FR2992101A1 - Method for managing use of electrical energy storage unit of electric car, involves determining selected parameter defining usual use of vehicle, and determining desired use mode of storage unit relative to life phase in progress of vehicle - Google Patents

Abstract

The method involves estimating a total damage factor of a storage unit according to an operation point in course of the storage unit, an operation or environmental parameter, and a target damage factor. A future operation point is determined for the storage unit according to the estimated total damage factor. A selected parameter defining usual use of a vehicle is determined. A desired use mode of the storage unit is determined with respect to a life phase in progress of the vehicle. The parameter defining the usual use of the vehicle is selected in a group including a normal use corresponding to an ageing of the storage unit virtually identical to a preset ageing, less severe use corresponding to an ageing of the storage unit lower than the preset ageing and a severe use corresponding to an ageing of the storage unit greater than the preset ageing. The operation or environmental parameter is selected from a group including an internal temperature of the storage unit, a temperature outside of the vehicle, a temperature at interior of the vehicle, a charge state of the storage unit. An independent claim is also included for a device for managing use of an electrical energy storage unit of an electric engine vehicle.

Description

The invention relates to vehicles comprising at least one electric motor (or machine) designed to ensure their safety. The invention relates to vehicles comprising at least one electric motor (or machine) designed to ensure their safety. movements and power of their electrical organs and associated with means of storing electrical energy. It will be noted that the invention concerns not only so-called all-electric vehicles, but also so-called hybrid vehicles because they comprise a heat engine and at least one electric motor (or machine). These vehicles are rechargeable from a domestic or public electrical network, and in a slow or fast mode depending on the level of electrical power available at the external power source to which they are connected. It will also be noted that the invention relates to all the means for storing electrical energy and in particular batteries, whatever the technology (for example Li-ion, Ni-MH or Ni-Cd) and the arrangement in 20 modules or cells, gathered physically in one or more assemblies, possibly located at different locations of the vehicle but connected together at least electrically, in series or in parallel possibly via a power converter (for example of the DC / DC type ), and super-abilities. As known to those skilled in the art, the storage means of the above-mentioned vehicles must offer ever greater performances, reproducible and available whatever the conditions of use of the vehicles (climate, season, storage), particularly in terms of storage capacity and service life, so that their vehicles can provide an ever-increasing number of services, in particular in terms of pollution, fuel economy and functionalities, such as, for example, autonomy in all-electric driving. Thus, it is desired that the storage means can provide enough electrical energy in all urban, peri-urban and extra-urban situations, in particular for insertion into the circulation, acceleration, overtaking, interior thermal comfort. (heating, refrigeration, demisting and defrosting), and for a lifetime equal to that of the vehicle (10 to 15 years and / or 200,000 to 300,000 km). To achieve such objectives, the storage means must be subject to quality thermal management, due to the high sensitivity of their electrochemistry to temperature, particularly in the case of multicell batteries. Indeed, the cells heat up in operation, mainly by Joule effect (in particular due to the flow of electric current through their internal resistance) and by internal chemical reactions (enthalpy and entropy). It can be shown by means of Arrhenius's law that the speed of a chemical reaction increases exponentially with temperature, and therefore the higher the internal temperature of the cells, the more instantaneous electrical power is extracted, the more electrons are mobile. , the more the impedance of the cells is reduced and the more their capacity increases. However, an excessive internal temperature can induce irreversible chemical processes that cause irreversible reduction in cell capacity and life, thermal runaway, swelling, and mechanical deformations that can create short circuits or short circuits. open circuits, or a release of toxic or flammable products. Thus, a Li-ion battery can not sustainably sustain an internal temperature above 40 ° C to 50 ° C. Beyond these last temperatures, protection strategies must be implemented by the computer managing the battery. On the other hand, when the internal temperature is too low, the speed of the chemical reactions is reduced and the electrolyte can freeze, which can cause a deterioration in performance, an irreversible loss of capacity and a reduction in the service life. Therefore, maintaining the temperature of the storage means in a precise and reduced range requires fine management of the thermal to optimize their performance and their service life. Active reheating of the cells by a cold ambient temperature may therefore prove to be relevant and crucial, in addition to conventional cooling, to satisfy the functionalities of the vehicle, and in particular its mobility and its autonomy in the all-electric driving phases. The average temperature of the storage means is a parameter that significantly affects their lifetime. In order to control this internal temperature of the storage means, it is possible to use, on the one hand, the refrigerant circuit of the heating / air-conditioning system of the passenger compartment of the vehicle directly (by thermal contact between the cells and a evaporator) or indirectly (via an intermediate heat transfer fluid: air from the outside, from the trunk or from the passenger compartment of the vehicle, or a liquid coming from a cooling circuit that is not necessarily specific and over-cooled by the cooling circuit) and, on the other hand, a heating circuit, dedicated or shared with that of the heating / air conditioning system of the passenger compartment of the vehicle. Whatever the thermal management mode (in cooling and heating) retained for the storage means, the thermal management of the storage means is carried out during the use phase of the vehicle. But this use can be done only when the vehicle is in operation, which represents only 10% to 20% of the life of a vehicle. It is therefore particularly important to ensure management of the temperature of the storage means during each phase of their vehicle, and especially during the phases of non-use (whether or not connected to a socket intended for 'supply energy). Thus, the average temperature of the storage means over the entire life phase of use is moderated by the average temperature of the storage means on all phases of life excluding use of the vehicle. Some proposals have been made to improve the aforementioned management. One of them is described in the document US Patent 2010/0324765. It consists of placing the temperature of the battery, during the journey of its vehicle, in a range that is supposed to optimize its immediate recharge at full power from the stop of the vehicle and its connection to a power outlet. This placement is done during the run by managing the charging and discharging cycles of the battery, by changing the traction mode (pure electric or hybrid via the combustion engine activation), but also by cooling or heating the battery . It will be understood that this requires in advance, and therefore before stopping the vehicle, not only the determination of the destination of the vehicle, but also the assurance that this destination offers a power supply. Once the 1 o vehicle stopped the thermal management is interrupted. Therefore, this proposal does not concern non-driving phases (connected or not connected to an external energy source). The invention therefore aims to improve the situation, in particular by varying the operating point of the storage means to preserve the battery (and therefore increase its life) and / or offer more benefits, without requiring special intervention of the driver. To this end, it proposes a method for managing the use of electrical energy storage means of an electric motor vehicle (s), and comprising: a step in which a factor is estimated overall damage to the storage means according to a current operating point thereof, at least one operating or environmental parameter, and a target damage factor, and a step in which determining a new operating point for the storage means as a function of the estimated overall damage factor, at least one selected parameter defining the usual use of the vehicle and a desired mode of use of the storage means; given the current phase of life of the vehicle. This method makes it possible to achieve an automatic global energy optimization (both during driving and off-road) without direct intervention by the driver, either by preserving the battery or by offering the driver more services and performance, which induces benefits in terms of the lifetime of energy storage means, energy consumption (fossil and / or electric), repeatability and availability of vehicle performance. The management method according to the invention can comprise other characteristics that can be taken separately or in combination, and in particular: the desired mode of use can be determined automatically among (at least) a prohibition to take electrical energy a recharge, an electrical power supply for a thermal preconditioning of the passenger compartment of the vehicle, and a supply of electrical energy for thermal pre-conditioning of the storage means; each parameter defining the usual use of the vehicle may be chosen from (at least) a so-called normal use corresponding to an aging of the storage means substantially identical to a predefined average aging, a so-called mild use corresponding to an aging of the means storage less than the predefined mean aging, and a so-called severe use corresponding to an aging of the storage means greater than the predefined average aging; Each operating or environmental parameter may be chosen from (at least) the internal temperature of the storage means, the temperature outside the vehicle, the temperature inside the vehicle, the state of charge of the means of storage, the state of health of the storage means, the level of energy stored by the storage means, the power available at an external energy source, the amount of energy supplied by the storage means at least one electrical component of the vehicle, the current passing through the storage means, the current mileage of the vehicle, information representative of the distance remaining to be traveled before a programmed or estimated destination, the type of zone in which the vehicle is traveling. , meteorological information in progress, forecast weather information, activation time of the storage means, a time interval between two activations successive storage means, a departure time programmed by the driver, an estimated departure time based on information representative of the driver's habits, a preferred time slot for taking energy from the external energy source; the target damage factor can be determined according to a function, for example affine or polynomial or other, the time and / or mileage of the vehicle; the life phases of the vehicle can be selected from rolling, parking without connection to an external power source, and parking with connection to an external power source; the internal temperature of the storage means can be controlled by means of a state machine capable of being placed in a state chosen from a so-called rest state in which the control of the internal temperature of the storage means is prohibited, a said inactive state in which the control of the internal temperature of the storage means is allowed after the detection of at least one thermal condition in the desired mode of use, a so-called waiting state in which the authorization is recorded and a request for control of the internal temperature of the storage means while waiting for power-harvesting authorizations, a so-called transient state of activation in which access to the electric power offered by the energy source is authorized external but with a zero electrical power setpoint and the latest power-off authorization diagnoses are made, an active state in which controlling the internal temperature of the storage means and taking energy from the external energy source in order to transmit it to selected electrical components of the vehicle, and a so-called transient state of deactivation in which access to the electric power provided by the external power source to put the vehicle in a state of optimum electrical safety.

The invention also proposes a device for managing the use of electrical energy storage means of a motor vehicle (s) electric (s), and arranged to estimate an overall damage factor of the storage means according to a current operating point thereof, at least one operating or environmental parameter, and a target damage factor, and to determine a new operating point for the storage means based on of this estimated global damage factor, at least one chosen parameter defining the usual use of the vehicle and a desired mode of use of the storage means taking into account the current phase of life of the vehicle. The invention also proposes a vehicle with electric motor (s), possibly of automobile type, and comprising a management device of the type of that presented above. Other characteristics and advantages of the invention will become apparent on examining the following detailed description and the accompanying drawings, in which: FIG. 1 schematically illustrates a first example of a time and / or kilometer evolution diagram. of the damage factor of the energy storage means in the case of a light use of the vehicle, FIG. 2 diagrammatically illustrates a second example of a time and / or kilometer evolution diagram of the damage factor of the means. of energy storage in the case of severe use of the vehicle, FIG. 3 schematically and functionally illustrates an example of relations between states of a state machine implemented in a management device according to the invention, FIG. 4 schematically illustrates a first example of a timing diagram of modes of use of the energy storage means decided by a management method; according to the invention, following the connection of a vehicle to an external power source, and FIG. 5 diagrammatically illustrates a second example of a chronogram 30 of concatenation of modes of use of the energy storage means decided by a management method according to the invention, following the connection of a vehicle to an external power source.

The object of the invention is to propose a method, and an associated device, for managing the use of electrical energy storage means in a motor vehicle (s) electric (s). In what follows, it is considered, by way of non-limiting example, that the vehicle is automotive type. This is for example a car. But the invention is not limited to this type of vehicle. It concerns indeed any type of vehicle comprising at least one motor (or machine) electrical intended to ensure its movements and the supply of its electrical organs and associated with rechargeable electric energy storage means. Furthermore, it is considered in the following, by way of non-limiting example, that the vehicle is all-electric type and therefore it comprises at least one motor (or machine) of the electric type. But the invention also relates to hybrid vehicles (that is to say comprising a heat engine and at least one motor (or machine) electric). In addition, it is considered in the following, by way of non-limiting example, that the storage means (electrical energy) are arranged in the form of a multicellular battery. But the invention relates to any type of rechargeable electric energy storage means, including super-capacity. Note that in the example described below the battery can be of any technology (for example Li-ion, Ni-MH or Ni-Cd) and its cells (or modules) can be assembled (e) s physically in one or more sets, possibly located at different locations of the vehicle but connected together at least electrically, in series or in parallel possibly via a power converter (for example of the DC / DC type). It will also be noted that the vehicle has several phases of life: a driving phase, a parking phase in which it is not connected to an external power source, and a parking phase in which it is connected to a source external energy via a power cable or induction for reloading its storage means.

The management method according to the invention comprises two steps that can be implemented by a management device. The latter can be part of a computer embedded in the vehicle and dedicated to the management of energy storage means, or it can be itself in the form of a computer embedded in the vehicle. Therefore, this management device can be realized in the form of software modules (or computer or "software"), or a combination of electronic circuits (or "hardware") and software modules. In the first step of the method according to the invention, an overall damage factor of the storage means (in this case a battery) is estimated as a function of a running point of the latter, of at least one parameter of operating or environmental, and a target damage factor. For example, and as will be seen later in detail, each operating or environmental parameter can be chosen from at least: the internal temperature of the storage means which is provided by a sensor implanted therein, the temperature at the outside the vehicle which is provided by a sensor 20 on board the vehicle and in contact with the outside air, the temperature inside the passenger compartment of the vehicle which is provided by a sensor installed in the passenger compartment of this vehicle, the internal temperature (s) of the storage means, measured by appropriate means or estimated for example by a digital model integrated into the storage means management device; current state of charge (or SOC) storage means which is estimated according to parameters known to those skilled in the art, the current state of health (or SOH) storage means which is estimated according to parameters known to man of the art, the energy level (or SOE) stored by the storage means, the power available at the external power source to which the vehicle is connected, the amount of energy that is supplied by the means for storing at least one electrical element of the vehicle, or restored to the storage means from at least one electrical component of the vehicle (for example in the deceleration phase of the vehicle or energy recovery), the current flowing through the storage means, in the incoming or outgoing direction, the current mileage of the vehicle, - information which is representative of the distance remaining to be traveled before the vehicle arrives at a programmed or estimated destination, and which may be provided by a navigation aid application (for example GPS type), the type of zone in which the vehicle circulates (for example urban, peri-urban (peripheral) and extra-urban (departmental road or national highway), - current meteorological information that may be provided by a meteorological application, - forecast weather information that may be provided by a meteorological application, - a duration of activation of the storage means, which can be determined by the means for managing the storage means, - a time interval between two successive activations of the storage means, which can be chosen by the storage means management device, - a scheduled departure time by the driver via an onboard interface or not in the vehicle, - a departure time of the vehicle, estimated according to information that is representative of the driver's habits (such as for example a use of the vehicle only on weekends and public holidays or only on working days, or every day during summer or end of year holidays, or the driver has done so in the near past for a day or a period similar to the one in question), - a preferred time slot for drawing energy from the external power source. Similarly, and as will be seen below, the target damage factor can, for example, be determined according to a function, for example affine or polynomial or other, depending on the time and / or the mileage of the vehicle. . It will be noted that the determined damage factor can be defined between 0% and 100%, and is evaluated in real time in a global manner, that is to say, taking into account both the driving phases and the phases out of it. rolling. In the second step of the method according to the invention, a new operating point for the storage means is determined as a function of the overall damage factor estimated in the first step, of at least one parameter chosen which defines the usage. the vehicle and a desired mode of use of the storage means taking into account the current phase of life of the vehicle. For example, and as will be discussed later in detail, the desired mode of use can be determined automatically, separately or in combination, among at least: the prohibition of taking electrical energy from the power source external, the recharging of the storage means, the supply of electrical energy to at least one organ of the vehicle for a thermal pre-conditioning of the passenger compartment of the vehicle, the supply of electrical energy to at least one vehicle member for a thermal preconditioning of the storage means. Likewise, and as will be seen below in detail, each parameter defining the usual use of the vehicle may, for example, be chosen from at least: a so-called normal use corresponding to an aging of the storage means which is substantially identical to a predefined average aging, - a so-called mild use corresponding to an aging of the storage means which is less than the predefined average aging, and - a so-called severe use corresponding to an aging of the storage means which is greater than the predefined average aging .

The taking into account of a target damage factor and parameter (s) defining the usual use of the vehicle is intended to ensure as much as possible a service life of the storage means similar to that of the vehicle, whatever the driver profile. For example, in the case of mild uses for which the aging of the storage means is very slow, the management device can relax the constraints on the storage means, and thus move the operating point of the storage means. in order to make the constraints imposed on the storage means more severe, so that the latter make available to the organs of the vehicle more power and energy (for example via a depth of discharge (or DoD) and / or a level of SOE useful, superior to those in progress or by raising the target temperature of thermoregulation), at the expense of the aging of the storage means, which then becomes equivalent to that of the storage means of a vehicle subject to normal use (or "average"). This induces an aging of the storage means equivalent to that of storage means of an average driver, but at the same time, it provides increased autonomy in all-electric mode and / or improved motor performance (by increasing available electric power) and / or a reduction in fuel consumption (in the case of a hybrid vehicle), as shown in the diagram of FIG. 1. In a diagram having a range of 0% at 100%, the evolution of the damage factor storage means as a function of the lifetime (in hours, days, months or years) or vehicle mileage, the target damage factor is represented by a curve (for example by a straight line), representative of a variation of the damage of the storage means as a function of their lifetime or the mileage of the vehicle. The operating point representative of a little severe use of the storage means is located under this curve (for example this line), and is characterized for example by a state of functions and a low useful energy state, a thermal management ( for example in cooling) at a nominal level, an average outside ambient temperature, a quiet driving of the vehicle, few sequences (and / or short) while driving in all-electric mode (in the context of a hybrid vehicle). The traction chain management devices and the storage means are then moved upwards, in the graph of Figure 1, the operating point of the storage means. This displacement of the operating point of the storage means is achieved for example by providing the vehicle's electrical components, more power and energy and by moderating the thermal management of the storage means.

Conversely, in the case of severe uses for which the aging of storage means is rapid (for example because of a sporty driving and / or a number or a long duration of travel in all-weather mode). imposed electrical power, and / or a high outside temperature, and / or several recharges per day), the management device can move the operating point of the storage means so as to reduce the constraints applied to them, so that the latter provide the vehicle with less power and energy (for example via a lower discharge depth (or DoD) than the current one), in favor of the aging of the storage means, which then becomes temporarily equivalent to that of storage means of a vehicle under normal (or "average") use. Thus, the aging resulting from the storage means is reduced to a level equivalent to that associated with a moderately severe use of the vehicle in order to improve the durability of the storage means in compromise with and optimizing the performance and performance of the vehicle. This case is illustrated in the diagram of FIG. 2. As in the case of the diagram of FIG. 1, in the diagram of FIG. 2, the operating point representative of a severe use of the storage means is initially located above the curve (for example a straight line) representative of the target damage factor. This severe operating point is characterized for example by a high outdoor ambient temperature, several recharges per day storage means, all-electric driving imposed in number or duration, a sporty driving. This severe operating point then results, for example, in a moderate level of energy state and / or a maximum cooling of the storage means in view of the thermal losses associated with their solicitation. The traction chain management devices and storage means are then move to the right in the graph of Figure 2 the operating point of the storage means. This movement of the operating point of the storage means is achieved for example by reducing the allowable discharge depth range and / or by reducing the electrical power available to the vehicle's electrical components. This displacement of the operating point of the storage means thus has the particular interest of reducing the thermal losses. The thermal regulation level of the storage means is therefore reduced (by application of a nominal thermal regulation setpoint) or advantageously maintained at an identical or higher level, in order to lower the instantaneous temperature of the storage means and thus of help reduce their average temperature. Thus, such an overall energy optimization, executed autonomously and coupled to all the direct and indirect stresses subjected to the storage means and over their entire field of use (in rolling and out of rolling), generates benefits in terms of durability of the storage means, energy consumption (fossil and / or electric) and robustness, repeatability and availability of the performance of the vehicle. In particular, this energy optimization 30 is executed automatically and in real time, without direct intervention of the user, without leaving his hand to manage the parameters to change this compromise between performance, autonomy and durability. Indeed, this management is done internally by the management device according to the type of use of the user and forcing (upward or downward) the operating point of the storage means, or to preserve their duration life, to offer more benefits and performance. The average temperature of the storage means, on which their aging depends, is thus preserved during use in running the vehicle. As mentioned above, this phase of use in running the vehicle represents only 10% to 20% of the life of the vehicle. It is therefore particularly important to complete the management thus achieved of the temperature of the storage means in the use phase while driving the vehicle, by managing the temperature of the storage means during the phases of non-use of the vehicle whether or not it is connected to an external source of energy. The duration of these non-use phases of the vehicle makes it possible, if the management of the temperature of the storage means is carried out as described below, to strongly influence the mean temperature of the storage means over all of these phases. of life (rolling, parking with and without connection to an external energy source), and thus, as main input data energy optimization processes presented with reference to Figures 1 and 2, to reduce aging (In particular calendar) means of storage and / or to increase the services available at the level of the storage means (via in particular the state of useful energy, the depth of discharge, the electrical power). The decision to carry out a thermal management of the storage means according to the modes of use presented above (post-cooling, rest, refill, pre-thermal conditioning) is described below. It will be noted that this thermal management may be accompanied in certain cases by the thermal management of other vehicle components, such as, for example, the heat engine (in the case of a hybrid vehicle), the magazine of the storage means, or the 30 power electronics. In the following it is considered that each other thermal management is ensured, if necessary, at its nominal level. In all cases where the vehicle is not connected to an external energy source, the thermal management of the storage means is subject in particular to the energy levels remaining within these storage means (state of charge thresholds). or state of energy), at their temperature and at ambient temperature (temperature of the outside air or of the medium where the storage means are implanted).

It will be noted that each time the vehicle is connected to an external energy source, it is considered that the balance of the storage means is zero because all the energy that is necessary for the thermal management is then only taken from the source of the energy. external energy. It will also be noted that it is highly recommended for the driver to connect his vehicle as soon as possible to an external energy source in order, in particular, to make the most of the benefit conferred by the thermal management according to the invention. The entire process of energy optimization, provided by the management device and intended to offer a compromise between performance and autonomy offered by the storage means, and sustainability of these storage means, is automatically optimized by the management device without intervention of the driver, both in the driving phase and off-road phase (connected or disconnected), which allows either to preserve the storage means, or to offer more benefits to the driver.

Information on the driver's habits, such as the number of refills per day, the type of driving (normal, quiet or sporty), and the type of traffic lane (road, road or highway), and the aforementioned parameters can also be taken into account to adjust the conditions of use of the storage means to optimize for example its life in compromise with the available performance. Thus, an off-line post-cooling can be performed automatically at the immediate end of a solicitation phase, under initial conditions of the internal temperature of the storage means, the outside temperature, the temperature in the passenger compartment and the state of charge (or SOC) of the storage means, and under final conditions of the internal temperature of the storage means and / or the post-cooling time. More precisely, after a thermally demanding rolling phase for the energy storage means (or after a delay intended to overcome very short stops), it can be decided to cool these energy storage means when their internal temperature exceeds a predefined threshold. To do this, it is possible in particular to use a post-cooling method of the energy storage means described in one of the patent documents FR 1152839 and FR 1059499. It will be noted that the management device may nevertheless decide not to authorize it. this post-cooling means for storing energy in at least two situations. A first situation concerns the case where the low temperature outside the vehicle (or the environment surrounding the energy storage means) is such that the performance of the energy storage means at this temperature is reduced compared to their nominal level, in order to save the energy that must be devoted later to their warming, and in order to keep the energy storage means in temperature, as much as possible to provide their nominal performance at the next departure of the vehicle. Thus, the management device 20 decides not to cool the energy storage means, so as not to spend energy to do so (because it is considered that the natural convection, reinforced by a significant temperature difference between the energy storage means and their ambient environment, will do it alone), either to keep the internal temperature of energy storage means 25 as long as possible in a favorable range vis-à-vis the availability performance for the next use of the vehicle. A second situation concerns the case where the thermodynamic conditions of the heat transfer fluid which is responsible for thermoregulating the energy storage means are not favorable and / or the energy balance is unfavorable (for example because the consumption of energy would be lost for the mobility of the vehicle) and / or the realization of the post-cooling can constitute an inconvenience for the environment of the vehicle (for example because of noises perceived on the outside of the vehicle or in the passenger compartment or of a depression of the passenger compartment or the trunk). In these two situations, and taking into account the incentive for the driver to connect his vehicle as soon as possible to an external power source, the next connection will be preferably expected to achieve a thermal pre-conditioning energy storage means . The energy storage means may temporarily have high internal temperatures but, on the one hand, this will not induce any real impact on the life of the energy storage means, in proportion to the time spent at this high temperature, since the impact on their average internal temperature will be offset by the thermal conditioning in cooling coming soon the next connection, and, on the other hand, it will not induce a definitive impact on the availability and the the autonomy of the vehicle in all-electric mode because even if the energy storage means 15 are not available because of their high internal temperature, the energy that would have required their post-cooling will then be preserved to be devoted to ensure these availability and autonomy. In a rest phase, the storage means can also be automatically cooled in the event of failure of the latter. More precisely, in this phase, the energy storage means calculator analyzes the internal temperatures of the cells for security purposes (in particular to prevent thermal runaway) and for estimating aging. During this rest phase, the energy storage means calculator can therefore require the management device to cool the energy storage means if their internal temperature reaches a predefined safety threshold and until this temperature is reached. internal goes down below this predefined security threshold, possibly reduced by some hysteresis. When the vehicle is not connected to an external energy source, the only source of energy for effecting this cooling may, in certain cases, depend on the mode of thermal management chosen (for example the implementation of a electric refrigeration compressor), being only the means of storing energy themselves, which may no longer be available. In other cases, the cooling is available independently of the connection of the vehicle to the external power source and, for example, can be provided by an external air blower or air from the trunk or the passenger compartment of the vehicle, or of a heat-transfer fluid pump, provided that the state of charge of the associated energy storage means remains greater than a predetermined minimum threshold to guarantee the availability of the vehicle (such as, for example, a starting of the combustion engine in the case of a hybrid vehicle, or the minimum power supply of the vehicle's networks and calculators, or the availability of the on-board system). In any case, the cooling of the energy storage means is automatically controlled by the management device when the internal temperature of the energy storage means reaches a predefined safety threshold and when certain conditions are satisfied (for example connection or not to an external power source, sufficient state of charge of the energy storage means). A thermal preconditioning of the storage means can be carried out automatically as long as the vehicle is connected to the external energy source, possibly in synergy with other operations, such as, for example, the recharging of the storage means or the pre-treatment. thermal conditioning of the passenger compartment. The purpose of this thermal pre-conditioning energy storage means is to take advantage of the connection to the external power source to cool or reheat if necessary and judicious. In particular, it can be realized as soon as it is connected to the external energy source (or after a delay), in order to increase or preserve the life of the storage means by lowering the internal temperature by a reduced energy expenditure. It can also be done before the departure of the driver (eg at a scheduled or estimated time, depending on the day 30 concerned (weekend, working day, holiday) or the period concerned (summer or end of holidays leave). year), or because of driver programming in the near past for a similar day or period), by cooling or heating the energy storage means to within their optimum internal temperature range to guarantee increased availability in all-electric mode for a future electric taxi phase and to overcome the need, during taxiing, to thermoregulate the energy storage means, in order to devote all available energy to the mobility of the vehicle and / or thermal comfort in the cabin. Thermal pre-conditioning by reheating of the energy storage means makes it possible to satisfy an availability of the all-electric mode by cold external temperatures, below -5 ° C to -10 ° C, 1 o with energy levels. and nominal power and an autonomy close to the nominal level if the passenger compartment has also been pre-conditioned. Thermal pre-conditioning by cooling of the energy storage means makes it possible to preserve or increase the service life of the energy storage means, and to offer an availability for a start in an all-electric mode by a temperature. hot outside, for example beyond + 25 ° C, and increased autonomy in all-electric mode since the thermoregulation of the energy storage means will not be active during the time they will increase temperature and so energy will be saved in the means of energy storage. Preferably, this thermal pre-conditioning is only accessible once the vehicle has been connected to an external energy source, in order to optimize the energy balance and not to harm the mobility offered by the device. energy restored by the energy storage means when they are recharged. The thermal preconditioning (depending on the case, in cooling or reheating) of the energy storage means can be applied after a delay of at most a few minutes after the actual connection of the vehicle to the source. external energy and on initial temperature conditions of the energy storage means and the external temperature (or the environment surrounding the energy storage means). This thermal pre-conditioning is completed as soon as the internal temperature of the energy storage means has reached a chosen target temperature, which is a function, in particular, of the outside temperature and the limitations generated by the thermochemistry used (for example 10 °). C at 20 ° C for a high outside temperature, or 15 ° C to 25 ° C for a low outside temperature).

According to the temperature management mode chosen by the management device for thermo-regulating the energy storage means, and according to the level of energy available at the external energy source, the thermal preconditioning of the means energy storage can be done simultaneously with that of the cabin, in synergy with it (low energy cost 1 o, exploitation of calories or residual frigories of the air of the passenger compartment or the trunk) either before it, but preferably never after that of the passenger compartment so as not to degrade, by a possible interaction with the heating / air conditioning system or by heat exchanges with the outside environment, the temperature set in the cabin during its pre-conditioning phase. A thermal pre-conditioning of the cabin can be carried out automatically in an optimized manner, possibly in synergy with another mode of use. Such pre-thermal conditioning may for example be decided before the departure of the vehicle when the outside temperature is cold (for example less than 10 ° C) or hot (for example greater than 25 ° C), taking advantage of the source of external energy. The driver thus integrates his vehicle into an already tempered passenger compartment and the energy present in the energy storage means is then solely devoted to the displacement of the vehicle and the maintenance of a chosen temperature in the passenger compartment (which is very less energy intensive). The priority given to the pre-thermal conditioning of the passenger compartment, launched immediately or deferred, can be defined according to the level of energy available and taken from the external energy source and the time available for the transmission. achieve. According to the thermoregulation mode selected energy storage means and given their mass and thermal capacity, the thermal pre-conditioning of the cabin can be achieved: - immediately following the recharge of the means of energy storage, if the time between the departure of the vehicle from its connection to the external power source is sufficient, or just before the departure of the driver, the thermal preconditioning as described above storage means of energy being achieved just before that of the passenger compartment, or - simultaneously, instead of the thermal preconditioning of the energy storage means and the passenger compartment are juxtaposed, identifying the possible synergies allowed between these two pre- conditioning, depending on the thermoregulation mode used energy storage means (for example if it is provided by the passenger compartment air or the preconditioned chest, or by operation of the refrigerant circuit in a heat pump), at a low energy cost (for example by activating an air blower and exploiting the frigories or residual calories of the cabin air or the trunk still available before their evacuation to the outside ). A recharge of the storage means can be performed either automatically and immediately in the absence of programming or programmed (the time of waking and startup of the various operations is then estimated in particular according to the departure time of the driver and / or state of charge (or SOC) storage means and / or the opportunity to benefit from off-peak hours and / or the need to perform thermal management storage means before their recharging and / or the need to perform a thermal preconditioning of the storage means and / or the cabin of the vehicle). It will be noted that this recharge can be slow or fast, depending on the level of power injected from the external energy source into the energy storage means, or programmed or immediate.

A slow recharge results from a low power injected into the energy storage means. A fast recharge can be performed if the power injected into the energy storage means is high (for example up to 30 to 40 kW), which generally allows a return of the major part of the useful energy stored in the cells. energy storage means in 15 to 30 minutes. A scheduled recharge requires that the driver has entered his departure time and / or a preferred charging schedule, slow or fast depending on the nature of the connection. An immediate, slow or fast recharge starts immediately after the connection (and at the latest at the end of a delay) in the absence of programming and if predefined conditions are fulfilled.

It will be noted that when charging is programmed, the control computer of the energy storage means can calculate the time of waking up and starting of the various operations, in particular according to a possible departure time of the driver, and / or the state of charge of the energy storage means, and / or the opportunity to benefit from off-peak hours, and / or the need to control the internal temperature of the energy storage means before the recharging, and / or the need to perform a thermal preconditioning of the energy storage means and / or the passenger compartment of the vehicle. The energy storage means need to be thermo-regulated - before recharging, cooling or heating, in order to put the heat storage means thermally in condition to allow charging, for example if it requires that the temperature of the energy storage means be within a certain range and if recharging at too high a power and at a temperature too low or too high would be damaging. The thermoregulation of the energy storage means is then performed according to activation and deactivation temperature thresholds chosen so that a new thermoregulation is no longer necessary, in order to optimize the charging time, or - during recharging , in cooling, in order to optimize the duration of the recharging and not to exceed the upper temperature limits of the energy storage means with respect to their reliability and their lifetime, or - after recharging , cooling or heating. The thermoregulation of the energy storage means is then carried out according to set activation and deactivation temperature thresholds in order to maximize, for a taxi immediately following the recharging, the availability, the performances of the storage means of energy and autonomy in all-electric driving by pushing the need to cool the energy storage means while driving. 1 o Before a slow recharge, if the temperature of the energy storage means is greater than a threshold (for example 35 to 40 ° C), then a cooling is operated until the temperature of the storage means of energy goes down below another threshold (e.g. 30 ° C) which is such that cooling during recharging is not necessary, in order to optimize recharge time. Similarly, if the temperature of the energy storage means is lower than a third threshold (from -40 ° C. to 10 ° C.), heating of the energy storage means is carried out until their temperature reaches another threshold (e.g. 10 ° C to 20 ° C) which is such that cooling or reheating of the energy storage means 20 during charging is not necessary. Before a fast recharge, the higher power injected into the energy storage means may require reheating (respectively cooling), if their temperature is lower (respectively higher) than a certain threshold, to maximize their charge current acceptance. and / or their availability. Due to the thermal management previously carried out, a new control of the temperature of the energy storage means during their slow recharge is in principle not necessary. On the other hand, during their fast recharge, cooling of the energy storage means is preferably activated either between two activation and deactivation temperature thresholds (set so as to optimize the charging time), or continuously, as soon as another temperature threshold of the energy storage means is reached, in particular according to the evolution of their temperature and the level of energy injected into the energy storage means from the external energy source. The temperature control of the energy storage means can also be justified at the end of their slow or fast recharge, to ensure the availability for a pure electric driving immediately after recharging, and to have the longest possible autonomy. If the temperature of the energy storage means is, at the immediate end of their recharge, greater than a first threshold (for example 35 ° C to 40 ° C) or lower than another threshold (in a range of -40 At 0 ° C), then cooling or heating is respectively performed until the temperature of the energy storage means is in a range of 10 ° C to 20 ° C, sufficiently low to maximize the availability and autonomy of a pure electric running and for a cooling of the energy storage means during the next rolling 15 takes place as late as possible to maximize the autonomy, but still sufficiently high for that the energy storage means are in their optimum temperature range vis-à-vis the deliverable electrical power. However, and depending on their location in the vehicle 20 (under the vehicle body, under the bonnet, in the trunk or in the passenger compartment), the cooling of the energy storage means after refilling is not systematic. Thus, by low ambient or external temperatures, the absence of cooling is justified in order to keep the energy storage means in temperature, as much as possible to provide their nominal performances. Thus, on the condition of the temperature of the energy storage means can be added, as a condition for cooling the energy storage means after recharging, a condition on the outside or ambient temperature, such as a lower value. at a threshold inhibits cooling. Depending on the mode chosen to control the temperature of the energy storage means before, during and / or after recharging, this has different impacts on the recharge time, between, for example, a significant power consumption from the external power source, however, for a short time (the availability of power from the external power source to recharge the energy storage means, lower the temperature thereof and ensure the thermal management of the rest of the power train must be monitored, in particular not to lengthen the duration of recharging), and a reduced power for a long time and energy consumed in this respect finally greater than that of the first case. The implementation of the control of the internal temperature of the means 1 o of energy storage by the management device can be performed by a state machine that includes the latter, at least when the vehicle is connected to a source of energy. external energy. This state machine can be adapted to be placed in a state chosen from at least the six states described below. In a first so-called rest state, the control of the internal temperature of the storage means is prohibited by the management device and the authorization windows are closed by the management device. In a second state said inactive, the management device opens an authorization window for a desired mode of use and, if appropriate, issues a request for checking the internal temperature of the storage means subsequent to the detection of at least a thermal condition in the desired mode of use. It is in this inactive state that the need to control the internal temperature of the energy storage means is determined. In a third so-called waiting state, the management device registers the authorization and the request for monitoring the internal temperature of the storage means while waiting for power-off authorizations from the energy source. external (such as a compliant power supply provided by the external power source, the immobilized vehicle, the first 30 diagnoses made and positive). In a fourth transitional state known as activation, the management device allows access to the electric power that is offered by the external power source but with a zero electrical power setpoint, and the management device performs the latest diagnostics. (not previously achievable without power-on at zero current) power-off authorization selected.

In a fifth so-called active state, the management device controls the internal temperature of the storage means, and takes energy from the external energy source in order to transmit it to selected electrical components of the vehicle. In a sixth transitional state known as deactivation, the management device cuts off access to the electric power that is offered by the external power source, in order to put the vehicle in an optimal electrical safety state. Figure 3 schematically and functionally illustrates an example of transitions between the six states of a state machine.

The state machine is initially in the idle state and goes into the idle state (arrow F1). This passage is done either when, the vehicle being connected to the external energy source, a beginning of storage has been identified (for example at the end of the recharge or when the connection of the vehicle to the source of external energy with programmed recharging of the energy storage means), either at the initialization of the recharging process of the energy storage means, or again in advance if a future driving phase is identified. (eg X minutes before a scheduled start time). The automaton can either return from the idle state to the idle state (arrow F2) if the vehicle is disconnected from the external energy source or if there is no need to control the internal temperature of the storage means. energy, or to go from the inactive state to the waiting state (arrow F3) if it is considered necessary to control the internal temperature of the energy storage means.

The controller can either go from the standby state to the activation state (arrow F4) if the vehicle is secured, if the vehicle is properly connected to a compliant external power source, and if the first safety diagnoses and those of the electrical components concerned are positive, either return to the idle state (arrow F5) if the vehicle is disconnected from the external energy source, or if one of the safety or organ diagnostics concerned is negative, or if the state machine has been in the waiting state for more than a certain time (for example 30 minutes), or if the state of charge of the energy storage means (of servitude) is less than a predefined level and that at least one of the conditions allowing the PLC to enter the activation state is no longer fulfilled, or if the control computer of the storage means energy forces the return to the state of rest by not allowing the performance of the function. The automaton can either go from the activation state to the active state (arrow F6) if all the organs contributing to the control of the internal temperature of the energy storage means are ready to transfer energy from the external source of energy, if all the diagnoses of the organs participating in the function concerned are positive, and if all the security diagnoses concerned are positive. The automaton can either go from the activation state to the deactivation state (arrow F7) or switch from the active state to the deactivation state (arrow F8), in both cases in temporary interruption. , if the vehicle is no longer secured in a secure manner or if the external energy source is no longer considered to be compliant, or if a temporary problem is identified by the diagnostic functions among the members participating in the connection to the external source of energy. The PLC can either go from the activation state to the deactivation state (arrow F7), or go from the active state to the deactivation state (arrow F8), in both cases in permanent interruption, if the vehicle is no longer connected to the external energy source or if a shock is detected, or if a definitive defect is detected within the electrical components (beams, computers, components realizing the effective control of the temperature of the means storage), or if at least one safety diagnosis is negative, or if the supervisor forces the deactivation by not allowing the performance of the function, or if the temperature of the energy storage means, at the end of its control by the management device, is in the desired range.

The controller can either go from the deactivation state to the standby state (arrow F9) if it entered the deactivation state on a temporary interruption condition, or switch from the deactivation state in the idle state (arrow F10) if it had entered the deactivation state on a permanent interruption condition, in both cases when the deactivation of the bodies concerned by the thermo-regulation of the storage means of energy is over. The need to control the temperature of the storage means is determined in the "idle" state. However, this need may change while the controller is in other states. Thus, certain phases of life (recharging, cabin temperature preconditioning) can be implemented in a deferred or immediate manner. In the second case, they may therefore appear while a temperature control of the storage means is in progress, for example in the cooling phase after recharging or in phase of their thermal preconditioning for storage or rolling to come up. In this case, the temperature control of the storage means is stopped, and priority is given to the recharging of the storage means, and then to the thermal preconditioning of the passenger compartment. It should be noted that for security reasons (risk of aggravated short-circuiting or electrocution) and not to over-request the components, computers and networks concerned, the authorizations that are given by the management device to ensure the control of the internal temperature of the energy storage means is preferably limited in time. The temporal limitations are different according to the nature of the need to be satisfied and are of effective duration. They are thus frozen if the state machine goes into the waiting state. FIG. 4 schematically represents a first nonlimiting example of a sequence of modes of use of the storage means (rest, post-cooling, recharging, cabin temperature preconditioning and / or thermal pre-conditioning of the storage means). ). It is considered in this example that the vehicle is by default connected to an external power source until the departure of the vehicle, but that the interruption of a mode of use can occur at any time, for example because of the disconnection of the external power source. As mentioned above, the cooling of the other electric and electronic components of the drive train will be implemented if necessary so that each functionality of the temperature control of the energy storage means is ensured at its nominal level while optimizing the energy consumption to do this. Thus the powers consumed for this purpose by the different networks and computers partially or fully active, are not here explicitly distinguished but are well integrated into the total power allocation made available from the external power source. Furthermore, it should be noted that in all the modes of use, it is self-adapting to the power or energy available at the external energy source and the various actions to be carried out and consequently the priorities. For this purpose, the external energy source preferably informs the management device, by means of a message, of the maximum energy level that can be taken from it. This maximum energy level can then be optionally lowered or bridged. The management device therefore knows at each moment the energy or the maximum power available and the energy or power consumed, and therefore by deduction the energy or power available at any time for each new function. Consequently, when the energy or the power made available at the external energy source decreases temporarily or durably, we translate the line (in dotted lines) which materializes the energy or the maximum power towards the decreasing ordinates and the actions at a lower ordinate than the one associated with the new position of the line can take precedence and therefore only the actions that are at an ordinate higher than that associated with the new position of the line are impacted. In a first variant, the least priority action can be shifted in time. In a second variant, one can keep each power ratio while performing a homothétie of the total power consumed in proportion to the maximum available power. Thus, in its processes of self-adaptation to the energy or power available at the external energy source and decision actions to achieve and possibly to prioritize, the management device can determine first, as a function, for example, of the temperature of the energy storage means and of the outside temperature, a first indispensable level of power to be taken from the external energy source, 1o in particular to ensure the cooling of the electrical and electronic components involved in the nominal embodiment of each thermoregulation functionality of the storage means. The management device can then decide on the prioritization to be arbitrated between each thermoregulation function, as a function of additional information such as, in particular, the state of charge of the storage means, the scheduled or estimated departure time. If this first level of indispensable power is not available at the external power source, the various tasks planned can not be realized. For example, the management device may then decide not to perform any of the actions expected, even the actual recharging of the energy storage means, if the reliability of the electrical and electronic devices involved is compromised. If the power available at the external power source is greater than the first required level, but less than the nominal power required, not all of the intended tasks can be performed in a nominal fashion and a prioritization can be implemented. by the management device. Thus, the recharging of the energy storage means takes precedence over the thermal preconditioning of the passenger compartment or energy storage means, which can, depending on the power value actually available, be delayed or not take place . On the other hand, the supposed rapid recharge of the energy storage means can be carried out according to the so-called slow process or the so-called slow recharge may take longer than expected, depending on the level of power allocated. If the power available at the external power source is greater than both the first level required and the nominal power required by the various tasks to be fulfilled, these are performed in a nominal manner according to the chronograms detailed below. . The various evaluations mentioned above are preferably carried out continuously during the entire duration of the power draw at the external energy source, in order to be able to adapt the current arbitration in real time to any change in situation. However, although 1 o non-preferential, a periodic assessment of the situation (regardless of periodicity, fixed or variable) may be considered. Thus, a task of a low degree of priority may, while it is in progress, be for example stopped or suspended automatically by the management device if it identifies that a higher priority action, initially planned following it, 15 must be performed as soon as the management device identifies an immediate and sufficiently significant decrease in the power available to the external energy source. Conversely, this prioritization may, in the event of a return to a nominal situation (for example if the power available to the external energy source becomes greater than necessary), be maintained in order to continue the action until its end. in progress, or preferentially interrupted to perform the actions planned in the previously established order (for example according to the chronograms described below) before this prioritization. The first example of a timing diagram illustrated in FIG. 4 corresponds to the case where the vehicle is connected to an external energy source and the recharging of its energy storage means has been programmed with a juxtaposition of the charging and charging functions. preconditioning. As illustrated, as soon as the vehicle is connected to the external power source, the thermal preconditioning of the energy storage means is implemented immediately or after a first delay if their initial internal temperature and the temperature of their environment requires it. The end of the thermal pre-conditioning of the energy storage means is done as soon as their internal temperature reaches (by higher values in case of cooling or by lower values in case of reheating) a predefined temperature threshold or at the end of a second time delay (for example, 20 to 30 minutes), whichever comes first. The power allocated to this preconditioning is defined so as to minimize its duration and to maximize its efficiency. Once completed, the state machine of the management device switches to the idle state and therefore the thermoregulation of the energy storage means takes place as described above (in the part concerning the state of rest). By reference, no control of the temperature of the energy storage means is required. If during this rest phase the temperature of the energy storage means exceeds or falls below a threshold, then a new phase of thermal preconditioning can be implemented again, and stopped under the same conditions as above, or if the recharging of energy storage means, priority, starts. Thanks to this thermal preconditioning of energy storage means, one is sure not to have to thermoregulate again just before recharging. The recharging of the energy storage means is then initiated.

The thermoregulation of the energy storage means during and / or just after recharging takes place as described above: in particular, the thermal management of the energy storage means ends at the first of the expired terms as soon as their temperature reaches (by higher values when cooling or by lower values when reheating) a preset temperature threshold or at the end of another time delay. At the end of this thermoregulation, the state machine of the management device switches to the idle state. The thermal pre-conditioning of the passenger compartment is then triggered for the necessary time and sufficiently before the scheduled or estimated departure time to guarantee a thermal environment having converged towards the desired set point at time H, by integrating a necessary pre-ventilation phase of the cabin to homogenize the temperatures and refresh the associated temperature sensor. This thermal pre-conditioning is preferably maintained until the actual disconnection of the vehicle or prolonged for a predefined period (for example equal to 15 minutes). Just before this thermal pre-conditioning of the passenger compartment (or at the same time if the power supplied by the external energy source is sufficient), a new thermal preconditioning of the energy storage means may possibly take place, according to their internal temperature and the temperature of their environment, in order to optimize energetically the next rolling phase. A second example of a timing diagram, illustrated in FIG. 5, corresponds to the case where the recharging of the energy storage means takes place immediately after the connection of the vehicle to an external energy source and other actions (or functions). are performed in parallel. As illustrated, the priority here is given to the recharging of the energy storage means. This recharge is therefore performed as soon as possible and as quickly as possible, as soon as the tests and diagnostics allow it. A first level of thermo-regulation (in reheating or cooling) energy storage means is possibly performed before recharging. The thermo-regulation of the energy storage means is carried out as described above (in the part relating to recharging) with another delay so as not to defer the actual recharging of the energy storage means. Depending on the energy level actually stored in the energy storage means, it will be possible here to decide not to thermoregulate these during charging if it does not impact their current acceptance, reliability and lifetime, so to give priority to the actual charging without impacting the duration. If the power injected into the energy storage means requires it, then their thermoregulation (for example cooling) is implemented. The thermoregulation in thermal preconditioning of the energy storage means is then, for the same reasons and under the same conditions as above, carried out, if necessary, during the finalization of the recharging of the energy storage means, in synergy with their possible thermoregulation during their recharge. At the end of this thermoregulation, the state machine of the management device switches to the idle state. It should be noted that it is assumed in this second example that a thermal preconditioning of the passenger compartment has been programmed and that there is time to achieve it at the same time as possibly a new thermal pre-conditioning of the means. energy storage. If the power available from the external energy source is insufficient, the thermal preconditioning of the energy storage means and the passenger compartment are made in accordance with the first example of FIG. 4 (the second being then realized after the first). In these cases, these thermal preconditioning can be activated sufficiently long before the programmed time H, in proportion to the distribution of the total power available between these two activities, and stopped independently of one another; when one is completed, all of the power provided by the external power source is then dedicated to the other preconditioning.

The average temperature of the energy storage means is an important input to the aging estimation process and the determination of the current damage factor. Controlling the temperature of the energy storage means during the phases of non-use of the vehicle (parking, vehicle preferentially connected - but not necessarily only - to an external energy source) makes it possible to maintain the energy storage means in an optimal thermal range with regard to their lifetime and their availability of nominal performance. Given the weight of these phases in the total life of the vehicle, this method of controlling the temperature of the storage means during the phases of non-use of the vehicle has a very beneficial impact on the average temperature of the storage means of the vehicle. 'energy. Therefore, this method makes it possible to adjust the operating point of the energy storage means to optimize the performance provided to the drive train and to the vehicle, in compromise optimized with the aging of the storage means. The invention offers several other advantages, among which: automation without direct intervention of the driver, securing the automatic operation of the external power source to which the vehicle is connected and minimizing the stresses attached to the power supply profiles. mission of the bodies, networks and calculators of the vehicle which are involved in the thermoregulation of energy storage means, - self-adaptation to the power available at the external energy source, which makes it possible to manage priorities between different modes of use of the energy storage means, the best accessible energy synthesis taking into account the nature of the external energy source and the mode chosen to thermoregulate the energy storage means, generating the maximum of synergies (thermal and energy) between different life situations, and - a reduction in energy storage costs ie because of their reduced aging allowing, for the same level of performances at the end of life, to reduce the number of their cells or to offer more benefits.

Claims (10)

REVENDICATIONS1. A method of managing the use of electrical energy storage means of a motor vehicle (s) electric (s), characterized in that it comprises a step in which an overall damage factor of said means is estimated storage according to a current operating point thereof, at least one operating or environmental parameter, and a target damage factor, and a step in which a new operation for said storage means as a function of said estimated overall damage factor, of at least one selected parameter defining the usual use of said vehicle and a desired mode of use of said storage means in view of a phase of current life of said vehicle. 15 2. Method according to claim 1, characterized in that said desired mode of use is automatically determined in a group comprising at least a prohibition to take electrical energy, a recharge, a supply of electrical energy for a pre- thermal conditioning of a passenger compartment of the vehicle, and an electrical power supply 20 for thermal pre-conditioning of said storage means. 3. Method according to one of claims 1 and 2, characterized in that each parameter defining the usual use of the vehicle is selected from a group comprising at least one so-called normal use corresponding to an aging of said storage means substantially identical to a Predefined mean aging, a so-called mild use corresponding to an aging of said storage means less than said predefined average aging and a so-called severe use corresponding to an aging of said storage means greater than said predefined average aging. 30 4. Method according to one of claims 1 to 3, characterized in that each operating or environmental parameter is selected from a group comprising at least one internal temperature of said storage means, a temperature outside said vehicle, a temperature inside said vehicle, a state of charge of said storage means, a state of health of said storage means, a level of energy stored by said storage means, an available power at an external power source, a quantity of energy supplied by said storage means to at least one electric member of said vehicle, a current flowing through said storage means, a running mileage of said vehicle, information representative of a distance remaining to be traveled before a programmed destination or estimated, a type of zone in which said vehicle circulates, current weather information, weather information predictive logic, a duration of activation of said storage means, a time interval between two successive activations of said storage means, a departure time programmed by the driver, an estimated departure time based on information representative of habits of said driver, and a preferable time slot for taking energy from said external power source. 5. Method according to one of claims 1 to 4, characterized in that said target damage factor is determined according to an affine or polynomial function of the time and / or mileage of said vehicle. 6. Method according to one of claims 1 to 5, characterized in that said life phases are selected from a group comprising rolling, parking without connection to an external power source and parking with connection to a source of electricity. external energy. 7. Method according to one of claims 1 to 6, characterized in that one controls the internal temperature of said storage means by means of a state machine adapted to be placed in a state selected from a state called rest in which the control of the internal temperature of said storage means is prohibited, a so-called inactive state in which a request for control of the internal temperature of said storage means is allowed, subsequent to the detection of at least one thermal condition in said mode of desired use, a so-called waiting state in which said authorization is registered and the request for controlling the internal temperature of said storage means while waiting for power-off authorizations from said external energy source a so-called transient state of activation in which access to the electrical power provided by said external power source is allowed, but with a setpoint of then electrical power supply is zero and the last power sampling authorization diagnoses chosen, an active state in which the internal temperature of said storage means is controlled and energy is withdrawn from said external energy source in order to transmitting it to selected electrical components of said vehicle, and a so-called transient state of deactivation in which access to the electrical power provided by said external power source is cut off in order to put said vehicle in an optimum electrical safety state. 8. Device for managing the use of electrical energy storage means of a motor vehicle (s) electrical (s), characterized in that it is arranged to estimate an overall damage factor of said means of storage according to a current operating point thereof, at least one operating or environmental parameter, and a target damage factor, and to determine a new operating point for said storage means function of said estimated overall damage factor, of at least one selected parameter defining the usual use of said vehicle and a desired mode of use of said storage means taking into account a current phase of life of said vehicle. 9. Vehicle with electric motor (s), characterized in that it comprises a management device according to claim 8. 10. Vehicle according to claim 9, characterized in that it is automotive type.