threshold s1, it is considered that there is no operating problem for the first D1 and second D2 detectors, and therefore we return to carry out sub-step 10 using new first mc1 and second mc2 measurements.

[0057] For example, each difference value ve can be equal to the absolute value of the difference em between the first mc1 and second mc2 measurements (i.e. ve = |em| = |mc2 - mc11). This makes it possible to take into account both positive and negative deviations. But in a variant embodiment we could take into account only the positive differences (namely (mc2 - mc1) > 0 or only the negative differences (namely (mc1 - mc2) > 0).

[0058] For example, the first threshold s1 can be between 40 A and 50 A. As an illustrative example, the first threshold s1 can be equal to 45 A. But other values of first threshold s1 can be used , because it mainly depends on the respective precisions offered by the first D1 and second D2 detectors. For example, the value of the first threshold s1 can be chosen during the development phase of the vehicle V.

[0059] Also for example, in step 10-40, it is possible to use a first detector D1 of the amperometric type and offering a first level of precision and a second detector D2 also of the amperometric type but offering a second level of precision which is strictly lower than the first level of precision, but whose robustness and reliability are greater than those of the first detector D1. For this purpose, the first detector D1 can be of the shunt type, and the second detector D2 can be of the so-called Hall effect type. This makes it possible to significantly reduce the cost of the ibp current monitoring function, and therefore to reduce the cost of the vehicle V, because the less precise the second detector D2 is, the more its cost is reduced. It is recalled that a Hall effect detector comprises a sensitive semiconductor element, called a Hall cell, and placed in a magnetic circuit to increase its sensitivity. This detector can measure direct or alternating current, but is however subject to the effects of saturation of the magnetic circuit, which limits its range of use.

[0061] It will be noted that at least one of the first D1 and second D2 detectors may be different from the shunt and Hall effect types mentioned above. In particular, the second detector D2 could be of the so-called Rogowski type or of the current transformer type, for example and not limited to.

[0062] Also for example, and as illustrated non-limitatively in Figure 3, in sub-step 30 of step 10-40 it is possible to impose (the monitoring device DS can trigger the imposition of) the temporary limitation when successive deviation values ve are greater than the first threshold s1 for a duration which is greater than a second chosen threshold s2. This option makes it possible to avoid taking into account a single erroneous or occasionally abnormal ve deviation value (compared to the other ve deviation values determined just before or just after) which would cause the immediate execution of a main action (at know the triggering of the temporary limitation).

[0063] For example, the second threshold s2 can be between 100 ms and 500 ms. As an illustrative example, the second threshold s2 can be equal to 300 ms. But other values of second threshold s2 can be used. For example, the value of the second threshold s2 can be chosen during the development phase of the vehicle V.

[0064] In order to determine the duration of a deviation value problem ve (and therefore of an operating problem of at least one of the first D1 and second D2 detectors), we (the monitoring device DS) can trigger in sub-step 20 a first time delay equal to the duration of the second threshold s2 as soon as the value deviation ve becomes greater than the first threshold s1 for the first time. When this duration of the second threshold s2 expires (and we still have ve > s1), we decide in substep 30 to at least trigger the temporary limitation. If the deviation value ve becomes lower than the first threshold s1 again before the expiration of the duration of the second threshold s2, we (the monitoring device DS) returns to carry out substep 10.

[0065] Also for example, and as illustrated without limitation in Figure 3, in sub-step 30 of step 10-40, the limitation imposed may depend on the current life situation of the vehicle V, and more precisely if it is in a driving phase in which its electric driving machine MME must provide a positive output torque, or if it is in a driving phase in which its electric driving machine MME must provide a negative output torque, or again if it is in a phase of recharging its main battery BP (after coupling its charging connector CN to an external power source).

[0066] In the case of supplying a positive output torque, the limitation may consist of a progressive reduction (possibly linear) of the electrical power supplied by the main battery BP up to a first value v1 chosen on a first duration dr1 chosen.

[0067] In the case of supplying a negative output torque, the limitation may consist of a progressive reduction (possibly linear) of the electrical power received by the main battery BP up to a second value v2 chosen on a second duration dr2 chosen.

[0068] In a recharge phase the limitation may consist of a reduction to a third chosen value v3 of a maximum recharge current irmax capable of supplying the main battery BP, after the expiration of a third chosen duration dr3. [0069] For example, the first value v1 can be between 0 kW and +5 kW. As an illustrative example, the first value v1 can be equal to 0 kW. But other values of the first value v1 can be used. For example, the value of the first value v1 can be chosen during the development phase of a vehicle similar to vehicle V.

[0070] Also for example, the first duration dr1 can be between 30 seconds and 2 minutes. As an illustrative example, the first duration dr1 can be equal to 1 minute. But other values of the first duration dr1 can be used. For example, the value of the first duration dr1 can be chosen during the development phase of a vehicle similar to vehicle V.

[0071] Also for example, the second value v2 can be between -5 kW and 0 kW. As an illustrative example, the second value v2 can be equal to 0 kW. But other values of the second value v2 can be used. For example, the value of the second value v2 can be chosen during the development phase of a vehicle similar to vehicle V.

[0072] Also for example, the second duration dr2 can be between 30 seconds and 2 minutes. As an illustrative example, the second duration dr2 can be equal to 1 minute. But other values of the second duration dr2 can be used. For example, the value of the second duration dr2 can be chosen during the development phase of a vehicle similar to vehicle V.

[0073] Also for example, the third value v3 can be between 0 A and 5 A. As an illustrative example, the third value v3 can be equal to 0 A. But other values of the third value v3 can be used. For example, the value of the third value v3 can be chosen during the development phase of a vehicle similar to vehicle V.

[0074] Also for example, the third duration dr3 can be between 30 seconds and 2 minutes. As an illustrative example, the third duration dr3 can be equal to 1 minute. But other values of the third duration dr3 can be used. For example, the value of the third duration dr3 can be chosen during the development phase of a vehicle similar to vehicle V.

[0075] It will also be noted that in substep 30 of step 10-40, when the temporary imposition of the limitation has been decided, it is also possible to carry out (the monitoring device DS can trigger the implementation), in the vehicle V, with (at) least one complementary action which is chosen from:

[0076] - the generation of an alert from a user (or passenger) of the vehicle V requiring a stop of the latter (V),

[0077] - recording at least one fault code representative of an operating problem with at least one of the first D1 and second D2 detectors, and

[0078] - the electrical insulation of the main BP battery.

[0079] The user of vehicle V can be alerted, for example, by means of a lit indicator light (for example on the dashboard) and/or a message displayed on at least one screen of the vehicle. V (for example from the dashboard or a central instrument panel) or on the screen of a smart phone (or “smartphone”) of the user, and/or broadcast by at least one loudspeaker of the vehicle V or this smartphone. This alert is intended to notify the driver of a malfunction on the main BP battery, so that he parks his vehicle V as quickly as possible, then calls an after-sales service to determine the cause of the problem and if possible its resolution.

[0080] The recording of at least one fault code representative of an operating problem of at least one of the first D1 and second D2 detectors is intended to facilitate the search for the origin of a limitation imposed by a technician from an after-sales service, and to allow this technician to solve the problem and to inform the user of vehicle V of the origin of such a limitation. [0081] The electrical isolation of the main battery BP is preferably carried out by means of the isolation device DI (by action on at least one contactor (or switch) Kj), at the request of the battery calculator CB and after authorization given by the CS supervision computer, and once the main battery BP no longer supplies or no longer receives current. This electrical isolation is intended to protect passengers and users of vehicle V in the event of a short circuit on the circuit to which the main battery BP is coupled, while the battery computer CB is asleep (and therefore without monitoring of possible short circuits by the latter (CB)). Note that in the event of electrical isolation authorization, the monitoring device DS can possibly wait for a fourth chosen duration dr4 before ordering the isolation device DI to electrically isolate the main battery BP.

[0082] For example, the fourth duration dr4 can be between 30 seconds and 2 minutes. As an illustrative example, the fourth duration dr4 can be equal to 1 minute. But other values of the fourth duration dr4 can be used. For example, the value of the fourth duration dr4 can be chosen during the development phase of a vehicle similar to vehicle V.

[0083] It will also be noted that step 10-40 can also include a sub-step 40 in which (the monitoring device DS) re-authorizes operation of the main battery BP without limitation (and therefore normal use of the latter (BP)).

[0084] For example, this re-authorization may result from the fact that the first threshold s1 is no longer exceeded by the successive deviation values ve for a duration which is greater than a third chosen threshold s3. Preferably, we also stop generating an (the DS monitoring device stops triggering the generation of a) alert for the user (when this additional action is planned). Of course, if the exceeding of the first threshold s1 by the successive deviation values ve is detected again, a new limitation is imposed on the main battery BP. [0085] For example, the third threshold s3 can be between 100 ms and 500 ms. As an illustrative example, the third threshold s3 can be equal to 300 ms. But other values of third threshold s3 can be used. For example, the value of the third threshold s3 can be chosen during the development phase of the vehicle V.

[0086] It will also be noted that a re-authorization is preferentially decided when the aforementioned condition is satisfied (ev < s1 for a duration greater than s3), after the vehicle V falls asleep and then wakes up the latter (V).

[0087] It will also be noted, as illustrated without limitation in Figure 2, that the battery calculator CB (or the dedicated calculator of the monitoring device DS) can also include a mass memory MM1, in particular for the temporary storage of the first mc1 and seconds mc2 measurements and any intermediate data involved in all its calculations and processing. Furthermore, this CB battery calculator (or the dedicated calculator of the DS monitoring device) can also include an IE input interface for receiving at least the first mc1 and second mc2 measurements for use 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 CB battery calculator (or the dedicated calculator of the DS monitoring device) can also include an IS output interface, in particular to deliver messages limiting the electrical power that the main battery BP is authorized to supply or to receive possible alert generation orders (or alert messages), possible orders for electrical isolation of the main BP battery, or possible messages containing fault codes.

[0088] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, like example the processor PR1, is suitable for implementing the monitoring method described above to monitor the operation of the first detector D1 of the vehicle V, which is responsible for measuring the current ibp circulating between the terminals of the main battery BP.

Claims

[Claim 1] Monitoring method for a vehicle (V) comprising a main battery (BP) having terminals between which a current flows, and first (D1) and second (D2) detectors capable of carrying out first and second measurements respectively of said current, characterized in that it comprises a step (10-40) in which at least one difference value is determined between said first and second measurements, and when said difference value is greater than a first chosen threshold a temporary limitation is imposed on an electrical power supplied or received by said main battery (BP).

[Claim 2] Method according to claim 1, characterized in that in said step (10-40) said limitation is temporarily imposed when successive deviation values are greater than said first threshold for a duration greater than a second chosen threshold.

[Claim 3] Method according to claim 2, characterized in that in said step (10-40) said second threshold is between 100 ms and 500 ms.

[Claim 4] Method according to one of claims 1 to 3, characterized in that in said step (10-40) said first threshold is between 40 A and 50 A.

[Claim 5] Method according to one of claims 1 to 4, characterized in that in said step (10-40) said limitation consists of i) either a progressive reduction of said electrical power supplied up to a first value chosen on a first duration chosen when an electric motor machine (MME), equipping said vehicle (V) and supplied with electrical energy by said main battery (BP), must provide a positive output torque, ii) either in a progressive reduction of said electrical power received up to a second chosen value over a second chosen duration when said electric motor machine (MME) must provide a negative output torque, iii) or in a reduction to a third chosen value of a maximum recharge current which can power said main battery (BP), after the expiration of a third chosen duration.

[Claim 6] Method according to one of claims 1 to 5, characterized in that in said step (10-40), in the event of temporary imposition of said limitation, at least one is also carried out in said vehicle (V). complementary action chosen from a generation of an alert from a user of said vehicle (V) requiring a stop of said vehicle (V), a recording of at least one fault code representative of an operating problem of at least one said first (D1) and second (D2) detectors, and electrical insulation of said main battery (BP).

[Claim 7] Method according to one of claims 1 to 6, characterized in that in said step (10-40) said first detector (D1) is of the amperometric type and offers a first level of precision and said second detector (D2 ) is of the amperometric type and offers a second level of precision strictly lower than said first level of precision.

[Claim 8] Computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing the monitoring method according to one of claims 1 to 7 to monitor, in a vehicle (V) comprising a main battery (BP) having terminals between which a current flows, and first (D1) and second (D2) detectors capable of carrying out respectively first and second measurements of said current, the operation of said first detector (D1).

[Claim 9] Monitoring device (DS) for a vehicle (V) comprising a main battery (BP) having terminals between which a current flows, and first (D1) and second (D2) detectors capable of respectively carrying out first and second measurements of said current, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting of determining at least one difference value between said first and second measurements, and when said deviation value is greater than a first threshold chosen to trigger an imposition of a temporary limitation of an electrical power supplied or received by said main battery (BP).

[Claim 10] Vehicle (V) comprising a main battery (BP) having terminals between which a first current flows, and first (D1) and second (D2) detectors capable of respectively carrying out first and second measurements of said first current, characterized in that it further comprises a monitoring device (DS) according to claim 9.