WO2017084925A1

WO2017084925A1 - Method and system for electrical recharging of an electric vehicle

Info

Publication number: WO2017084925A1
Application number: PCT/EP2016/077092
Authority: WO
Inventors: Christophe Bardot; Christian Sellin
Original assignee: Bluebus
Priority date: 2015-11-16
Filing date: 2016-11-09
Publication date: 2017-05-26
Also published as: FR3043855B1; EP3377366A1; TW201739642A; FR3043855A1

Abstract

The invention relates to a method of electrical recharging of the batteries (202, 204) of an electric vehicle, from an electrical charging station (206) external to said vehicle, said method (100) comprising: - a phase (104), termed the heating phase, for heating up said batteries (202, 204) with a first electrical signal, termed the heating signal, provided by said charging station (206), and - a phase (110), termed the charging phase, for recharging said batteries (202, 204) with a second electrical signal, termed the charging signal, different from said first signal, provided by said charging station (206); the switch from said heating phase (104) to said charging phase (110) being triggered by said vehicle or by a signal provided by said vehicle. It also relates to a system implementing such a method and a vehicle equipped with such a system.

Description

"Method and system for electric charging of an electric vehicle"

The present invention relates to a method of charging electric batteries of an electric vehicle. It also relates to a system implementing such a method and an electric vehicle implementing such a method or such a system.

The field of the invention is the field of electric charging systems embedded in an electric vehicle, for recharging the batteries of the electric vehicle with a high-voltage electrical signal, in particular for electric vehicles of the bus, car or tram type. bus.

State of the art

To reduce pollution in urban areas, the use of electric vehicles is booming, encouraged both by the awareness of users but also by administrative incentives to buy and use electric vehicles. Thus, the number of electric vehicles is constantly increasing in all areas: private-use vehicles, rental-type shared-use vehicles, bus-type public transport vehicles, and so on.

The electric vehicles are powered by one or more electricity storage modules, called "batteries" in the remainder of the application, delivering a high-voltage signal, "HT" in the remainder of the application, to power the engine (s). the vehicle and auxiliary devices in the vehicle.

Given the limited autonomy of electric batteries, it is necessary to be able to recharge them, from an external electrical source, such as the sector. To do this, the vehicle is equipped with an electric recharging system to receive an electrical signal HT delivered by a charging station, treat it and redirect it to the battery or batteries of the electric vehicle for reloading.

However, the electrical charging systems embedded in current electric vehicles include means, such as for example HT converters, heavy and bulky allowing them to receive different electrical signals HT, depending on the charging terminals used. This makes these systems heavy, bulky, expensive and penalize the electric vehicle in terms of performance.

An object of the present invention is to overcome these disadvantages.

Another object of the invention is to provide a method and an electric charging system of an electric vehicle less heavy and / or less bulky and / or less expensive to implement.

It is also an object of the invention to provide a method and an electric charging system for an electric vehicle that is less penalizing for the vehicle in terms of performance.

Presentation of the invention

The invention makes it possible to achieve at least one of these objects by a method of electric recharging of the batteries of an electric vehicle, from an electrical charging station external to said vehicle, said method comprising:

a phase, called a heating phase, for heating said batteries with a first electrical signal, called a heating signal, supplied by said charging station, and

a phase, referred to as a charging phase, for recharging said batteries with a second electrical signal, called a charge signal, different from said first signal supplied by said charging station;

the passage of said heating phase to said charging phase being triggered by said vehicle or by a signal provided by said vehicle.

Thus, the method according to the invention proposes to trigger the passage of a heating phase to a charging phase by the vehicle, so that the station processes and adapts the electrical signal it delivers to the vehicle. Therefore, the method according to the invention proposes to perform the steps of processing and adaptation of the electrical signal to recharge the batteries at the charging station, instead of performing these steps within the electric vehicle. Thus, the method of reloading a vehicle electric can be implemented by means less bulky, less heavy and less expensive. As a result, the performance of the electric vehicle in terms of consumption and habitability is improved. In the present application, the term "high voltage" designates a DC voltage greater than or equal to 60V. According to current standards, such a voltage is called "dangerous voltage".

In addition, the expression "tram-bus" designates a terrestrial public transport vehicle mounted on wheels and which is recharged at each station, so as not to require heavy rail-type, catenary-type infrastructure on the road. Such an electric vehicle is recharged at each station by means of load elements of the station and a connector connecting said vehicle to said station. Preferably, the transition from the heating phase to the charging phase can be performed in an automated manner, for example as a function of a temperature data measured at each battery, or communicated by each battery.

Alternatively, the transition from the heating phase to the charging phase can be performed manually, for example by an operator or a driver of said vehicle.

Advantageously, the method according to the invention may comprise a measurement of the temperature of each battery of the vehicle and a comparison of said temperature at a predetermined temperature.

The predetermined temperature may be between 60 ° and 80 ° C, and more particularly equal to 80 ° C.

In particular, the transition from the heating phase to the charging phase can be carried out when the temperature of at least one, in particular each, battery of the vehicle is greater than or equal to its nominal operating temperature.

In this case, the predetermined temperature is the nominal operating temperature of the battery and may be equal to 80 ° C. The measurement of the temperature of at least one battery can be carried out by at least one means integrated in said battery or by means external to said battery.

Alternatively, the battery can transmit data relating to the heating state of said battery, instead of communicating the temperature of said battery. Such a datum may, for example, be a binary data item: "0" indicating that the battery is not sufficiently heated and "1" signaling that the battery is sufficiently heated and that the charging phase can begin for said battery.

According to a preferred embodiment, but in no way limiting, the transition from the heating phase to the charging phase is triggered by transmission from said vehicle to the charging station of a signal terminating the heating phase, in particular by a casing for managing all the batteries of said vehicle.

Such a signal may comprise a data for stopping the heating phase, a data for triggering the charging phase or a data relating to the temperature of the battery or batteries, interpreted by the charging station to terminate the heating phase and start the charging phase.

Such a signal can be emitted when the coldest battery reaches the predetermined temperature described above.

According to a preferred embodiment, such a signal can be transmitted from the vehicle to the station, through a wired connection made through an electric charging cable connecting the vehicle to the charging station.

This wired connection can be provided for example by a pilot wire integrated in said cable.

According to a non-limiting exemplary embodiment, the heating signal has a lower voltage than the charging signal. For example, the heating signal has a voltage of 100V and the load signal has a voltage of 400V.

Advantageously, the method according to the invention may comprise a supply of at least one low-voltage circuit during the heating phase, respectively the charging phase, said method then comprising a conversion into voltage of the heating signal, respectively of the charging signal. .

Thus, while the batteries are heated to be charged for charging, respectively while the batteries are being charged, a low voltage signal may be provided to auxiliary devices forming part of, or connected to, the electrical circuit of the vehicle, thus supplying some or all of the members of the vehicle operating at low voltage during the heating phase, respectively during the charging phase.

In other words, the method according to the invention may comprise a supply of several low voltage circuits, operating at different voltage levels, during the heating phase and / or the charging phase.

According to a preferred embodiment, the vehicle may comprise two low-voltage circuits operating at two different voltage levels, for example 12V and 24V. In this case, the method according to the invention may comprise a conversion of the heating signal, respectively of the charging signal, on the one hand, to a 12V signal supplying the first circuit and, on the other hand, to a 24V signal supplying the second circuit.

According to one embodiment, the method according to the invention may comprise a conversion, in parallel, of the heating signal, respectively of the load signal, to supply each low voltage circuit. In other words, each low-voltage circuit is powered by a corresponding voltage signal obtained directly from the heating signal or the load signal. According to a preferred embodiment, the method according to the invention may comprise a conversion of the heating signal, respectively of the charge signal, in cascade or in series, applied to the heating signal and / or the charging signal, to supply each low-voltage circuits.

For example, when the vehicle comprises two low-voltage circuits, one operating at a first voltage level, for example 24V, and the other operating at a second voltage level, for example 12V, the method may comprise:

a first voltage conversion, applied to the heating signal or to the load signal, supplying a first low-voltage signal of the first voltage level, for example 24V, and supplying the first low-voltage circuit, and

a second voltage conversion, applied to the first low-voltage signal, providing a second low voltage signal of the second level, for example 12V, and supplying the second low voltage circuit.

This embodiment makes it possible to reduce the weight and the bulk of the converters used.

According to another aspect of the same invention, an on-board electrical charging system for the batteries of an electric vehicle is proposed from an electric charging station, said system comprising at least one so-called central housing arranged to control said charging station, for triggering:

^■ a phase called the heating, at which said charging station provides a first signal, said heating, to heat said batteries, or

^■ a so-called charging phase, during which said charging station supplies a second signal, different from said first signal, for recharging said batteries with a second electrical signal, called charging. The system according to the invention may comprise means for implementing any combination of the steps / characteristics described above with reference to the method. In particular, said central housing may advantageously be arranged to receive at least one data relating to a temperature of each battery of the vehicle, the control of said charging station by said central housing being performed as a function of said temperature, and more particularly according to the coldest battery temperature.

The temperature data can be provided by each battery by a means integrated in said battery.

Alternatively, the system according to the invention may comprise at least one means for measuring the temperature of each battery, in particular individual or common to each battery.

Advantageously, the reloading system according to the invention can comprise:

at least one high voltage interface for receiving the heating signal and the charging signal, and

at least one communication interface, in particular low-voltage, for transmitting data to the charging station in order to control said charging station, in particular for triggering or stopping the heating phase and / or the charging phase. The high voltage interface may be the same or different for the heating signal and the load signal.

The high voltage interface may include multiple connectors feeding multiple batteries, or multiple battery packs in parallel.

In addition, the electric charging system may comprise at least one voltage converter for supplying at least one low-voltage circuit from the heating signal or the charging signal. More particularly, the system according to the invention may comprise at least two voltage converters, arranged in cascade, for supplying two low-voltage circuits operating at two different voltage levels, from the heating signal, respectively from the charging signal.

In other words, in this embodiment, one of the converters is powered by the heating signal, respectively the load signal, and converts said signal into voltage to provide a first low voltage signal. The first low-voltage signal supplies, on the one hand, a first low-voltage circuit and, on the other hand, a second converter, arranged in cascade, and which in turn converts said first low-voltage signal and supplies another circuit. low-voltage at a different voltage level. Alternatively, the system according to the invention may comprise at least two voltage converters, arranged in parallel, for supplying two low-voltage circuits operating at two different voltage levels, from the heating signal, respectively from the charging signal.

In other words, in this embodiment, each of the converters is powered by the heating signal, respectively the load signal, and converts said signal into voltage.

When the vehicle comprises several batteries arranged in parallel, the system according to the invention may comprise at least one housing, said management, arranged to receive the heating signal, respectively the charging signal, and transmit it to at least two of said batteries in parallel.

According to a particular embodiment, the vehicle may comprise two sets, arranged in parallel. Each set may comprise four batteries arranged in parallel with each other. In this case, the system according to the invention can comprise:

a management box for each set, and a high voltage interface for receiving the heating signal, respectively the charging signal, at each management box.

In this case, each management unit supplies in parallel the batteries forming part of the assembly associated with said management box, with the heating signal, respectively the charging signal.

According to another aspect of the same invention there is provided an electric vehicle comprising a plurality of rechargeable batteries, said vehicle further comprising:

means arranged to implement all the steps of the charging method according to the invention, or

a reloading system according to the invention.

The vehicle according to the invention may for example be a public transport vehicle of the bus type, because, or tram-bus whose definition is given above. According to the invention, each of the batteries may advantageously be or comprise at least one Lithium-metal-polymer battery, also called battery "LMP ^®".

Description of the Figures and Embodiments

Other advantages and characteristics will appear on examining the detailed description of non-limiting embodiments, and the appended drawings in which:

FIG. 1 is a schematic representation of a non-limiting example of an electric charging method according to the invention;

FIG. 2 is a schematic representation of a non-limiting example of an electric charging system according to the invention in an electrical architecture of an electric vehicle;

FIG. 3 is a schematic representation of the system of FIG. 2 during a heating phase;

FIGURE 4 is a schematic representation of the system of FIGURE 2 during a charging phase;

FIGURE 5 is a schematic representation of an electric bus according to the invention;

- FIGURE 6 is a schematic representation of another non-limiting example of an electric charging system according to the invention in an electrical architecture of an electric vehicle;

FIGURE 7 is a schematic representation of the system of FIGURE 6 during a heating phase; and

FIGURE 8 is a schematic representation of the system of FIGURE 6 during a charging phase.

It is understood that the embodiments which will be described in the following are in no way limiting. It will be possible to imagine variants of the invention comprising only a selection of characteristics described below, isolated from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention from of the prior art. This selection comprises at least one preferably functional characteristic without structural details, or with only a part of the structural details if this part is only sufficient to confer a technical advantage or to differentiate the invention from the state of the prior art.

In the figures, the elements common to several figures retain the same reference.

FIG. 1 is a diagrammatic representation of a nonlimiting exemplary embodiment of an electric charging method according to the invention. The method 100, shown in FIG. 1, comprises a step 102 of triggering a battery heating phase of an electric vehicle, such as an electric bus.

Such a heating phase can be triggered automatically when the electric vehicle is connected to a charging station, possibly after manual confirmation from an operator. Alternatively, such a heating phase can be triggered manually by an operator, at the vehicle or at the charging station.

The method 100 then comprises a heating phase 104. The heating phase comprises a step 106 of supplying a heating signal HT, for example 100V, to the vehicle.

While the heating signal is being supplied to the vehicle, a step 108 measures the temperature at each of the vehicle batteries at the vehicle level. The measured temperature is compared with a threshold temperature, for example 80 ° C. If the measured temperature is greater than or equal to a threshold temperature then, the vehicle sends a signal to the charging station to end the heating phase 104. In the opposite case, the heating phase 104 continues.

Upon stopping the heating phase, a charging phase 110 is started automatically.

During the charging phase, a step 112 provides a charge signal HT, for example 400V, to the vehicle.

While the charging signal is being supplied to the vehicle, a step 114 measures the charge of each of the vehicle batteries. When each of the batteries of the vehicle is fully charged, the process 100 is terminated. Otherwise, the charging phase 110 continues.

FIGURE 2 is a schematic representation of a non-limiting example of an electric charging system according to the invention in an electrical architecture of an electric vehicle. The system 200 of FIGURE 2 is arranged to electrically recharge two sets of batteries 202 and 204, each comprising four batteries, arranged in parallel (represented by solid squares in FIGURE 2).

The recharging of the batteries is carried out from a charging station 206, which can deliver a signal HT of heating a voltage, for example, of 100V or a signal HT of charging a voltage, for example, of 400V .

The system 200 comprises a central housing 208, connected to the charging station 206 by a wired interface 210. This wired interface 210 comprises two connectors and allows said central housing 208 to send control data to the charging station 206 in order to to trigger and / or stop a heating phase or a charging phase, and more generally to control the electric signal HT supplied by the charging station 206 to the vehicle.

The system 200 further comprises, for each set of batteries 202 and 204, a high-voltage electrical interface, respectively 212 and 214, for supplying the batteries of each set, in parallel, via a management box, respectively 216 and 218.

In addition, the system 200 comprises a housing 220 for powering the drive train 222 of the electric vehicle comprising in particular an electric motor and high voltage inverters.

The system 200 furthermore comprises a box 224 dedicated to the power supply:

a first auxiliary low-voltage circuit 226 of the electric vehicle operating at 24V and comprising, for example, a 24V battery, the power steering, the doors, the interior and exterior lighting components, the wipers, etc. ; and a second low-voltage auxiliary circuit 228 of the electric vehicle operating at 12V and comprising, for example, a battery 12V;

from the 100V heating signal or the 400V charging signal.

To do this, the system 200 comprises a first set of voltage converters comprising: a first voltage converter 230, converting voltages from 100V to 24V, and

a second voltage converter 232, converting voltages from 400V to 24V;

arranged in parallel and fed through the housing 224 and used in turn. When the system 200 is powered by the 100V heating signal, the converter 230 is used and, when the system 200 is powered by the 400V load signal, the converter 232 is used.

The 24V signal from the converters 230 and 232 feeds the low-voltage circuit 226 operating at 24V.

To supply the low-voltage circuit 228 operating at 12V, the system 200 comprises a converter 234, cascaded (or in series) with the converters 230 and 232, downstream of said converters, and powered by the 24V signal supplied by said converters. 230 and 232. The converter 234 converts voltage from 24V to 12V and supplies the low-voltage circuit 228.

The central housing 208 is connected to each of the vehicle batteries via a communication bus 236 to receive from each of the batteries a signal or a relative data including the temperature of each battery and / or a signal or data particularly relative to the charge level of each battery.

FIGURE 3 is a schematic representation of the system of the

FIGURE 2, during a heating phase.

During the heating phase, the central housing 208 controls the station 206 so that it provides a signal heating HT 100V, materialized by a double-line.

The heating signal is supplied in parallel with each of the batteries of each set 202, 204 via the management boxes 216 and

218. In addition, the heating signal is supplied by each intermediate housing 216-218 to the power supply unit 224 of the auxiliary circuits through central housing 208.

The power supply unit 224 of the auxiliary circuits supplies the heating signal to the converter 230 which converts the heating signal to 100V and supplies a low-voltage signal of 24V. This low-voltage signal is, on the one hand, used to feed the auxiliary circuit 226. On the other hand, the low-voltage signal of 24V is supplied to the converter 234, which converts this 24V signal into voltage. provides a low-voltage signal of 12V, to supply the auxiliary circuit 228.

During the heating phase, the traction chain 222 of the vehicle is not powered.

When the temperature of each battery reaches a predetermined threshold temperature, and more particularly when the coldest battery reaches its nominal operating temperature, for example 80 ° C, the central housing 208 controls the charging station 206 to stop the heating phase and start a charging phase.

FIGURE 4 is a schematic representation of the system of

FIGURE 2, during a charging phase.

During the charging phase, the central housing 208 controls the station 206 to provide a 400V charge HT signal, materialized by a triple-line.

The charging signal is provided in parallel with each of the batteries of each set 202, 204 through the management boxes 216 and 218.

In addition, the charging signal is provided by each intermediate case 216-218 to the power supply unit 224 of the auxiliary circuits through central housing 208.

The power supply unit 224 of the auxiliary circuits supplies the load signal to the converter 232, which converts 400V heating signal into voltage and provides a low voltage signal of 24V. This low-voltage signal is, on the one hand, used to supply the auxiliary circuit 226. On the other hand, the low-voltage signal of 24V is supplied to the converter 234, which converts this 24V signal into voltage and provides a low-voltage signal of 12V, to supply the auxiliary circuit 228.

During the charging phase, the traction chain 222 of the vehicle is not powered.

When each battery reaches a satisfactory level of charge, the central housing 208 emits a stop signal of the charging phase. To do this, the central housing receives from each battery a data relating to its state of charge through the communication bus 236.

Alternatively to the examples shown in FIGURES 2-4, the system may include an independent high voltage to low voltage converter for each low voltage circuit.

In addition, at least one of the low-voltage circuits may not be powered during the heating phase and / or during the charging phase.

FIGURE 5 is a schematic representation of a non-limiting example of an electric vehicle according to the invention.

The electric vehicle 500 shown in FIGURE 5 is an electric bus having one or more electric motors (not shown).

The vehicle comprises a first set of batteries, such as the assembly 202, disposed on the side of a rear wall of the bus. The bus 500 further comprises a second set of batteries, for example the assembly 204, disposed in a housing arranged in an upper wall of the bus 100.

The electric bus 100 is set in motion exclusively by the electrical energy supplied by the batteries of the sets 202 and 204, which may be LMP ^(R) batteries (for "Lithium Metal Polymer"). FIGURE 6 is a schematic representation of another non-limiting example of an electric charging system according to the invention in an electrical architecture of an electric vehicle.

FIGURE 7 is a schematic representation of the system of FIGURE 6 during a heating phase.

System 600 of FIGURE 6 includes all elements of system 200 of FIGURES 2-4.

Unlike system 200 of FIGURES 2-4, in the system

600, the voltage conversion for each low voltage circuit 226 and 228 is performed in parallel and not in cascade.

More specifically, the system 600 comprises a first group of converters comprising the converters 230 and 232 for supplying the low voltage circuit 226 operating at 24V:

the converter 230 realizes a conversion into voltage of the heating signal, namely a conversion of 100 V-> 24 V, and

the converter 232 converts the charge signal into a voltage, namely a 400V-> 24V conversion.

In addition, the system 600 comprises a second group of converters 602 and 604 for supplying the low voltage circuit 228 operating at 12V directly from the heating signal or the charging signal:

the converter 602 converts the heating signal into a voltage, namely a conversion of 100 V-> 12 V, and

the converter 604 converts the charge signal into a voltage, namely a 400V-> 12V conversion. In other words, in the system 600 of FIG. 6, the supply of the low-voltage circuit 228 is not performed by a converter 24V-> 12V arranged in cascade, downstream of the converters 230 and 232. Thus, irrespective of the embodiment, the system according to the invention makes it possible to supply the components of the vehicle operating at low voltage during the heating phase and the charging phase, and more generally at all times during reloading. electric vehicle batteries.

Of course, the invention is not limited to the examples detailed above. For example, the electric vehicle may be a purely electric vehicle or a hybrid vehicle.

In addition, the vehicle may include other electrical energy storage modules than batteries, such as supercapacitors in addition to batteries.

In particular, the number of storage modules is not limited to that given in the examples described above, and corresponds to the maximum of energy storage modules depending in particular on the weight of the vehicle and the autonomy considered sufficient for the operation of the vehicle.

Claims

A method (100) of electrically recharging the batteries (202, 204) of an electric vehicle (500) from an electrical charging station (206) external to said vehicle (500), said method (100) comprising :

a heating phase (104) for heating said batteries (202, 204) with a first electrical signal, called a heating signal, supplied by said charging station (206), and

- a phase (110), said charge, for recharging said batteries (202, 204) with a second electrical signal, said charge, different from said first signal, provided by said charging station (206);

characterized in that the passage of said heating phase (104) to said charging phase (110) is triggered by a so-called central housing, embedded in said vehicle (500) and arranged to control said charging station.

2. Method (100) according to the preceding claim, characterized in that the transition from the heating phase (104) to the charging phase (110) is performed automatically.

3. Method (100) according to any one of the preceding claims, characterized in that the transition from the heating phase (104) to the charging phase (110) is performed as a function of the temperature of each battery (202, 204) of the vehicle, said method (100) further comprising a step (108) of measuring said temperature.

4. Method (100) according to the preceding claim, characterized in that the transition from the heating phase (104) to the charging phase (110) is performed when the temperature of each battery (202, 204) of the vehicle is greater than or equal to its nominal operating temperature, in particular equal to 80 ° C.

5. Method (100) according to any one of the preceding claims, characterized in that the transition from the heating phase (104) to the charging phase (110) is triggered by transmission from said vehicle (500) to the station charging (206) a signal terminating the heating phase (104).

6. Method (100) according to claims 4 and 5, characterized in that the transmission of the signal terminating the heating phase is performed when the battery (202, 204) the coldest reaches its nominal operating temperature.

7. Method (100) according to any one of the preceding claims, characterized in that the heating signal has a lower voltage than the charging signal.

8. Method (100) according to any one of the preceding claims, characterized in that it comprises a supply of at least one low-voltage circuit (226, 228) during the heating phase (104), respectively the phase charging device (110), said method (100) comprising a voltage conversion of the heating signal, respectively of the charging signal.

9. Method (100) according to the preceding claim, characterized in that it comprises a supply of several low-voltage circuits (226, 228), operating at different voltages, said method (100) comprising a voltage conversion, in parallel or in cascade, applied to the heating signal and / or the charging signal.

An on-board electrical charging system (200, 600) for the batteries (202, 204) of an electric vehicle (500) from an electrical charging station (206), said system (200; a housing (208), said central, arranged to control said charging station (206), to trigger: ^■ a phase (104), said heating, at which said charging station (206) provides a first signal, said heating, to heat said batteries (202, 204), or

^■ a phase (110), said charge, wherein said charging station (206) provides a second signal, different from said first signal, for recharging said batteries (202, 204) with a second electrical signal, said charge.

11. System (200; 600) according to the preceding claim, characterized in that said central housing (208) is arranged to receive at least one data relating to a temperature of each battery (202, 204) of the vehicle (500), the controlling said charging station (206) by said central housing (208) being made as a function of said temperature.

12. System (200; 600) according to the preceding claim, characterized in that said central housing (208) controls said charging station (206) according to the temperature of the coldest battery.

13. System (200; 600) according to any one of claims 10 to 12, characterized in that it comprises:

at least one high voltage interface (212, 214) for receiving the heating signal and the charging signal, and

at least one communication interface (210), in particular a low-voltage interface, for transmitting data to the charging station (206) for controlling said charging station

(206).

14. System (200; 600) according to any one of claims 10 to 13, characterized in that it comprises at least one voltage converter (230-234; 602, 604) for supplying at least one low-voltage circuit ( 226, 228) from the heating signal, respectively from the charging signal.

15. System (200) according to any one of claims 10 to 14, characterized in that it comprises at least two voltage converters (230-234), arranged in cascade, for supplying two low-voltage circuits (226, 228 ) operating at two different voltage levels, from the heating signal, respectively from the charging signal.

16. System (200; 600) according to any one of claims 10 to 15, characterized in that, when the vehicle (500) comprises a plurality of batteries (202, 204) arranged in parallel, said system further comprises at least one housing (216, 218), said management, arranged to receive the heating signal, respectively the charging signal, and transmit it to at least two of said batteries (202, 204) in parallel.

An electric vehicle (500) comprising a plurality of rechargeable batteries (202, 204), said vehicle (500) further comprising:

means arranged to implement all the steps of the method (100) according to any one of claims 1 to 9, or

a system (200) according to any one of claims 10 to 16.

18. Vehicle (500) according to the preceding claim, characterized in that it is a public transport vehicle of the bus, bus or tram-bus type.