(19)
(11)EP 2 868 517 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
18.07.2018 Bulletin 2018/29

(21)Application number: 13810576.2

(22)Date of filing:  21.03.2013
(51)International Patent Classification (IPC): 
B60L 1/00(2006.01)
B60L 11/18(2006.01)
H01M 10/44(2006.01)
H02J 7/34(2006.01)
(86)International application number:
PCT/JP2013/058064
(87)International publication number:
WO 2014/002544 (03.01.2014 Gazette  2014/01)

(54)

CHARGE CONTROL DEVICE FOR ELECTRIC VEHICLE

LADESTEUERUNGSVORRICHTUNG FÜR ELEKTROFAHRZEUGE

DISPOSITIF DE COMMANDE DE CHARGE DESTINÉ À UN VÉHICULE ÉLECTRIQUE


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 28.06.2012 JP 2012145032

(43)Date of publication of application:
06.05.2015 Bulletin 2015/19

(73)Proprietor: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
Tokyo 108-8410 (JP)

(72)Inventor:
  • YAMAZAKI, Yasuyuki
    Tokyo 108-8410 (JP)

(74)Representative: Regimbeau 
20, rue de Chazelles
75847 Paris Cedex 17
75847 Paris Cedex 17 (FR)


(56)References cited: : 
WO-A1-2011/099116
JP-A- H0 715 807
JP-A- H07 111 735
JP-A- 2008 086 060
JP-A- 2012 010 503
US-A1- 2011 133 694
WO-A1-2012/081103
JP-A- H04 325 801
JP-A- 2003 037 903
JP-A- 2011 055 682
JP-B2- 2 850 922
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    Technical Field



    [0001] The present invention relates to a charge control device for an electrically driven vehicle, and more particularly, to charge control for an auxiliary battery.

    Background Art



    [0002] Conventional electrically driven vehicles, such as an electric automobile or hybrid automobile using an electric motor for traveling, are equipped with two types of storage battery, namely, a high-voltage battery (drive battery) storing high-voltage power for driving the electric motor, and a low-voltage battery (auxiliary battery) storing low-voltage power for driving auxiliary equipment of the vehicle, such as lamps. The drive battery is charged with electric power supplied from an exterior charging device situated outside the vehicle. The auxiliary battery is charged as it is supplied with electric power from the drive battery via a voltage converter (DC-DC converter) for converting high-voltage power to low-voltage power.

    [0003] The auxiliary battery generally comprises a lead-acid storage battery and generates heat during charging. Also, as the ambient temperature or the temperature of the auxiliary battery itself rises, a highest allowable voltage at and below which the auxiliary battery can be charged lowers, and if charging is performed at a voltage higher than the highest allowable voltage, heat generation is furthered by the charging, causing thermal runaway (thermorunaway) in which the temperature of the auxiliary battery becomes uncontrollable. Further, a lowest allowable voltage at and above which the auxiliary battery can be charged rises as the ambient temperature or the temperature of the auxiliary battery itself lowers, and where charging is performed at a voltage lower than the lowest allowable voltage, the auxiliary battery fails to be charged, causing insufficient charging.

    [0004] Patent Document 1 discloses a power supply system for an electric vehicle, in which the temperature of the auxiliary battery is detected by a temperature sensor or the like and the charging voltage is set variably in accordance with the temperature of the auxiliary battery.

    [0005] The use of a temperature sensor for detecting the temperature of the auxiliary battery is, however, undesirable because it leads to increase of cost.

    [0006] In Patent Document 2, the state of the auxiliary battery (low-voltage battery) is determined and the charging voltage is set on the basis of the engine cooling water temperature detected by an engine cooling water temperature sensor and the outside air temperature detected by an outside air temperature sensor, instead of using a temperature sensor for detecting the temperature of the auxiliary battery, thereby restraining increase of cost due to the use of an additional temperature sensor.
    Document WO 2012/081103 teaches a charge control device according to the preamble of claim 1.

    Citation List


    Patent Literature



    [0007] 

    Patent Document 1: Japanese Unexamined Patent Publication No. 2012-10503

    Patent Document 2: Japanese Unexamined Patent Publication No. 2008-86060


    Summary of Invention


    Technical Problem



    [0008] In the charge control device for an automotive battery disclosed in Patent Document 2, the state of the auxiliary battery is determined and the charging voltage is set on the basis of the detection result provided by the engine cooling water temperature sensor.

    [0009] In the case of an electric automobile using an electric motor alone for traveling, however, no engine is mounted, and thus it is not possible to estimate the warm-up state of the auxiliary battery on the basis of the detection result provided by such an engine cooling water temperature sensor.

    [0010] It is therefore difficult to variably set the charging voltage for the auxiliary battery in accordance with the warm-up state of the auxiliary battery, so that the amount of electric power output from the drive battery possibly increases, causing increase of electric power consumption of the drive battery.

    [0011] The present invention was made to solve the above problem, and an object thereof is to provide a charge control device for an electrically driven vehicle whereby charging can be reliably performed while at the same time electric power consumption of a drive battery can be restrained.

    Solution to Problem



    [0012] To achieve the above object, the present invention provides a charge control device for an electrically driven vehicle, including: a first storage battery which is charged with electric power supplied from an electric power supply device situated outside the vehicle and which supplies electric power to an electric motor for driving the vehicle; a voltage conversion unit which lowers voltage of electric power output from the first storage battery; a second storage battery which is charged with electric power output from the voltage conversion unit and which supplies electric power to auxiliary equipment of the vehicle; and a voltage setting unit which sets an output voltage of the voltage conversion unit, wherein the voltage setting unit sets the output voltage of the voltage conversion unit to a first predetermined voltage when the first storage battery is being charged with the vehicle and the electric power supply device electrically connected to each other, and the voltage setting unit sets the output voltage of the voltage conversion unit to a second predetermined voltage lower than the first predetermined voltage when the vehicle is started with the vehicle electrically disconnected from the electric power supply device, to charge the second storage battery (claim 1).

    [0013] Preferably, the voltage setting unit sets the output voltage of the voltage conversion unit to a third predetermined voltage lower than the second predetermined voltage after a lapse of a predetermined time during which the second storage battery is warmed up (claim 2).

    [0014] Also, the voltage setting unit preferably varies the predetermined time depending on length of a period from transition of the voltage conversion unit from an operating to a non-operating state to resumption of the operating state by the voltage conversion unit (claim 3).

    Advantageous Effects of Invention



    [0015] With the charge control device according to the present invention, while charging is performed by the electric power supply device, the output voltage of the voltage conversion unit is set to the first predetermined voltage, and while charging is not performed by the electric power supply device, the output voltage of the voltage conversion unit is set to the second predetermined voltage lower than the first predetermined voltage. Thus, while the vehicle is able to be supplied with electric power from outside, the output voltage of the voltage conversion unit can be set to a sufficiently high voltage. On the other hand, while the vehicle is unable to be supplied with electric power from outside, the second storage battery is charged at a lower output voltage taking account of electric power consumption of the first storage battery, whereby the electric power consumption of the first storage battery can be minimized (claim 1).

    [0016] Also, while the vehicle is traveling, the output voltage of the voltage conversion unit is set to the third predetermined voltage lower than the second predetermined voltage, and since even less electric power is extracted from the first storage battery, electric power consumption of the first storage battery can be further reduced (claim 2) .

    [0017] Further, the predetermined time is varied depending on the length of the period from the transition of the voltage conversion unit from an operating to a non-operating state to the resumption of the operating state by the voltage conversion unit. Accordingly, in a situation where the vehicle is stopped and then again run in a short period and thus the warming up of the second storage battery is completed when the vehicle is run again, for example, the predetermined time may be shortened to curtail the warm-up operation of the second storage battery.

    [0018] Since extraction of electric power from the first storage battery can be decreased, electric power consumption of the first storage battery can be further reduced (claim 3).

    Brief Description of Drawings



    [0019] 

    FIG. 1 illustrates a schematic configuration of a charge control device for an electrically driven vehicle according to the present invention.

    FIG. 2 illustrates an exemplary temporal change of output voltage of a DC-DC converter in the charge control device according to the present invention.


    Description of Embodiments



    [0020] An embodiment of the present invention will be described below with reference to the drawings.

    [0021] FIG. 1 illustrates a schematic configuration of a charge control device for an electrically driven vehicle according to the present invention. In the figure, the solid lines indicate a high-voltage circuit 13, the broken lines indicate a low-voltage circuit 22, and the dot-dash line indicates a charging cable 31. FIG. 2 illustrates an exemplary temporal change of output voltage of a DC-DC converter in the charge control device according to the present invention. In FIG. 2, (a) denotes a period in which a drive battery 11 is charged with electric power from an exterior charging device 30 situated outside the vehicle, that is, a duration of charging of the drive battery 11, (b) denotes a period of warm-up operation of an auxiliary battery 19, and (c) denotes a period in which the vehicle 10 is running. The warm-up operation period starts when the main power supply of the vehicle 10 is turned on, and terminates when a predetermined time (e.g. 40 minutes) elapses. The predetermined time is determined beforehand by experimentation and the like. Also, in FIG. 2, (e) and (h) each denote a period in which lamps 17 are lit. Further, in FIG. 2, the periods in which the output voltage of the DC-DC converter 20 is at "0" (zero) are periods in which the main power supply of the vehicle 10 is switched off. In the following, the configuration of the charge control device for an electrically driven vehicle will be described.

    [0022] The vehicle 10 to which the charge control device according to the present invention is applied is an electrically driven vehicle, as shown in FIG. 1. The vehicle 10 is equipped, as a travel device, with a motor (electric motor) 15 which is supplied with high-voltage power from the drive battery (first storage battery) 11 via the high-voltage circuit 13 and of which the operation is controlled by an inverter 14. The drive battery 11 can be charged by a vehicle-mounted charger 16 with the charging cable 31 from the exterior charging device (electric power supply device) 30 connected to the charging inlet lid of the vehicle 10. The lamps (auxiliary equipment) 17 and other auxiliary equipment 18 of the vehicle 10 operate when supplied with low-voltage power from the auxiliary battery (second storage battery) 19 via the low-voltage circuit 22.

    [0023] As illustrated in FIG. 1, the charge control device of the present invention comprises the drive battery 11 mounted on the vehicle 10, the vehicle-mounted charger 16, the lamps 17, the auxiliary battery 19, the DC-DC converter (voltage conversion unit) 20, and an electronic control unit (voltage setting unit) 21 (hereinafter referred to as EV-ECU), which is a control device for performing integrated control of the vehicle 10 and includes input/output devices, storage devices (ROM, RAM, nonvolatile RAM, etc.), and a central processing unit (CPU). The individual devices are electrically connected.

    [0024] The drive battery 11 is a secondary battery such as lithium-ion secondary battery. Also, the drive battery 11 comprises a battery module constituted by a plurality of modules each including a plurality of cells associated with a cell monitoring unit for monitoring the cells, and a battery monitoring unit (hereinafter referred to as BMU) 12 for monitoring the temperature, remaining capacity and the like of the battery module on the basis of the outputs of the cell monitoring units. The drive battery 11 is charged as it is supplied with high-voltage power (e.g. 300 V DC) from the exterior charging device 30 via the vehicle-mounted charger 16. Also, the drive battery 11 supplies electric power to the motor 15 via the inverter 14 or to the auxiliary battery 19 via the DC-DC converter 20.

    [0025] The vehicle-mounted charger 16 supplies the electric power from the exterior charging device 30 to the drive battery 11 after converting the voltage of the electric power supplied thereto to a voltage that can be stored in the drive battery 11.

    [0026] The lamps 17 are headlamps mounted at the front of the vehicle 10. The lamps 17 operate in response to the driver's manipulation or in accordance with a signal from the EV-ECU 21.

    [0027] The auxiliary battery 19 is a secondary battery such as lead-acid storage battery. The auxiliary battery 19 is charged as it is supplied with low-voltage power from the drive battery 11 via the DC-DC converter 20. Also, the auxiliary battery 19 supplies low-voltage power to the lamps 17, the EV-ECU 21, and the auxiliary equipment 18 of the vehicle 10, such as direction indicators, via the low-voltage circuit 22.

    [0028] The DC-DC converter 20 converts the voltage of the electric power supplied from the drive battery 11 to a voltage at which the electric power can be stored in the auxiliary battery 19 and be supplied to the lamps 17, the EV-ECU 21 and the auxiliary equipment 18 of the vehicle 10, such as direction indicators, and supplies the converted electric power to the lamps 17 and the auxiliary equipment 18 via the auxiliary battery 19. The output voltage of the DC-DC converter 20 is controlled by the EV-ECU 21.

    [0029] The EV-ECU 21, which is a control device for performing integrated control of the vehicle 10, comprises input/output devices, storage devices (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), and timers.

    [0030] The input side of the EV-ECU 21 is connected with the aforementioned BMU 12 of the drive battery 11, the inverter 14, the vehicle-mounted charger 16 and the DC-DC converter 20, and input with information detected by these devices.

    [0031] On the other hand, the output side of the EV-ECU 21 is connected to the inverter 14, the lamps 17, the auxiliary equipment 18, and the DC-DC converter 20. The EV-ECU 21 variably controls the output voltage of the DC-DC converter 20 depending on whether the drive battery 11 is being charged or not, whether the vehicle 10 is traveling or stopped, and whether the lamps 17 are lit or not. Specifically, as illustrated in FIG. 2, when the drive battery 11 is being charged by the exterior charging device 30, the output voltage of the DC-DC converter 20 is set to a first predetermined voltage (e.g. 14.4 V), which is an upper-limit voltage at and below which thermal runaway (thermorunaway) is not caused even if the temperature of the auxiliary battery 19 is high ((a) in FIG. 2). The first predetermined voltage may be set to a desired value insofar as thermal runaway (thermorunaway) is not caused at the set voltage even if the temperature of the auxiliary battery 19 is high, and may be a voltage close to the upper-limit voltage. During the period of warm-up operation of the auxiliary battery 19 from the start of operation of the DC-DC converter 20 with the main power supply of the vehicle 10 turned on until the expiry of the predetermined time (e.g. 40 minutes), the output voltage of the DC-DC converter 20 is set to a second predetermined voltage (e.g. 14.3 V) lower than the first predetermined voltage ((d) and (f) in FIG. 2). While the vehicle 10 is traveling, the output voltage of the DC-DC converter 20 is set to a third predetermined voltage (e.g. 14.2 V) lower than the second predetermined voltage ((g) in FIG. 2). If the lamps 17 are lit during warm-up operation of the auxiliary battery 19 or during traveling of the vehicle 10, the output voltage of the DC-DC converter 20 is set to a fourth predetermined voltage (e.g. 13.9 V) lower than the third predetermined voltage ((e) and (h) in FIG. 2) .

    [0032] Thus, with the charge control device according to the present invention, when the drive battery 11 is being charged, the output voltage of the DC-DC converter 20 is set to the first predetermined voltage (e.g. 14.4 V), which is the upper-limit voltage at and below which thermal runaway (thermorunaway) of the auxiliary battery 19 does not occur, or to a voltage close to the upper-limit voltage. It is therefore possible to omit detection of the temperature of the auxiliary battery 19 by means of a temperature sensor or the like, thereby restraining increase of cost accompanying the provision of the temperature sensor or the like, and also to prevent the occurrence of thermal runaway in which the temperature of the auxiliary battery 19 becomes uncontrollable due to heat generated by charging, as well as insufficient charging due to deficiency in the output voltage of the DC-DC converter 20 caused by low temperature of the auxiliary battery 19.

    [0033] Also, since the auxiliary battery 19 is charged with the output voltage set to or near the upper-limit voltage at which thermal runaway does not occur, it is possible to efficiently charge the auxiliary battery 19.

    [0034] Further, during the warm-up operation period of the auxiliary battery 19 in which the drive battery 11 is not charged, the output voltage of the DC-DC converter 20 is set to the second predetermined voltage (e.g. 14.3 V) lower than the first predetermined voltage. Since less electric power is extracted from the drive battery 11, electric power consumption of the drive battery 11 can be reduced. As a consequence, the distance of travel by means of the motor 15 can be increased.

    [0035] Further, during traveling of the vehicle 10, the output voltage of the DC-DC converter 20 is set to the third predetermined voltage (e.g. 14.2 V) lower than the second predetermined voltage, and since even less electric power is extracted from the drive battery 11, electric power consumption of the drive battery 11 can be further reduced.

    [0036] Also, the period of warm-up operation of the auxiliary battery 19 is set so as to start when the DC-DC converter 20 starts operating with the main power supply of the vehicle 10 turned on and terminate when the predetermined time (e.g. 40 minutes) elapses, and therefore, the warming up of the auxiliary battery 19 can be determined easily without using a temperature sensor or the like.

    [0037] While the embodiment of the present invention has been described above, it is to be noted that the present invention is not limited to the foregoing embodiment.

    [0038] For example, in the foregoing embodiment, the predetermined time is fixed, but the manner of setting the predetermined time is not particularly limited and the predetermined time may be set in a different way. For example, the predetermined time may be varied depending on the length of a period from the transition of the DC-DC converter 20 from an operating to a non-operating state to the resumption of the operating state by the DC-DC converter 20 such that in a situation where the vehicle 10 is stopped and then run again in a short period, for example, the predetermined time is shortened to curtail the warm-up operation of the auxiliary battery 19. In this case, it is possible to decrease extraction of electric power from the drive battery 11 and further restrain electric power consumption of the drive battery 11.

    Reference Signs List



    [0039] 

    10: vehicle

    11: drive battery (first storage battery)

    15: motor (electric motor)

    17: lamps (auxiliary equipment)

    18: auxiliary equipment

    19: auxiliary battery (second storage battery)

    20: DC-DC converter (voltage conversion unit)

    21: EV-ECU (voltage setting unit)

    30: exterior charging device (electric power supply device)




    Claims

    1. A charge control device for an electrically driven vehicle (10), comprising:

    a first storage battery (11) which is charged with electric power supplied from an electric power supply device (30) situated outside the vehicle and which supplies electric power to an electric motor (15) for driving the vehicle (10);

    a voltage conversion unit (20);

    a second storage battery (19) which is charged with electric power output from the voltage conversion unit (20) and which supplies electric power to auxiliary equipment (18) of the vehicle (10); and

    a voltage setting unit (21) which sets an output voltage of the voltage conversion unit (20),

    characterized in that:

    the voltage conversion unit (20) lowers voltage of electric power output from the first storage battery (11);

    the voltage setting unit (21) sets the output voltage of the voltage conversion unit (20) to a first predetermined voltage so that the second storage battery (19) is charged with the first predetermined voltage when the first storage battery (11) is being charged with the vehicle (10) and the electric power supply device (30) electrically connected to each other, and

    the voltage setting unit (21) sets the output voltage of the voltage conversion unit (20) to a second predetermined voltage lower than the first predetermined voltage so that the second battery (19) is charged with the second predetermined voltage to be warmed up when the vehicle (10) is started with the vehicle electrically disconnected from the electric power supply device (30).


     
    2. The charge control device according to claim 1, wherein:
    the voltage setting unit (21) sets the output voltage of the voltage conversion unit (20) to a third predetermined voltage lower than the second predetermined voltage after a lapse of a predetermined time during which the second storage battery (19) is warmed up.
     
    3. The charge control device according to claim 2, wherein:
    the voltage setting unit (21) varies the predetermined time depending on length of a period from transition of the voltage conversion unit (20) from an operating to a non-operating state to resumption of the operating state by the voltage conversion unit.
     


    Ansprüche

    1. Ladesteuerungsvorrichtung für ein elektrisch angetriebenes Fahrzeug (10), umfassend:

    eine erste Speicherbatterie (11), die mit elektrischer Energie geladen wird, die von einer außerhalb des Fahrzeugs angeordneten elektrischen Energieversorgungsvorrichtung (30) geliefert wird und die einem Elektromotor (15) zum Antreiben des Fahrzeugs (10) elektrische Energie zuführt;

    eine Spannungsumwandlungseinheit (20);

    eine zweite Speicherbatterie (19), die mit elektrischer Energie geladen wird, die von der Spannungsumwandlungseinheit (20) ausgegeben wird und elektrische Energie an Hilfsausrüstung (18) des Fahrzeugs (10) liefert; und

    eine Spannungseinstelleinheit (21), die eine Ausgangsspannung der Spannungsumwandlungseinheit (20) einstellt,

    dadurch gekennzeichnet, dass:

    die Spannungsumwandlungseinheit (20) die Spannung der von der ersten Speicherbatterie (11) ausgegebenen elektrischen Energie senkt;

    die Spannungseinstelleinheit (21) die Ausgangsspannung der Spannungsumwandlungseinheit (20) auf eine erste im Voraus bestimmte Spannung einstellt, so dass die zweite Speicherbatterie (19) mit der ersten im Voraus bestimmten Spannung geladen wird, wenn die erste Speicherbatterie (11), die geladen wird, mit dem Fahrzeug (10) und der elektrischen Energieversorgungsvorrichtung (30) elektrisch miteinander verbunden sind, und

    die Spannungseinstelleinheit (21) die Ausgangsspannung der Spannungsumwandlungseinheit (20) auf eine zweite im Voraus bestimmte Spannung einstellt, die niedriger ist als die erste im Voraus bestimmte Spannung, so dass die zweite Speicherbatterie (19) mit der zweiten im Voraus bestimmten Spannung geladen wird, um aufgewärmt zu werden, wenn das Fahrzeug (10) bei von der elektrischen Energieversorgungsvorrichtung (30) getrenntem Fahrzeug gestartet wird.


     
    2. Ladesteuervorrichtung nach Anspruch 1, wobei:
    die Spannungseinstelleinheit (21) die Ausgangsspannung der Spannungsumwandlungseinheit (20) nach Ablauf einer im Voraus bestimmten Zeit, während der die zweite Speicherbatterie (19) aufgewärmt wird, auf eine dritte im Voraus bestimmte Spannung einstellt, die niedriger als die zweite im Voraus bestimmte Spannung ist.
     
    3. Ladesteuervorrichtung nach Anspruch 2, wobei:
    die Spannungseinstelleinheit (21) die im Voraus bestimmte Zeit in Abhängigkeit von der Dauer einer Periode zwischen dem Übergang der Spannungsumwandlungseinheit (20) von einem Betriebs- in einen Nichtbetriebszustand bis zur Wiederaufnahme des Betriebszustands durch die Spannungsumwandlungseinheit variiert.
     


    Revendications

    1. Dispositif de commande de charge pour un véhicule électrique (10), comprenant :

    une première batterie d'accumulateurs (11) qui est chargée avec la puissance électrique fournie par un dispositif d'alimentation électrique (30) situé à l'extérieur du véhicule et qui fournit la puissance électrique à un moteur électrique (15) pour entraîner le véhicule (10) ;

    une unité de conversion de tension (20) ;

    une deuxième batterie d'accumulateurs (19) qui est chargée avec la puissance électrique délivrée par l'unité de conversion de tension (20) et qui fournit la puissance électrique à un équipement auxiliaire (18) du véhicule (10) ; et

    une unité d'établissement de tension (21) qui établit une tension de sortie de l'unité de conversion de tension (20),

    caractérisé en ce que :

    l'unité de conversion de tension (20) diminue la tension de la puissance électrique délivrée par la première batterie d'accumulateurs (11) ;

    l'unité d'établissement de tension (21) établit la tension de sortie de l'unité de conversion de tension (20) à une première tension prédéterminée de sorte que la deuxième batterie d'accumulateurs (19) soit chargée avec la première tension prédéterminée lorsque la première batterie d'accumulateurs (11) est chargée par la connexion l'un à l'autre du véhicule (10) et du dispositif d'alimentation électrique (30), et

    l'unité d'établissement de tension (21) établit la tension de sortie de l'unité de conversion de tension (20) à une deuxième tension prédéterminée inférieure à la première tension prédéterminée de sorte que la deuxième batterie (19) soit chargée avec la deuxième tension prédéterminée pour être chauffée lorsque le véhicule (10) est démarré alors que le véhicule est déconnecté électriquement du dispositif d'alimentation électrique (30).


     
    2. Dispositif de commande de charge selon la revendication 1, dans lequel :
    l'unité d'établissement de tension (21) établit la tension de sortie de l'unité de conversion de tension (20) à une troisième tension prédéterminée inférieure à la deuxième tension prédéterminée après qu'un intervalle de temps prédéterminé, pendant lequel la deuxième batterie d'accumulateurs (19) est chauffée, s'est écoulé.
     
    3. Dispositif de commande de charge selon la revendication 2, dans lequel :
    l'unité d'établissement de tension (21) modifie le temps prédéterminé en fonction de la durée d'une période de la transition de l'unité de conversion de tension (20) d'un état de fonctionnement à un état de non fonctionnement à la reprise de l'état de fonctionnement par l'unité de conversion de tension.
     




    Drawing











    Cited references

    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description