WO2023084166A1

WO2023084166A1 - Test for connection to vehicle battery charging circuits

Info

Publication number: WO2023084166A1
Application number: PCT/FR2022/051877
Authority: WO
Inventors: Christophe Jacquot; Minh Nguyen; Marc POTIER
Original assignee: Psa Automobiles Sa
Priority date: 2021-11-10
Filing date: 2022-10-05
Publication date: 2023-05-19
Also published as: EP4430723A1; FR3128996A1

Abstract

The invention relates to a device (DT) responsible for testing a vehicle (V) comprising a battery (BR) that can be recharged via a charging circuit (CR1, CR4) coupled to a charging computer (CR2) and to at least one charging connector (CR31) suitable for charging in a predefined mode. This device (DT) comprises a coupling connector (CC) that is able to be connected to the charging connector (CR31) and an electronic housing (BE) to which the coupling connector (CC) is connected and which is configured to provide the charging circuit (CR1, CR4), via the coupling connector (CC) and the charging connector (CR31), with a sequence of signals that is representative of connection to a power source that allows the predefined mode and is suitable for triggering in the charging computer (CR2) setting of a dedicated parameter to a predefined state when the charging connector (CR31) is correctly coupled to the charging circuit (CR1, CR4).

Description

DESCRIPTION

TITLE: CONNECTION TESTS TO VEHICLE BATTERY CHARGING CIRCUITS

The present invention claims the priority of French application No. 2111922 filed on 10.11.2021, the content of which (text, drawings and claims) is incorporated herein by reference.

Technical field of the invention

The invention relates to vehicles comprising at least one battery rechargeable by an external power source, and more specifically the conformity tests of connections to charging circuits of such batteries.

State of the art

Certain vehicles, possibly of the automotive type, comprise at least one battery, possibly cellular, and capable of being recharged via a charging circuit connected to a charging connector to which is temporarily connected a charging cable which is also connected to a power source external. It will be noted that the invention relates to charging connectors which are suitable for charging in mode 2 or 3 or in mode 4.

It is recalled that in mode 4 charging, the relevant charging connector of the vehicle is connected to the battery to be charged via the charging circuit, and therefore this battery is supplied directly with high direct current (typically 125 A or 250 A) under a low input voltage (typically 450 V) by an external power source connected to the charging connector via a charging cable, i.e. without conversion by a vehicle converter. It is also recalled that charging in mode 2 is done by coupling a vehicle charging connector to a conventional wall socket via a charging cable, with a current which is generally between 8 A and 13 A, under an alternating voltage of 220 V AC, and that charging in mode 3 is done by coupling a vehicle charging connector to a specific wall box (or "wallbox") via a charging cable, with a current generally between 16 A and 32 A, under an alternating voltage of 220 V AC, in single-phase or three-phase. In addition, in mode 2 or 3 charging, it is the converter, which is temporarily coupled to the external power source via the vehicle's charging circuit, which supplies the battery to be charged with direct current, after AC/ DC (for example from 220 V to 450 V).

On vehicle assembly lines, it happens that the connection between the (one) charging connector (generally accessible via an exterior hatch) and the charging circuit is not correctly made, or even that a technician forgets to make it. In such a situation, you can only realize that there is a charging problem when you proceed to check the charging of the battery by successively connecting the (two) connector(s) s) charging the vehicle (respectively adapted to modes 2 or 3 and 4) at one (two) charging station(s) dedicated (respectively) to mode 2 or 3 and/or mode 4, after all the other checks and adjustments of the vehicle have been carried out in an adjustment and check phase. These two successive control connections are time-consuming and therefore expensive.

In the event of a charging problem, the vehicle must be transferred to a repair area where a search for the cause of this charging problem is carried out, even though the vehicle has been fully assembled and checked. If the cause is a connection forgotten, or an incorrect connection, one is forced to dismantle elements of the vehicle to be able to intervene before reassembling, which is time-consuming and therefore expensive, and can sometimes cause damage to an element. dismantled which may require replacement and therefore making the intervention even more expensive.

The object of the invention is therefore in particular to improve the situation by facilitating the detection of a connection forgotten or of an incorrect connection as early as possible in the phase of adjustment and control of the assembled vehicle, so as to avoid having to make each control connection to a dedicated charging station.

Presentation of the invention It proposes in particular for this purpose a test device intended to test a vehicle, this vehicle comprising:

- a charging calculator,

- a charging connector suitable for charging in a predefined mode,

- a charging circuit coupled to the charging computer and to at least the charging connector,

- a rechargeable battery via the charging circuit.

This test device is characterized by the fact that it includes:

- a coupling connector suitable for connection to (each) charging connector, and

- an electronic box to which the coupling connector is coupled and configured to supply the charging circuit, via the coupling connector and the charging connector concerned, with a corresponding sequence of signals which is representative of a connection to a power source allowing the corresponding predefined mode and capable of triggering in the charging computer a placement of a corresponding dedicated parameter in a predefined state when the charging connector concerned is correctly coupled to the charging circuit.

Thus, a connection problem between a charging connector and the charging circuit can be detected quickly and reliably without the need to connect each charging connector to the dedicated charging station.

The test device according to the invention may comprise other characteristics which may be taken separately or in combination, and in particular:

- the electronic unit may comprise an electronic circuit configured, when the charging connector connected to the coupling connector is suitable for charging in mode 2 or 3, so as to generate a first sequence of signals comprising, on the one hand, a first alternating current intended for the phase lines and a neutral line of the charging circuit, under a first chosen voltage and according to a first chosen frequency, on the other hand, a square-shaped pilot signal, having a second chosen voltage and a second frequency chosen, for a control line of the recharging circuit, and, on the third part, a signal of proximity, having a third voltage strictly lower than the first chosen voltage, for a proximity line of the charging circuit, in order to give the impression to the charging circuit that it is coupled to a power source allowing mode 2 or 3;

- in the presence of the first option, the first chosen voltage can be between +18 V and +24 V, the first chosen frequency can be equal to 50 Hz, the second chosen voltage can have an amplitude equal to 24 V, and the second frequency chosen can be between 900 Hz and 1100 Hz;

- the electronic unit may comprise an electronic circuit configured, when the charging connector connected to the coupling connector is suitable for charging in mode 4, so as to generate a second sequence of signals comprising a second direct current under a fourth chosen voltage , in order to give the impression to the charging circuit that it is coupled to a power source allowing mode 4;

- in the presence of the last option, the fourth chosen voltage can be between +18 V and +24 V;

- the electronic unit may include a battery capable of supplying the electronic circuit with electrical energy.

The invention also proposes a vehicle, optionally of the automobile type, and comprising:

- a charging calculator,

- a charging connector suitable for charging in a predefined mode,

- a rechargeable battery via the charging circuit (CR1, CR4).

This vehicle is characterized by the fact that in the event of activation of a charging circuit test mode in the charging computer and connection to (to one) charging connector of a test device of the type presented above, its charging circuit is configured, when it receives the corresponding sequence of signals from the test device and the charging connector is correctly coupled to it, to induce in the charging computer a placement of a parameter dedicated in a predefined state.

The invention also proposes a test method making it possible to test a vehicle comprising:

- a charging calculator,

- a charging connector suitable for charging in a predefined mode,

- a rechargeable battery via the charging circuit.

This test method is characterized in that it comprises a step in which a charging circuit test mode is activated in the charging computer and connecting to (a) charging connector a test device of the type of that presented above to provide a sequence of signals adapted to the predefined mode and capable of triggering in the charging computer a placement of a dedicated parameter in a predefined state when the charging connector is correctly coupled to the charging circuit, then one accesses the charging computer in order to determine the status of this dedicated parameter.

For example, in the step of the test method, it is possible to deactivate (automatically or manually) the test mode of the charging circuit in the charging computer when the dedicated parameter is in its predefined state.

The invention also proposes a computer program product comprising a set of instructions which, when it is executed by processing means, is capable of implementing at least part of a test method of the type of that presented above for testing, in a vehicle comprising:

- a charging calculator,

- a charging connector suitable for charging in a predefined mode,

- a rechargeable battery via the charging circuit, a connection between the charging circuit and each charging connector.

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

[Fig. 1] schematically and functionally illustrates an embodiment of a vehicle comprising a GMP with an electric drive machine powered by a main rechargeable battery, and temporarily coupled to a test device according to the invention,

[Fig. 2] schematically and functionally illustrates an embodiment of a test device according to the invention, and

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

Detailed description of the invention

The object of the invention is in particular to propose a test device DT, and an associated test method, intended to make it possible to test the interconnection between at least one charging connector CR3j and a charging circuit CR1, CR4 of a battery rechargeable BR of a vehicle V.

In what follows, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type. This is for example a car, as shown in Figure 1. But the invention is not limited to this type of vehicle. It concerns any type of vehicle comprising at least one battery rechargeable by an external power source (regardless of the mode). Thus, it concerns, for example, land vehicles (utility vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road construction machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and caterpillar(s), for example), boats and aircraft.

Furthermore, it is considered in what follows, by way of non-limiting example, that the vehicle V comprises a powertrain (or GMP) of the all-electric type (and therefore whose traction is ensured exclusively by at least one electric motor machine MRS). But the GMP could be of the hybrid type (thermal and electric).

Moreover, it is considered in what follows, by way of non-limiting example, that the rechargeable battery BR is a main (or “traction”) battery. But the rechargeable battery could be a service battery (possibly rechargeable via a converter temporarily coupled to an external power source).

Finally, it is considered in what follows, by way of non-limiting example, that the rechargeable battery BR is a main battery rechargeable in modes 3 and 4. But the rechargeable battery BR could be rechargeable in mode 2 or 3 or else in mode 4.

It is recalled that charging in mode 2 is done by coupling a first CR31 charging connector (j = 1) of the vehicle V to a conventional electrical wall socket via a charging cable, with a current which is generally between 8 A and 13 A, under an alternating voltage of 220 V AC, and that charging in mode 3 is done by coupling the first CR31 charging connector of the vehicle V to a specific wall box (or "wallbox") via a cable recharging, with a current generally between 16 A and 32 A, under an alternating voltage of 220 V AC, in single-phase or three-phase. Moreover, in a mode 2 or 3 recharge it is the CV converter of the vehicle V, which is temporarily coupled to the external power source via a first sub-part CR1 of the vehicle recharge circuit V, which supplies the BR battery to be recharged with direct current, after AC/DC conversion (for example from 220 V to 450 V).

The first CR31 charging connector usually includes:

- three terminals respectively connected to three electrical wires to be coupled to three phase lines of the first sub-part CR1 of the charging circuit, generally referenced L1 to L3,

- a terminal connected to an electric wire to be coupled to a neutral line of the first sub-part CR1 of the charging circuit, generally referenced N (or "neutral"),

- a terminal connected to an electric wire to be coupled to a ground line of the first sub-part CR1 of the charging circuit, generally referenced M or G (or "ground"),

- a terminal connected to an electric wire to be coupled to a control line of the first sub-part CR1 of the charging circuit, generally referenced CP (or "control pilot"), and - A terminal connected to an electric wire to be coupled to a proximity line of the first sub-part CR1 of the charging circuit, generally referenced P (or "proximity").

It is also recalled that in a mode 4 recharge, a second charging connector CR32 (j = 2) of the vehicle V is connected to the battery BR to be recharged via a second sub-part CR4 of the charging circuit, and therefore this battery BR is supplied directly with high direct current (typically 125 A or 250 A) at low input voltage (typically 450 V) by an external power source connected to the second CR32 charging connector via a charging cable, it i.e. without conversion by the CV converter of the vehicle V.

The second CR32 charging connector usually includes:

- a terminal connected to an electric wire to be coupled to a positive direct current supply line of the second sub-part CR4 of the charging circuit, generally referenced DC+, and

- a terminal connected to an electric wire to be coupled to a negative direct current supply line of the second sub-part CR4 of the charging circuit, generally referenced DC-.

There is schematically shown in Figure 1 a vehicle V comprising an electric GMP transmission chain, an on-board network RB, a service battery BS, a rechargeable main battery BR, a converter CV, and a monitoring device DS according to the 'invention.

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

The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition to (or possibly instead of) that supplied by the converter CV powered by the rechargeable main battery BR. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the current converter CV.

The transmission chain has a GMP which is, here, purely electrical and therefore which comprises, in particular, an electric driving machine MME, arranged in such a way as to supply or recover torque to move the vehicle V. The operation of the GMP is supervised by a supervision computer CS.

The driving machine MME (here an electric motor) is coupled to the main rechargeable battery BR, in order to be supplied with electrical energy, as well as possibly to supply this main rechargeable battery BR with electrical energy during regenerative braking.

The rechargeable main battery BR may, for example, comprise electrical energy storage cells, possibly grouped together in modules that are identical or different from each other. For example, electrical energy storage cells can be electrochemical. Thus, they can, for example, be of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type. Also for example, the rechargeable main battery BR can be of the low voltage type (typically 450 V as a illustrative). But it could be medium voltage or high voltage.

Furthermore, the rechargeable main battery BR is (here) associated with a battery box BB which notably comprises an isolation device, any voltage/current measuring means (not shown), and a battery computer CB.

The isolation device is arranged so as to isolate, if necessary, the rechargeable main battery BR from the converter CV and/or from the second charging connector CR32 and/or from the prime mover MME.

The battery computer CB centralizes the current measurements and the voltage measurements concerning the rechargeable main battery BR, and determines the parameters of the latter (BR) as a function of these measurements. Furthermore, the battery computer CB partially manages the recharging in mode 4. It also exchanges information with the supervision computer CS of the GMP and a recharging computer CR2 described below.

The converter CV is responsible during the driving phases of the vehicle V to convert part of the electric current stored in the rechargeable main battery BR to supply converted electric current, on the one hand, to the on-board network RB, and, on the other hand, the service battery BS (to recharge it). It is also charged, during the charging phases in mode 2 or 3, to convert the alternating current from the external power source (via the first charging connector CR31 and the first sub-part CR1 of the charging circuit) into direct current intended for the rechargeable main battery BR. The first charging connector CR31 must therefore be connected to the first sub-part CR1 of the charging circuit (which concerns charging in mode 2 or 3) so that the rechargeable main battery BR can be charged in mode 2 or 3.

For example, and as illustrated without limitation in FIG. 1, the converter CV can be part of a recharging and conversion equipment ERC which also includes the recharging computer CR2 responsible for managing recharging in mode 2 or 3, as well as here in mode 4. This charging computer CR2 is therefore here coupled to the battery computer CB in order to manage the charging in mode 4, as well as to the first CR1 and second CR4 sub-parts of the charging circuit.

For its part, the second charging connector CR32 must be connected to the second sub-part CR4 of the charging circuit (which concerns charging in mode 4 (here housed in the battery box BB)) so that the main rechargeable battery BR can be recharged in mode 4.

As mentioned above, the invention proposes in particular a test device DT intended to make it possible to test the interconnection between each charging connector CR3j of the vehicle V and the first CR1 or second CR4 corresponding sub-part of the charging circuit for the purpose determine whether it was done correctly or not.

As illustrated in FIGS. 1 and 2, a DT test device according to the invention comprises a DC coupling connector which is capable of being connected to (to each) CR3j charging connector and an electronic box BE to which the charging connector is coupled. DC coupling. It will be noted that in the example illustrated without limitation in FIGS. 1 and 2, the coupling connector CC is external to the electronic box BE and connected to the various output lines of the latter (BE) via a connection cable CL. But in a variant embodiment, the coupling connector CC could be part of the electronic box BE.

The DC coupling connector here comprises first and second sub- parts dedicated respectively to the first CR31 and second CR32 charging connectors. But it could only include a part dedicated to the first CR31 charging connector or only one part dedicated to the second CR32 charging connector.

The first subsection includes:

- three terminals intended to be connected respectively to the three terminals of the first charging connector CR31 to be coupled to the three phase lines L1 to L3 of the first sub-part CR1 of the charging circuit,

- a terminal intended to be connected to the terminal of the first charging connector CR31 to be coupled to the neutral line N of the first sub-part CR1 of the charging circuit,

- a terminal intended to be connected to the terminal of the first charging connector CR31 to be coupled to the ground line M (or G) of the first sub-part CR1 of the charging circuit,

- a terminal intended to be connected to the terminal of the first charging connector CR31 to be coupled to the control line CP of the first sub-part CR1 of the charging circuit, and

- A terminal intended to be connected to the terminal of the first charging connector CR31 to be coupled to the proximity line P of the first sub-part CR1 of the charging circuit.

The second sub-part includes:

- a terminal intended to be connected to the terminal of the second charging connector CR32 to be coupled to the DC+ positive direct current power supply line of the second sub-part CR4 of the charging circuit, and

- a terminal intended to be connected to the terminal of the second charging connector CR32 to be coupled to the negative direct current power supply line DC- of the second sub-part CR4 of the charging circuit.

The BE electronic unit is configured to supply the first CR1 and second CR4 sub-parts of the charging circuit, via the DC coupling connector and the first CR31 or second CR32 charging connector (affected by the test in progress), a first s1 or second s2 signal sequence that is representative of a connection to a power source allowing the predefined mode (2 or 3 or 4). This first s1 or second s2 sequence of signals is capable of triggering in the charging computer CR2 a placement of a dedicated parameter pdj in a predefined state epj when the first CR31 or second CR32 charging connector concerned is correctly coupled to the first CR1 or second CR4 corresponding sub-part of the charging circuit.

Thus, the first sequence of signals s1 that the test device DT supplies to the first charging connector CR31 is intended to give the impression to the first sub-part CR1 of the charging circuit that it is coupled to a power source. external allowing mode 2 or 3, when the connection between the first charging connector CR31 and the first sub-part CR1 of the charging circuit is correct. Likewise, the second sequence of signals s2 that the test device DT supplies to the second charging connector CR32 is intended to give the impression to the second sub-part CR4 of the charging circuit that it is coupled to a source of external power supply allowing mode 4, when the connection between the second charging connector CR32 and the second sub-part CR4 of the charging circuit is correct.

Each connection test of a second CR3j charging connector can therefore be carried out at any time during the adjustment and inspection phase of the vehicle V following the end of assembly on the assembly line, and in particular from the start of this adjustment and control phase. This makes it possible to quickly and reliably detect a connection problem between a CR3j charging connector and the first CR1 or second CR4 corresponding sub-part of the charging circuit without the need to connect each CR3j charging connector to the station. dedicated to its mode (2 or 3 or 4).

Preferably, when the DC coupling connector can be simultaneously connected to first CR31 and second CR32 charging connectors, dedicated first pd1 (j = 1) and second pd2 (j = 2) parameters are used to record the test results connection respectively of the first CR31 and second CR32 charging connectors.

Also preferably, a test mode of the first CR1 and second CR4 sub-parts of the recharging circuit must be activated in the recharging computer CR2 before a connection test begins. For example, this activation can be performed before the DC coupling connector has been connected to the first CR31 and/or second CR32 charging connector(s). This activation can be done by sending a dedicated signal to the charging computer CR2, for example by means of a diagnostic tool coupled to the diagnostic socket of the vehicle V. In this case, the coupling connector CC is connected to the first CR31 and/or second CR32 charging connector(s) after the activation of the test mode of the first CR1 and second CR4 sub-parts of the charging circuit in the charging computer CR2, then the test of connection is triggered by an action on a dedicated control device of the electronic unit BE, or a selection of a menu offered by the electronic unit BE, by the user of the test device DT.

But in a variant embodiment, the electronic box BE could be configured to activate the test mode of the first CR1 and second CR4 sub-parts of the charging circuit in the charging computer CR2 after the coupling connector CC has been connected to the (x) first CR31 and/or second CR32 charging connector(s). This activation can then be done by sending a dedicated signal to the charging computer CR2, for example triggered by an action on a dedicated control device of the electronic unit BE, or a selection of a menu offered by the electronic unit BE, by the user of the test device DT. In this case, upon receipt of this dedicated signal, the charging computer CR2 places itself in a test mode for the first CR1 and second CR4 sub-parts of the charging circuit which will make it possible to act on the state of (each) pdj dedicated parameter. It will be noted that the action of the user which triggers the activation of the test mode of the first CR1 and second CR4 sub-parts of the charging circuit can also then trigger the generation and the supply of the first sequence of signals s1, then generating and supplying the second sequence of signals s2 (or vice versa). But in a variant embodiment, the electronic box BE could comprise at least one other control device or at least one other menu allowing the user to trigger the generation and supply of each sequence of signals sj.

Thus, in the event of activation of the test mode of the first CR1 and second CR4 sub-parts of the charging circuit in the charging computer CR2 and of connection to the charging connector CR3j of the test device DT, the first CR1 and second CR4 sub-parts of the charging circuit are configured, when one of them receives a sequence of signals sj from the test device DT and the charging connector CR3j is correctly coupled to it, to induce in the charging computer CR2 the placement of the dedicated parameter pdj in its predefined state epj.

It will be noted that the charging computer CR2 must be the subject of a software development, compared to a charging computer of the prior art, so as to store each dedicated parameter (or "flag" - flag) pdj either in its predefined state epj when the first CR31 or second CR32 charging connector concerned is correctly coupled to the first CR1 or second CR4 corresponding sub-part of the charging circuit, or in another state ep'j also predefined when the first CR31 or second CR32 charging connector concerned is not correctly coupled to the corresponding first CR1 or second CR4 sub-part of the charging circuit. In the case of the connection test of the first charging connector CR31, it is the first sub-part CR1 of the charging circuit (dedicated to mode 2 or 3 (and here housed in the ERC charging and conversion equipment)) which is configured in such a way as to place the dedicated parameter pd1 in its predefined state ep1 , whereas it is for example initially placed in its other predefined state ep'1 when activating the test mode of the first CR1 and second CR4 sub- parts of the charging circuit in the CR2 charging computer. In the case of the connection test of the second charging connector CR32, it is the second sub-part CR4 of the charging circuit (dedicated to mode 4 (and here housed in the battery box BB)) which is configured so as to trigger the placement of the dedicated parameter pd2 in its predefined state ep2, whereas it is for example initially placed in its other predefined state ep'2 when activating the test mode of the first CR1 and second CR4 sub-parts of the circuit recharging in the CR2 recharging computer. For example, the second sub-part CR4 of the charging circuit (dedicated to mode 4) can request the battery computer CB to communicate with the charging computer CR2 to cause the placement of the dedicated parameter pd2 in its predefined state ep2.

It will indeed be understood that when the first CR1 or second CR4 sub- part of the charging circuit does not receive a first s1 or second s2 sequence of signals it cannot trigger in the charging computer CR2 the placement of a dedicated parameter pdj in its predefined state epj or in its other predefined state ep'j , and therefore if one wants to know the result of a connection test, it is preferable that the corresponding dedicated parameter pdj is initially placed in its other predefined state ep'j (representative of a connection problem).

For example, and as illustrated without limitation in FIGS. 1 and 2, the electronic box BE can comprise a configured electronic circuit CE, when the first charging connector CR31 connected to the coupling connector CC is suitable for charging in a mode 2 or 3, so as to generate the first sequence of signals s1 which must give the impression to the first sub-part CR1 of the charging circuit that it is coupled to an external power source allowing mode 2 or 3. This first sequence of signals s1 comprises a first alternating current, a pilot signal and a proximity signal.

The first alternating current is intended for the phase lines L1 to L3 and for the neutral line N of the first sub-part CR1 of the charging circuit, and is supplied at a first chosen voltage and according to a first chosen frequency.

The pilot signal is intended for the pilot line CP of the first sub-part CR1 of the recharging circuit, has a square shape and is supplied at a second chosen voltage and a second chosen frequency.

The proximity signal is intended for the proximity line P of the first sub-part CR1 of the recharging circuit, and is supplied at a third voltage strictly lower than the first chosen voltage.

Preferably, the phase lines L1 to L3 are out of phase two by two by 120°.

As illustrated, the electronic circuit CE can comprise a first generator G1 responsible for supplying the first alternating current under the first chosen voltage and according to the first chosen frequency. A first terminal of this first generator G1 is here connected to a first line which is subdivided into two sub-lines, one connected to a first terminal of a first resistor R1, the other being subdivided in turn into three sub-lines SS1 to SS3 corresponding respectively to the phase lines L1 to L3. A second terminal of the first generator G1 is here connected to a second line which is subdivided into two sub-lines, one connected to second R2 and third R3 resistors mounted in series, to induce a dedicated voltage drop, with the third resistor R3 connected to a sub-line SS7 corresponding to the proximity line P, the other splitting into a sub-line connected to the second terminal of the first resistor R1 and another sub-line which in turn splits into two sub-lines SS4 and SS5 corresponding respectively to the neutral line N and ground line M (or G).

For example, the first resistor R1 can have a value between 450 ohms and 500 ohms. Also for example, the second resistor R2 can have a value between 300 ohms and 350 ohms. Also for example, the third resistor R3 can have a value between 130 ohms and 170 ohms. Also for example, the intensity of the first alternating current can be a few milliamperes.

The electronic circuit CE can also comprise a second generator G2 responsible for supplying the square-shaped pilot signal under the second chosen voltage and the second chosen frequency on a sub-line SS6.

For example, the first chosen voltage can be between +18 V and +24 V (+2 V/-1 V), the first chosen frequency can be equal to 50 Hz, the second chosen voltage can have an amplitude equal to 24 V (minimum of -12 V (+/-1 V) and maximum of +12 V (+/-1 V)), and the second frequency chosen can be between 900 Hz and 1100 Hz (and preferably equal to 1000 Hz).

Also for example, the rise time of the pilot signal from 10% to 90% can be of the order of 2 ps, the fall time of the pilot signal from 90% to 10% can be of the order of 2 ps, and the minimum settling time at 95% of the steady-state pilot signal can be of the order of 3 ps.

Also as illustrated without limitation in Figures 1 and 2, the electronic circuit CE of the electronic box BE can, for example, be configured, when the second charging connector CR32 connected to the connector of DC coupling is suitable for charging in mode 4, so as to generate the second sequence of signals s2 to give the impression to the second sub-part CR4 of the charging circuit that it is coupled to an external power source allowing mode 4. This second sequence of signals s2 comprises a second direct current under a fourth chosen voltage.

As illustrated, the electronic circuit CE can comprise a third generator G3 responsible for supplying the second direct current under the fourth chosen voltage. A first positive terminal of this third generator G1 is here connected to a first line SS8 corresponding to the positive direct current supply line DC+ of the second sub-part CR4 of the charging circuit. A second negative terminal of the third generator G1 is here connected to a second line SS9 corresponding to the negative direct current supply line DC- of the second sub-part CR4 of the charging circuit.

For example, the fourth chosen voltage can be between +18 V and +24 V (+2 V/-1 V). Also for example, the intensity of the second direct current can be a few milliamperes.

It will also be noted, as illustrated without limitation in FIGS. 1 and 2, that the electronic unit BE can advantageously comprise a battery BA suitable for supplying electrical energy to the electronic circuit CE. This makes the DT test device portable and independent, in operation, of an external power source. Preferably, this battery BA is rechargeable by coupling to an external electrical power source.

It will also be noted that the invention can also be considered from the angle of a test method, a non-limiting example of implementation of which is illustrated in Figure 3.

This test method comprises a step 10-50 in which one begins by activating the test mode of the first CR1 and second CR4 sub-parts of the charging circuit in the charging computer CR2 and by connecting to (each) charging connector CR3j the DT test device. For example, and as illustrated without limitation in Figure 3, one can start with activate in a sub-step 10 the test mode of the first CR1 and second CR4 sub-parts of the charging circuit in the charging computer CR2, then it is possible to connect to (to each) charging connector CR3j the test device DT in a sub-step 20. But the reverse is also possible, as described above.

Then, in a sub-step 30 of step 10-50, at least one sequence of signals sj is provided adapted to the predefined mode to which the tested charging connector CR3j is adapted and capable of triggering in the charging computer CR2 the placement of the dedicated parameter pdj in its predefined state epj when the charging connector CR3j tested is correctly coupled to the first CR1 or second CR4 corresponding sub-part of the charging circuit. Then, in a sub-step 40 of step 10-50, the charging computer CR2 is accessed in order to determine the state of (each) dedicated parameter pdj.

It will be noted that access to the CR2 recharging computer is preferably done by means of a diagnostic tool coupled to the diagnostic socket of the vehicle V. But in a variant embodiment, this access could be done via the electronic box BE which must then include a communication interface and a man/machine interface.

It will also be noted that step 10-50 can also comprise a sub-step 50 in which the test mode of the first CR1 and second CR4 sub-parts of the charging circuit in the charging computer CR2 is deactivated when the (each) dedicated parameter pdj is in its predefined state epj. This deactivation (which may be automatic or manual) is intended to return the CR2 charging computer to a conventional operating mode which will enable it, at the end of the adjustment and control phase, to manage the charging of the rechargeable battery BR via a CR3j charging connector (and without having to test charging with any other CR3j charging connector'). This deactivation is preferably done by means of the diagnostic tool coupled to the diagnostic socket of the vehicle V. But in a variant embodiment, this deactivation could be done via the electronic unit BE which must then include a communication interface and a man/machine interface. It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when it is executed by processing means of the electronic circuit (or hardware) type, such as for example at least one processor, for example a digital signal processor (or DSP (“Digital Signal Processor”)) and associated with a random access memory, is capable of implementing at least part of the test method described above for testing in the vehicle V one (each) connection between the corresponding first CR1 or second CR4 sub-part of its charging circuit and the (each) charging connector CR3j. For example, this processor and this random access memory can be part of the electronic unit BE of the test device DT.

Claims

1. Test device (DT) for testing a vehicle (V), this vehicle (V) comprising:

- a recharging computer (CR2),

- a charging connector (CR3j) suitable for charging in a predefined mode,

- a charging circuit (CR1, CR4) coupled to the charging computer (CR2) and to at least the charging connector (CR3j),

- a battery (BR) rechargeable via the charging circuit (CR1, CR4), characterized in that this test device (DT) comprises:

- a coupling connector (CC) capable of being connected to said charging connector (CR3j) and

- an electronic box (BE) to which said coupling connector (CC) is coupled and configured to supply said charging circuit (CR1, CR4), via said coupling connector (CC) and charging connector (CR3j), a sequence of signals representative of a connection to a power source allowing said predefined mode and capable of triggering in said charging computer (CR2) placing of a dedicated parameter in a predefined state when said charging connector (CR3j) is correctly coupled to said charging circuit (CR1, CR4).

2. Device according to claim 1, characterized in that said electronic unit (BE) comprises an electronic circuit (CE) configured, when said charging connector (CR31) connected to said coupling connector (CC) is suitable for charging in a mode 2 or 3, so as to generate a first sequence of signals comprising i) a first alternating current intended for phase lines and a neutral line of said charging circuit (CR1 ), under a first chosen voltage and according to a first frequency chosen, ii) a square-shaped pilot signal, having a second chosen voltage and a second chosen frequency, for a pilot line of said charging circuit (CR1), and ill) a proximity signal, having a third voltage strictly lower than said first voltage chosen, for a proximity line of said recharging circuit (CR1 ), in order to give the impression to said recharging circuit (CR1 ) that it is coupled to a power source allowing said mode 2 or 3.

3. Device according to claim 2, characterized in that said first chosen voltage is between +18 V and +24 V, said first chosen frequency is equal to 50 Hz, said second chosen voltage has an amplitude equal to 24 V, and said second chosen frequency is between 900 Hz and 1100 Hz.

4. Device according to one of claims 1 to 3, characterized in that said electronic box (BE) comprises an electronic circuit (CE) configured, when said charging connector (CR32) connected to said coupling connector (CC) is adapted to a recharge in a mode 4, so as to generate a second sequence of signals comprising a second direct current under a fourth chosen voltage, in order to give the impression to said recharge circuit (CR4) that it is coupled to a source of power supply allowing said mode 4.

5. Device according to claim 4, characterized in that said fourth chosen voltage is between +18 V and +24 V.

6. Device according to one of claims 2 to 5, characterized in that said electronic box (BE) comprises a battery (BA) capable of supplying electrical energy to said electronic circuit (CE).

7. Vehicle (V) comprising:

- a recharging computer (CR2),

- a charging connector (CR3j) suitable for charging in a predefined mode,

- a battery (BR) rechargeable via the charging circuit (CR1, CR4), characterized in that, in the event of activation of a test mode of said charging circuit (CR1, CR4) in said charging computer (CR2 ) and connection to said charging connector (CR3j) of a test device (DT) according to one of the preceding claims, said charging circuit (CR1, CR4) is configured, when it receives said sequence of signals from said device (DT) and that said charging connector (CR3j) is correctly coupled to it, to induce in said charging computer (CR2) placing a dedicated parameter in a predefined state.

8. Method for testing a vehicle (V), this vehicle (V) comprising:

- a recharging computer (CR2),

- a charging connector (CR3j) suitable for charging in a predefined mode,

- a battery (BR) rechargeable via the charging circuit (CR1, CR4), characterized in that it comprises a step (10-50) in which a test mode of said charging circuit (CR1, CR4) is activated in said recharging computer (CR2) and a test device (DT) according to one of Claims 1 to 6 is connected to said recharging connector (CR3j) in order to supply a sequence of signals adapted to said predefined mode and capable of being triggered in said recharging computer (CR2) placing a dedicated parameter in a predefined state when said recharging connector (CR3j) is correctly coupled to said recharging circuit (CR1, CR4), then said recharging computer (CR2) is accessed in order to determining the state of said dedicated parameter.

9. Method according to claim 8, characterized in that in said step (10-50) said charging circuit test mode (CR1, CR4) is deactivated in said charging calculator (CR2) when said dedicated parameter is in said predefined state.

10. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing at least part of a test method according to claim 8 or 9 for testing , in a vehicle (V) comprising:

- a recharging computer (CR2),

- a charging connector (CR3j) suitable for charging in a predefined mode,

- A battery (BR) rechargeable via the charging circuit (CR1, CR4), a connection between said charging circuit (CR1, CR4) and each charging connector (CR3j).