FR3033463A1 - CALCULATOR AND METHOD FOR MANAGING AN ELECTRICAL EQUIPMENT OF A MOTOR VEHICLE - Google Patents

Abstract

The present invention relates to a computer (20) for managing an electrical equipment (30) of a motor vehicle (10), said computer (20) being configured to control the stopping of the electrical power supply of said electrical equipment (30) via a switch (50), said computer (20) comprising a receiving module (210) configured to receive a stop request signal from the electrical equipment (30), a module (220) of start configured to start a timer for a predetermined time interval, and an opening module (230) configured to open the switch (50) at the end of the predetermined time interval.

Description

The present invention relates to the field of management of electrical equipment of a motor vehicle and more particularly relates to a computer and a method for managing an electrical equipment of a motor vehicle. In known manner, a motor vehicle comprises a plurality of electrical equipment performing various functions. This equipment may, for example, be a fuel injection system in the cylinders of a gasoline engine, a charging system of the electric motor power supply battery of an electric motor, a preheating system of an engine, for example of diesel type or "flex fuel", etc.

This equipment is managed by one or more computers such as, for example, an electronic control unit, "Electronic Control Unit" or ECU in English. In order to interrupt the operation of one or more of these electrical equipment, the computer receives a stop signal, for example when the electrical contact is cut off by the ignition key, and then interrupts the supply of electrical energy to the electrical equipment. Such an interruption, however, has disadvantages. Thus, for example, in the case of a fuel injection system in the cylinders of a gasoline engine, the breaking of the contact by the ignition key causes the immediate interruption of the power supply of the coils. ignition. However, such an interruption maintains a residual fraction of gasoline under pressure which can then pass through the injectors into the combustion chambers of the engine cylinders. When the engine is restarted, this fraction of unburned gasoline can escape from the engine, which proves to be a significant pollutant and therefore has a major drawback. A second example relates to an electric motor vehicle comprising an electric power supply battery of said motor and a power charger. When recharging the battery, connected to the electrical network of the vehicle by electrical relays, the charger supplies the battery and electrical equipment of the vehicle. When the battery is charged, the charger no longer supplies the battery, and the electrical equipment and electrical equipment are then fed only by the battery via the electrical relays. However, these relays must be open when the vehicle is not used for reasons of electrical safety, the opening of the relays is controlled while a supply current of electrical equipment passes through them, which can damage the relay and therefore has a significant disadvantage. A third example relates to a motor vehicle comprising an engine requiring preheating such as, for example a diesel type engine or "flex fuel". In this case, in order to proceed with a quick start of the engine, it is known to trigger a preheating when a user is detected near the vehicle 5 while waiting for the command to start the engine by the user. However, it is possible that the user is detected without starting the engine later, while the preheating system is electrically powered. In doing so, residual electricity can circulate in the electrical circuits of the vehicle, thereby causing a discharge of the electric vehicle power supply battery, which has a significant disadvantage. The invention therefore aims to solve at least in part these disadvantages by providing a simple, effective and reliable management of electrical equipment of a motor vehicle including stopping non-polluting and / or secure manner.

To this end, the invention firstly relates to a management computer of an electrical equipment of a motor vehicle, said computer being configured to control the stopping of the electrical power supply of said electrical equipment via the least one switch, characterized in that said computer comprises: - a reception module configured to receive a stop request signal from the electrical equipment, - a start module configured to start a timer for a predetermined time interval, upon receipt of the stop request signal from the electrical equipment, so that the electrical equipment is supplied with electrical power during said predetermined time interval, and - at least one opening module configured to open the switch at the end of the predetermined time interval in order to interrupt the supply of electrical energy to the electrical equipment. With the computer according to the invention, it is possible to shift the stop of an electrical equipment of the stop command of said equipment through the time delay.

This offset thus makes it possible to stop the electrical equipment in a secure and / or non-polluting manner while guaranteeing the shutdown of said equipment in fine thanks to the opening module of the switch. Preferably, the opening module is configured to open the switch at the end of a time interval whose duration is less than 1000 ms, such a time interval being thus substantially imperceptible by the user. Advantageously, the switch comprises an electrical connector and an induction coil arranged opposite said electrical connector, said electrical connector being configured to electrically connect a battery for supplying the vehicle to the electrical equipment when the induction coil is energized. and for electrically separating said vehicle power battery from the electrical equipment when the induction coil is not electrically powered. Such electrical separation between the battery and the electrical equipment thus makes it possible to stop supply of said equipment by said battery in a secure manner. Preferably, the computer comprises a first opening module configured to open the electrical circuit at a first terminal of the induction coil and a second opening module configured to open the electrical circuit 10 at a second terminal of the induction coil, different from the first terminal. Thus, the opening of the switch is secured thanks to the possibility of opening the circuit at both terminals of the induction coil. Advantageously, the stop request signal is a variation of an input voltage of the computer, preferably a reset of the voltage supplied by the vehicle battery. Thus, such a stop request signal can be the breaking of the vehicle contact, stopping the charging of the battery, etc. The invention also relates to a motor vehicle comprising at least one electrical equipment, at least one electric power supply battery of said electrical equipment, at least one switch, arranged between said battery pack and said electrical equipment, and at least one computer as described above and configured to control said switch. In a first embodiment, the motor vehicle comprising a direct injection gasoline engine, the electrical equipment is a fuel ignition system of said gasoline engine, preferably, said ignition system comprising at least one coil ignition source supplied with electrical energy by the battery to generate a spark causing combustion of the engine fuel. Thus, the stopping of the engine is shifted with respect to the stopping control of the engine in order to reduce the fuel pressure in the common rail by burning the fuel present in the common rail, which reduces fuel leakage in the the 30 combustion chambers of the engine. In a second embodiment, the motor vehicle comprising a heat engine, preferably diesel type or "flex fuel", the electrical equipment is a preheating system of said engine. Thus, the preheating of the engine is stopped when no user has started the engine of the vehicle after said predetermined time, which preserves the battery. In a third embodiment, the motor vehicle comprising an electric motor, the receiving module receives a stop request signal from said electrical equipment at the end of recharging the battery. Thus, the battery relays can be opened when no power current of an electrical equipment passes through them, which preserves the battery relays. The invention also aims at a method of managing an electrical equipment 5 of a motor vehicle, said motor vehicle comprising at least one electric power supply battery of said electrical equipment, at least one switch, arranged between said battery pack power supply and said electrical equipment, and at least one computer according to the invention configured to control said switch, said method, implemented by said computer, being characterized in that it comprises the following 10 steps: a reception step a request signal for stopping the electrical equipment, - a step of starting a timer for a predetermined time interval, upon receipt of the stop request signal from the electrical equipment, so that the electrical equipment is supplied with electrical energy during said predetermined time interval, and - a step of opening the switch at the end of said predetermined time interval in order to interrupt the supply of electrical energy to the electrical equipment.

With the method according to the invention, the stopping of the electrical equipment is shifted from the stop command of said electrical equipment thanks to the time delay which is started on receipt of a stop command of the equipment and during which, the equipment is supplied with electrical energy. Advantageously, the switch comprises an electrical connector and an induction coil disposed opposite said electrical connector, the step of opening the switch comprises a sub-step of cutting off the supply of said induction coil in order to guarantee the opening of the switch and thus secure the stopping of the electrical power supply of the electrical equipment. Preferably, the duration of the predetermined time interval is less than 1000 ms. This method is for example applicable to the management of a ignition coil system of a motor vehicle when stopping the engine of said vehicle to interrupt the power supply of the ignition coil system, managing a motor vehicle engine preheating system in order to interrupt the electrical power supply of the engine preheating system, to manage electrical equipment of an electric vehicle in order to interrupt the supply of electrical energy to the electrical equipment.

Further features and advantages of the invention will become apparent from the following description with reference to the accompanying figures given by way of non-limiting examples and in which like references are given to similar objects. FIGS. 1 and 2 schematically represent two embodiments of a management computer according to the invention; FIG. 3 schematically represents a motor vehicle comprising a gasoline engine, and FIG. 4 schematically represents an embodiment of the invention. of the process according to the invention. In what follows, it is presented the management by a computer of one or more electrical equipment of a motor vehicle. It should be noted that such an application is not limiting of the scope of the present invention which can be applied to any type of vehicle.

With reference to FIGS. 1 and 2, the motor vehicle 10 comprises a computer 20 for managing at least one electrical equipment 30 of said motor vehicle 10, a battery 40 for supplying electrical energy to said electrical equipment 30 and a switch 50 placed between said battery 40 and said electrical equipment 30.

In each embodiment described below, only electrical equipment has been shown, but it goes without saying that the present invention applies to the management of a plurality of electrical equipment. Referring to FIGS. 1 and 2, the management computer 20 comprises a reception module 210, a timing module 220 for starting a timer 25 and a module 230 for opening the switch 50. The reception module 210 is configured to receive a stop request signal from the electrical equipment 30. The stop request signal may be received from the electrical equipment 30 or from another entity. Thus, for example, the stop request signal may correspond to the zero crossing of the value of the voltage VBD supplied by the battery 40 corresponding to the breaking of the electrical contact circuit by the ignition key. The start module 220 is configured to start a timer from receiving a stop request signal from the receive module 210. The timer generates a delay between receiving the stop request signal. and stopping the electrical equipment 30 so that the electrical equipment 30 continues to be powered and thus to operate for the duration of the time delay. The time delay lasts for a predetermined time interval AT according to the electrical equipment 30.

The opening module 230 is configured to open the switch 50 at the end of said time delay. Thus, after a time interval AT, the electrical equipment 30 is no longer supplied with electrical energy and it stops, guaranteeing the safety of the vehicle 10.

The electrical equipment 30 may be an engine ignition system 90 of the motor vehicle, a vehicle engine pre-heating system 90, a battery charging system 40 of an electric vehicle, etc. The battery 40 supplies, via the relay 60, the electrical equipment 30 and the various electrical consumers of the vehicle 10 with electrical energy.

As illustrated in FIGS. 1 and 2, the battery 40 supplies a voltage VBD for "Voltage Battery Direct" in the English language when the ignition of the vehicle 10 is turned on. A relay 60 is placed between the battery 40 and the electrical equipment 30 in order to power said electrical equipment 30 with a voltage VBR for "Voltage Battery after Relay" in English. The relay 60 is controlled by the computer 20 by CMD commands so that the electrical equipment 30 can be or no longer be supplied with electrical energy when the vehicle current 10 is cut off. The computer 20 is supplied with voltage VBR via the relay 60 and, optionally, with voltage VBD by the battery 40. Still referring to FIGS. 1 and 2, the switch 50 is placed between the electrical equipment 30 and the battery 40 supplying said electrical equipment 30 via the relay 60. Such a switch 50 comprises an electrical connector 510 and an induction coil 520. The electrical connector 510 is a conductive element controlled by the induction coil 520 and able to electrically connect an electrical equipment 30 to the battery 40 via the relay 60 when the switch 50 is closed. When the switch 50 is open, the electrical connector 510 is no longer in contact with the electrical supply circuit of the electrical equipment 30. In this case, the electrical circuit is said to be open, the electrical equipment 30 and the battery 40 are not electrically connected and the electrical equipment 30 is no longer electrically powered.

The induction coil 520 is placed facing the electrical connector 510. The induction coil 520 comprises two terminals, at least one of which is connected to the computer 20 which controls the passage of an electric current in said induction coil 520. The induction coil 520 is powered by the voltage VBR supplied by the main relay 60 of the vehicle 10. When a current flows through said induction coil 520, the latter induces a magnetic field. Said magnetic field then makes it possible to move the electrical connector 510 so as to close the switch 50. When no current passes through the induction coil 520, the switch 50 is naturally in the open position. In a first embodiment illustrated in FIG. 1, the induction coil 520 can be connected to the computer 20 by a single terminal, the other terminal being connected directly to the output of the relay 60 supplying said induction coil 520. open the switch 50, the opening means 230 of the computer 20 open the circuit at the terminal of the induction coil 520 connected to said computer 20. In a second embodiment illustrated in Figure 2, the induction coil 520 can alternatively be connected to the computer 20 by its two terminals, the induction coil 520 then being powered by the voltage VBR passing through the computer 20. The computer 20 then comprises a first opening module 230-1 configured to open the electrical circuit at a first terminal of the induction coil 520 and a second opening module 230-2 configured to open the electrical circuit at a second terminal of the induction coil 520, different from the first terminal. Thus, the opening modules 230-1, 230-2 can open the circuit at one of the two terminals of the induction coil 520, or at the two terminals simultaneously so as to guarantee the opening of switch 50. In the following description, it will be presented the implementation of the invention through three embodiments.

A first example of application relates to the fuel ignition system of a direct injection gasoline engine 90. In this example, as shown in FIG. 3, the management computer 20-1 is an electronic control unit, also designated ECU, of the motor vehicle 10-1, and the electrical equipment 30-1 is the ignition system. of motor 90. Referring to FIG. 3, motor vehicle 10-1 comprises a vehicle power supply battery 40-1, a switch 50-1 placed between battery 40-1 and the vehicle. electrical equipment 30-1, a tank 70 of fuel E, a high-pressure pump 80 of supply and a gasoline engine 90 with direct injection fed with fuel E. The tank 70 is in the form of a tank and is adapted to receive fuel E, able to feed the engine 90. The tank 70 is generally placed at a distance from the engine 90, the tank 70 may comprise a low pressure pump 71 adapted to circulate the fuel E of the 35 tank 70 up to the mote The petrol engine 90, also referred to as direct injection direct injection engine, comprises a plurality of cylinders, only one of which is schematically shown in FIG. 3 for the sake of clarity. The cylinder defines a combustion chamber 91 in which gasoline E and air are introduced in order to achieve combustion of the mixture. The engine 90 further comprises a piston 92 mounted in the combustion chamber 91 and an injector 93 of gasoline E in the combustion chamber 91. The piston 92 is slidably mounted in the combustion chamber 91 and is adapted to be driven. in translation by combustion of the mixture in the combustion chamber 91, thus allowing the motor 90 to transform the energy released by the combustion into mechanical energy.

The injector 93 allows the injection of gasoline E into the combustion chamber 91. To do this, the injector 93 is mounted to open into the combustion chamber 91 to allow the gasoline E of the reservoir 70 to pass into the combustion chamber 91. Such an injector 93 may be of solenoid type, piezoelectric, etc.. Such an injector 93 makes it possible to control the moment of injection of gasoline E into the combustion chamber 91. As the operation of such an injector 93 is known, it will not be described in more detail. The engine 90 is direct injection and further comprises a common rail 94, also called "common rail" in English, adapted to feed several injectors 93 gasoline E. Gasoline E is under pressure in the common rail 94 for allow fast feeding of the combustion chamber 91 in gasoline E. The high pressure pump 80 ensures the pressurization of the gasoline E in the ramp 94. Still referring to FIG. 3, the high pressure pump 80 comprises a valve 81, a compression piston 82 and an outlet valve 83.

The inlet valve 81, also called DIV for "Digital Inlet Valve" in English, controls the passage of gasoline E between the tank 70 and the high pressure pump 80. Thus, the inlet valve 81 allows, in a first position, the flow of fuel E from the tank 70 to the high pressure pump 80 when the high pressure pump 80 must increase the pressure in the ramp 94. In a second position, the inlet valve 81 allows the circulation E gasoline from the high pressure pump 80 to the tank 70 when the pressure in the ramp 94 no longer needs to be increased: the inlet valve 81 is then called in discharge mode. The compression piston 82 can inject gasoline E into the ramp 94 to increase the pressure. The operation of such a compression piston 82 being known, it will not be described in more detail. The outlet valve 83 allows the passage of gasoline E from the high pressure pump 80 to the ramp 94 of the engine 90 and prevents the passage of gasoline E from the ramp to the high pressure pump 80. Such a valve output 83 allowing the flow of gasoline E in one direction is also called "anti-return". To trigger combustion in the combustion chamber 91, the electrical equipment 30-1 is able to ignite the gas-air mixture to cause the combustion of said mixture. Such electrical equipment 30-1 preferably comprises an ignition coil (not shown) whose power supply is controlled by the computer 20-1 so as to generate a spark causing the combustion of the mixture in the combustion chamber 91 at each Engine cycle 90. Gasoline burned E 'is ejected from the combustion chamber 91 after each combustion.

The vehicle 10-1 further comprises a system (not shown) for starting the engine 90 adapted to allow the user to control the starting and stopping of the engine 90. The starting system may be in a manner known in the art. the shape of a key, a "start" button, etc. In the remainder of the description, with reference to FIG. 4, the implementation of a method according to the invention of management of an electrical equipment of a motor vehicle will be presented in order to interrupt the supply of electrical energy to this electrical equipment, the latter being in the example the fuel ignition system. After using a motor vehicle 10-1, the user parks and controls, at a time TB, stopping the direct injection gasoline engine 90 by actuating the ignition key in the engine stop position. The reception module 210 of the computer 20-1 then receives, in a step E1, a stop request signal from the motor 90. In a step E2, the start module 220 then starts a timer for a time interval AT . During the delay, the high pressure pump 80 is stopped: the inlet valve 81 goes into discharge mode and returns the gasoline E in the tank 70. The injector 93 continues to feed the combustion chamber 91 with the gasoline E is present in the ramp 94. And the ignition coil of the electrical equipment 30-1 is supplied with electrical energy in order to continue the combustion of gasoline E of the ramp 94. The common rail 94 is no longer powered. in essence E by the high pressure pump 80, the pressure within the ramp 94 decreases during the time interval Ar.

At the end of the delay, the direct injection gasoline engine 90 is stopped at time T1 in a step E3. To do this, the opening module 230 opens the circuit at at least one of the terminals of the induction coil 520 to open the switch 50-1. The ignition coil is then no longer supplied with electrical energy, which causes the combustion to stop and therefore the engine 90. At the same time, the injector 93 is stopped closed and no longer injects gasoline E in the combustion chamber 91.

The fuel pressure E within the boom 94 is measured during the ignition control of the direct injection gasoline engine 90 during the time delay for a time interval AT. If the pressure measured within the common rail 94 reaches a predetermined minimum pressure before the end of the delay, the motor 90 is also stopped. Such a minimum pressure, preferably of the order of 50 bar, ensures the injection of a sufficient quantity of gasoline E into the combustion chamber 91 at each cycle, thus allowing combustion. In order for the direct injection gasoline engine 90 to not operate too long after receiving the stop request signal, the time AT of the time delay from the time of reception of the stop request signal is less than one. predetermined threshold, preferably less than 1000 ms. Such a duration AT is substantially imperceptible by the user. In order to reduce the ignition control time, the rotation speed of the motor 90 increases, up to a predetermined engine speed, preferably between 1200 rpm and 1500 rpm, depending on the engine temperature. which increases the fuel consumption of the engine 90 in E gasoline. Alternatively or additionally, the throttle valve E can be opened, which has the effect of injecting more fuel E into the combustion chamber 91 The opening of the throttle valve can be associated with a reduction of the ignition advance: in other words, the ignition timing of the mixture by the ignition coils is delayed during a cycle of the engine 90 so that to maintain a torque of the motor 90 constant, which results in maintaining the rotational speed of the motor 90 despite greater consumption. Thus, the gasoline E will be consumed faster without being perceptible by the user. Optionally, the receiving module 210 may also receive an emergency stop signal, different from the stop request signal. Such an emergency stop signal may be of the "airbag-accident" type, during an accident for example. The engine 90 is then stopped immediately for safety reasons, particularly at an accident site. With the method according to the invention, the pressure within the common rail 35 is reduced before stopping the engine, thus passing for example a pressure of the order of 200 bar at a pressure of about 50 bars. Thus, the amount of gasoline, unburned, accumulated in the combustion chamber via injectors related to fuel leakage E is reduced. Thus, at the next ignition of the direct injection gasoline engine, the residual gasoline having been mostly burned during the predetermined time interval, the pollutant emissions of the engine are significantly reduced. In addition, the stopping of the engine is secured by the delay that ensures the opening of the circuit and thus the engine stop after a predetermined time. In a second example of application, not shown, the computer controls the end of the preheating of the engine of a vehicle. The electrical equipment is then a preheating system of the engine. The calculator can be the BCM calculator, meaning "Body Control Monitor" in English, of the vehicle. Such an engine preheating system comprises at least one electrical resistance and increases the temperature in the combustion chamber which facilitates the combustion of the mixture at cold start of the engine. Such a preheating system can be activated when detecting the proximity of the vehicle user. Thus, the engine is preheated before the user has switched on the ignition, which allows a quick start of the engine when the user turns on the ignition. At the end of the preheating of the engine, the receiving module of the computer receives a stop request signal indicating that the engine is hot. The vehicle is then in a mode called "wake up" in which the vehicle is ready to start. The startup module then starts a timer during which the user can start the engine. If at the end of the delay, the user did not start the engine, for example, because he had not come to use the vehicle, the opening module opens the switch to stop the engine. preheating system. Thus, the preheating system no longer consumes electrical energy. In a third example of application, not shown, the computer controls the end of the charge of the battery of an electric vehicle. An electric vehicle comprises at least one electrical equipment and an electric motor powered by a battery. The battery is connected to the electrical equipment by switches, or battery relay. The battery stores a significant amount of electrical energy to power the electric motor during a trip. After a journey, the user can connect the electric vehicle to a charger to recharge the battery. The electrical equipment may, for example, include the air conditioning system 35 of the passenger compartment of the vehicle. During recharging of the battery, the charger supplies the battery as well as the electrical equipment of the vehicle.

3033463 12 When the battery is fully charged, the vehicle's power supply via the charger is stopped, the battery then powers the electrical equipment. The computer receiving module then receives a battery recharge stop request signal indicating that the battery is fully electrically recharged. The start-up module then starts a timer to stop the electrical equipment. During the delay, the computer controls the shutdown of the electrical equipment that was lit during charging. At the end of the delay, the opening module opens the battery relays to secure the battery when the vehicle is not in use. Thus, when the battery relays are opened, no current flows through them as the electrical equipment is switched off, thereby preserving the battery relays. Three examples of application of the management computer according to the invention have been presented, but it goes without saying that it could be applied to the management of any electrical equipment stopped in a secure manner by a signal but requiring an additional delay. after stopping said signal.

Claims (10)

REVENDICATIONS1. Computer (20; 20-1) for managing an electrical equipment (30; 30-1) of a motor vehicle (10; 10-1), said computer (20; 20-1) being configured to control the stopping the supply of electrical energy to said electrical equipment (30; 30-1) via at least one switch (50; 50-1), characterized in that said computer (20; 20-1) 5 comprises: - a module Receiver (210) configured to receive a stop request signal from the electrical equipment (30; 30-1); - a start module (220) configured to start a timer for a predetermined time interval (AT); upon receipt of the stop request signal from the electrical equipment (30; 30-1), so that the electrical equipment (30; 30-1) is supplied with electrical energy during said predetermined time interval; (4, and - at least one opening module (230) configured to open the switch (50; 50-1) at the end of the time interval p redetermine (3, T) to interrupt the supply of electrical energy to the electrical equipment (30; 30-1). The computer (20; 20-1) according to claim 1, wherein said switch (50; 50-1) comprises an electrical connector (510) and an induction coil (520) disposed opposite said electrical connector (510). said electrical connector (510) being configured to electrically connect a vehicle battery pack to the electrical equipment (30; 30-1) when the induction coil (520) is electrically powered, and said electrical connector (510) ) being configured to electrically separate said vehicle power battery from the electrical equipment (30; 30-1) when the induction coil (520) is not electrically powered. The computer (20; 20-1) according to claim 2, said computer (20; 20-1) comprising a first opening module (230-1) configured to open the electrical circuit at a first terminal of the induction coil (520) and a second opening module (230-2) configured to open the electrical circuit at a second terminal of the induction coil (520), different from the first terminal. The computer (20; 20-1) according to any one of claims 1 to 3, wherein the stop request signal is a variation of an input voltage of the computer (20; 20-1). ), preferably a zeroing of the voltage supplied by the battery (40; 40-1) of the vehicle (10; 10-1). 5. A motor vehicle (10; 10-1) comprising at least one electrical equipment (30; 30-1), at least one battery (40; 40-1) for supplying electrical power to said electrical equipment (30; 30-1), at least one switch (50; 50-1) disposed between said battery pack (40; 40-1) and said electrical equipment (30; 30-1) and at least one calculator (20; 20-1) according to any one of claims 1 to 4 configured to control said switch (50; 50-1). A motor vehicle (10-1) according to claim 5, comprising a direct injection gasoline engine (90) and wherein the electrical equipment (30-1) is a fuel ignition system of said gasoline engine ( 90), preferably, said ignition system comprising at least one ignition coil energized by the battery (40-1) to generate a spark causing combustion of the engine fuel (90). 7. Motor vehicle (10) according to claim 5, comprising a heat engine, preferably diesel type or "flex fuel", and wherein the electrical equipment (30) is a preheating system of said engine. 8. Motor vehicle (10) according to claim 6, comprising an electric motor, the receiving module (210) receiving a stop request signal of said electrical equipment (30) at the end of recharging the battery (40). . 9. A method of managing an electrical equipment (30; 30-1) of a motor vehicle (10; 10-1), said motor vehicle (10; 10-1) comprising at least one battery (40; 40-1) for supplying electrical energy to said electrical equipment (30; 30-1), at least one switch (50; 50-1), disposed between said battery pack (40; 40-1) and said electrical equipment (30; 30-1), and at least one calculator (20; 20-1) according to any one of Claims 1 to 4 configured to control said switch (50; 50-1), said method implemented by said computer (20; 20-1), characterized in that it comprises the following steps: - a step (El) ) receiving a request signal for stopping the electrical equipment (30; 30-1), - a step (E2) for starting a delay for a predetermined time interval (AT) upon reception. the stop request signal of the electrical equipment (30; 30-1), so that the electrical equipment (30; 30-1) is supplied with electrical energy during said interval predetermined time (AT), and - a step (E3) of opening the switch (50; 50-1) at the end of said predetermined time interval (3, T) to interrupt the supply of electrical energy to the electrical equipment (30; 30-1). The method of claim 9, wherein the switch (50; 50-1) comprises an electrical connector (510) and an induction coil (520) disposed opposite said electrical connector (510), The opening step (E3) of the switch (50; 50-1) comprises a sub-step of cutting off power to said induction coil (520).