Classifications

• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
  • H02J7/00309—Overheat or overtemperature protection
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
  • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
  • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
  • B60L58/13—Maintaining the SoC within a determined range
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
  • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
  • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
  • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/007—Regulation of charging or discharging current or voltage
  • H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
  • H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
  • H02J7/007194—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature of the battery
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
  • H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
  • H02J7/1492—Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and the battery
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/545—Temperature
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/547—Voltage
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/549—Current
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
  • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
  • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
  • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
  • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
  • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/10—Energy storage using batteries

Definitions

• One aspect of the invention relates to an energy management method for a lithium-ion service battery of a vehicle, in particular a motor vehicle, as well as a motor vehicle equipped with at least one computer arranged to put in implements the method according to the invention.
• Motor vehicles generally include lead batteries connected to the on-board network, also called service batteries, to supply the equipment of these vehicles.
• lead-acid batteries generally comprising a voltage of 12V, are commonly used because they carry a reduced cost.
• Lead-acid batteries weighing approximately 20 to 25 kg are however relatively heavy compared to the quantity of electrical energy stored.
• they are currently subject to a derogation from European Commission legislation which prohibits lead. This derogation could be removed one day, prohibiting the sale of these batteries, which obliges manufacturers to provide replacement solutions.
• Lithium-ion batteries with a voltage level close to the current one by combining four cells in series could replace lead-acid batteries.
• this type of batteries poses problems related to the operating temperature. It is in fact not possible, when recharging such a lithium-ion battery, to apply to its terminals a voltage equivalent to that which it is possible to apply to the terminals of a lead-acid battery. , which lead battery accepts for example a voltage of 15.2V. Applying such a voltage of 15.2V to the terminals of a lithium-ion battery over a fairly long period would overheat the latter and rapidly degrade its performance.
• the object of the invention is to overcome the drawbacks of the prior art by proposing a method for energy management of a lithium-ion service battery making it possible to avoid overheating of the latter.
• the invention thus relates, in its broadest sense, to a method for energy management of a lithium-ion service battery belonging to a low-voltage network of a vehicle, the method comprising the steps executed by at least one computer of: determining, as a function of a measured battery temperature, a maximum stress voltage and a minimum stress voltage acceptable for the battery; determining a voltage setpoint to be applied to the terminals of the battery to maintain a predetermined state of charge, the voltage setpoint being a function of the measured battery temperature; determining a secure voltage setpoint by limiting said voltage setpoint by said maximum stress voltage and said minimum stress voltage; transmitting said secure voltage setpoint to a voltage generator arranged to drive a voltage across the terminals of the battery in accordance with the secure voltage setpoint.
• the secure voltage setpoint transmitted to the voltage generator is limited by the minimum and maximum constraint voltages determined according to a measured battery temperature.
• the risk of excessive heating of the battery which could be due to excessive voltage applied by the voltage generator to the terminals of the battery is eliminated.
• the method according to the invention may have one or more additional characteristics among the following, considered individually or according to all technically possible combinations.
• the method comprises a step of applying a correction voltage to the secure voltage setpoint, the correction voltage being a function of a voltage variation measured in the low voltage network .
• the maximum constraint voltage is equal to a no-load voltage of the battery + (an internal resistance of the battery * a maximum safe battery current); the minimum stress voltage is equal to the battery no-load voltage + (the internal resistance of the battery * a safe minimum battery current).
• the step of determining a maximum stress voltage and a minimum stress voltage acceptable for the battery comprises the sub-steps of: determining, as a function of the measured battery temperature, a maximum battery current and a minimum battery current acceptable by the battery, determining a maximum secure battery current and a minimum secure battery current, the maximum secure battery current being equal to: the maximum battery current determined during the sub-step of determining a maximum battery current and a minimum battery current acceptable by the battery when the determined maximum battery current is between a minimum threshold battery current and a maximum threshold battery current; at the minimum threshold battery current when the determined maximum battery current is less than the minimum threshold battery current; to the maximum threshold battery current when the determined maximum battery current is greater than the maximum threshold battery current.
• the secure minimum battery current being equal to: the determined minimum battery current when the determined minimum battery current is between the minimum threshold battery current and the maximum threshold current; at the minimum threshold battery current when the determined minimum battery current is less than the minimum threshold battery current; to the maximum threshold battery current when the determined minimum battery current is greater than the maximum threshold battery current.
• the maximum stress voltage is also equal to: the maximum stress voltage calculated when the maximum stress voltage calculated is between a minimum threshold battery voltage and a maximum battery voltage threshold ; the minimum threshold battery voltage when the calculated maximum stress voltage is lower than the minimum threshold battery voltage; the maximum threshold battery voltage when the calculated maximum stress voltage is greater than the maximum threshold battery voltage;
• the minimum constraint voltage is also equal to: the calculated minimum constraint voltage when the calculated minimum constraint voltage is between the minimum threshold battery voltage and the maximum battery voltage threshold ; the minimum threshold battery voltage when the calculated minimum stress voltage is lower than the minimum threshold battery voltage; the maximum threshold battery voltage when the calculated minimum stress voltage is greater than the maximum threshold battery voltage.
• the method comprises a step of determining an off-load voltage of the battery, the off-load voltage being equal to a measured battery voltage - (a measured battery current * the internal resistance of battery).
• the minimum stress voltage is greater than or equal to a minimum safety voltage and if: the determined voltage setpoint is between the maximum stress voltage and the minimum stress voltage then the secure voltage setpoint is equal to the determined voltage setpoint; the voltage setpoint determined is lower than the minimum constraint voltage then the secure voltage setpoint is equal to the minimum constraint voltage; the voltage setpoint determined is greater than the maximum stress voltage then the secure voltage setpoint is equal to the maximum stress voltage.
• a minimum safety voltage is between the maximum stress voltage and the minimum stress voltage and if: the voltage setpoint determined is between the maximum stress voltage and the minimum safety stress voltage then the safe voltage setpoint is equal to the determined voltage setpoint; the voltage setpoint determined is lower than the minimum safety stress voltage then the safe voltage setpoint is equal to the minimum safety stress voltage; the voltage setpoint determined is greater than the maximum stress voltage then the secure voltage setpoint is equal to the maximum stress voltage.
• the secure voltage setpoint is equal to the maximum stress voltage if the maximum stress voltage is lower than the determined voltage setpoint.
• Another aspect of the invention relates to a vehicle comprising a low-voltage network, a lithium-ion service battery belonging to said low-voltage network and a voltage generator arranged to drive a voltage across the terminals of said battery.
• the vehicle further comprises at least one computer arranged to implement the method according to one of the aforementioned aspects of the invention.
• FIG. 1 schematically represents a vehicle according to a non-limiting aspect of the invention.
• FIG. 2 schematically illustrates a step diagram of a non-limiting mode of implementation of the method according to the invention.
• Figure 1 illustrates a vehicle 1 comprising a low voltage network 2, for example 12V.
• the low voltage network 2 comprises in particular:
• BMS Battery Management System
• the vehicle 1 further comprises a voltage generator 6 for example formed by a DCDC type voltage converter.
• Figure 2 shows a step diagram of an implementation mode of the method 100 according to one aspect of the invention. It is used to control a voltage at the terminals of the lithium-ion service battery 3.
• the steps of the method 100 are executed by means of the computer 4 of the BMS type and the computer 5 for managing the engine of the vehicle 1 .
• the method 100 comprises a step of determining 101 an open-load voltage of the battery 3.
• the off-load voltage is equal to a measured battery voltage - (a measured battery current * an internal resistance of the battery).
• the measured battery voltage and the measured battery current can be transmitted by the BMS computer 4 to the engine management computer 5.
• the internal resistance of the battery is itself determined according to a measured battery temperature.
• This measured battery temperature can be transmitted by the BMS computer 4 to the engine management computer 5.
• the measured battery temperature is then compared to a map making it possible to determine the internal resistance as a function of the battery temperature.
• the calculated no-load voltage is then filtered, for example by means of a 1st order low-pass filter. This filtering thus makes it possible to reduce the noise of the no-load voltage used by the method 100 according to the invention.
• the method 100 further comprises a step of determining 102, depending on the measured battery temperature, a maximum stress voltage and a minimum stress voltage acceptable by the battery. This step makes it possible to determine the minimum and maximum voltage limits which must be respected at the terminals of the lithium-ion service battery 3, in particular to guarantee that the current flowing in the battery 3 respects, on average, a minimum limit and a limit maximum.
• the maximum constraint voltage is equal to the open circuit voltage of the battery + (the internal resistance of the battery * a maximum secure battery current).
• the minimum stress voltage is equal to the open-load voltage of the battery + (the internal resistance of the battery * a minimum safe battery current).
• the step of determining 102 a maximum constraint voltage and a minimum constraint voltage comprises a first sub-step 102a of determining, as a function of the temperature measured battery, a maximum battery current and a minimum battery current acceptable for the battery.
• the method 100 uses a map illustrating a maximum battery current as a function of the battery temperature. At a battery temperature of +20°, this maximum battery current can for example be formed by a charging current of 60A.
• the method 100 uses a map illustrating a minimum battery current as a function of the battery temperature.
• this minimum battery current can for example be formed by a discharge current of -300A.
• Step 102 further comprises a second sub-step of determining 102b the maximum secure battery current and the minimum secure battery current.
• the maximum secure battery current is equal to: the maximum battery current determined during the first sub-step 102a when the determined maximum battery current is between a minimum threshold battery current and a maximum threshold battery current; at the minimum threshold battery current when the determined maximum battery current is less than the minimum threshold battery current; at the maximum threshold battery current, when the determined maximum battery current is greater than the maximum threshold battery current.
• the minimum secure battery current is equal: to the minimum battery current determined during the first sub-step 102a when the minimum battery current determined is between the minimum battery current threshold and the maximum battery current threshold; at the minimum threshold battery current when the determined minimum battery current is less than the minimum threshold battery current; - at the maximum threshold battery current when the determined minimum battery current is greater than the maximum threshold battery current.
• the maximum stress voltage is also equal to: the previously calculated maximum stress voltage when the calculated maximum stress voltage is between a minimum threshold battery voltage and a maximum threshold battery voltage; the minimum threshold battery voltage when the calculated maximum stress voltage is lower than the minimum threshold battery voltage; the maximum threshold battery voltage when the calculated maximum stress voltage is greater than the maximum threshold battery voltage.
• the minimum stress voltage is also equal to: the minimum stress voltage previously calculated when the calculated minimum stress voltage is between the minimum threshold battery voltage and the battery voltage maximum threshold; the minimum threshold battery voltage when the calculated minimum stress voltage is lower than the minimum threshold battery voltage; the maximum threshold battery voltage when the calculated minimum stress voltage is greater than the maximum threshold battery voltage.
• the method 100 comprises a step of determining 103 a voltage setpoint to be applied to the terminals of the battery 3 to maintain a predetermined state of charge, for example of 85%.
• the voltage setpoint is a function of a measured battery temperature.
• the method uses a map illustrating a battery voltage as a function of the temperature of the battery.
• the method 100 also comprises a step of determining 104 a secure voltage setpoint by applying the maximum stress voltage and the minimum stress voltage, determined during step 102, to the voltage setpoint determined during step 103.
• determining 104 a secure voltage setpoint by applying the maximum stress voltage and the minimum stress voltage, determined during step 102, to the voltage setpoint determined during step 103.
• the method 100 makes it possible to set a minimum security voltage, configurable (eg 12.3V), of the battery 3 to be respected.
• This minimum safety voltage makes it possible to ensure a minimum level of performance for the electrical components constituting the low voltage network 2 of the vehicle 1, for example multimedia systems or lighting devices.
• the minimum stress voltage is greater than or equal to the minimum safety voltage and if: the voltage setpoint determined is between the maximum stress voltage and the minimum stress voltage then the secure voltage setpoint is equal to the determined voltage setpoint; - the voltage setpoint determined is lower than the minimum constraint voltage then the secure voltage setpoint is equal to the minimum constraint voltage; the voltage setpoint determined is greater than the maximum stress voltage then the secure voltage setpoint is equal to the maximum stress voltage.
• the secure voltage setpoint is equal to the determined voltage setpoint; the voltage setpoint determined is lower than the minimum safety stress voltage then the safe voltage setpoint is equal to the minimum safety stress voltage; the voltage setpoint determined is greater than the maximum stress voltage then the secure voltage setpoint is equal to the maximum stress voltage.
• the safe voltage setpoint is equal to the maximum stress voltage.
• the voltage variations of the secure voltage setpoint can be limited by a maximum voltage gradient, for example 2V/s, and a minimum voltage gradient, for example -2V/s .
• the method 100 also includes a step of applying 105 a correction voltage to the secure voltage setpoint according to a voltage variation measured in the low voltage network 2.
• This step 105 makes it possible to take into account the voltage drops in the low voltage network 2 which may occur. These voltage drops can for example be linked to the wiring impedances of the low voltage network 2.
• the correction voltage thus makes it possible to reduce the error between the secure voltage setpoint to be applied to the terminals of the battery 3 and the voltage actually measured at its terminals. This correction voltage is permanently determined.
• an error voltage is determined. This error voltage is equal to the safe voltage setpoint determined - a voltage measured at the terminals of battery 3.
• an intermediate correction voltage is determined by means of a PID type regulator. This intermediate correction voltage is continuously determined in order to reduce the determined error voltage.
• this intermediate correction voltage is compared with a minimum threshold error voltage and a maximum threshold error voltage authorized for the voltage correction.
• the correction voltage is equal to the intermediate correction voltage if the intermediate correction voltage is between the minimum threshold error voltage and the maximum threshold error voltage.
• the correction voltage is equal to the minimum threshold error voltage if the intermediate correction voltage is lower than the minimum threshold error voltage.
• the correction voltage is equal to the maximum threshold error voltage if the intermediate correction voltage is greater than the maximum threshold error voltage.
• the method 100 also includes a step of transmitting 106 the secure voltage setpoint to the voltage generator 6 arranged to control the voltage across the terminals of the battery 3 in accordance with the secure voltage setpoint.
• This voltage generator 6 is formed in our example by a DC/DC voltage converter.
• the voltage generator 6 could for example be formed by a rotary electrical machine of the alternator type.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Mechanical Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Transportation (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Secondary Cells (AREA)

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Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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Citations (7)

• 2021
  • 2021-05-26 FR FR2105449A patent/FR3123518A1/fr active Pending
• 2022
  • 2022-03-30 CN CN202280037627.7A patent/CN117426039A/zh active Pending
  • 2022-03-30 EP EP22717241.8A patent/EP4348797A1/de active Pending
  • 2022-03-30 WO PCT/FR2022/050593 patent/WO2022248780A1/fr active Application Filing

Patent Citations (7)

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