FR3151438A1 - INTERFACE DEVICE FOR POWERING EXTERNAL ELECTRICAL EQUIPMENT FROM A VEHICLE BATTERY - Google Patents

Abstract

Interface device (1) enabling an electrical supply of external electrical equipment from an electric vehicle electric battery, the interface device comprising a first end with a plug to be plugged into a connection base of the vehicle, a second end with a single-phase connector accepting the connection of a socket connected to the external electrical equipment, a local electronic module, an unlocking trigger with a trigger contactor (SW1), an activation switch (SW2), activatable by a user, the vehicle providing a protection line (PE) and, on a detection line (PP), an electrical voltage, the interface device having an apparent resistance between the detection line (PP) and the protection line (PE), with different values depending on the state of the activation switch and the trigger contactor and depending on a state determined by the local electronic module. Figure 4

Description

INTERFACE DEVICE FOR POWERING EXTERNAL ELECTRICAL EQUIPMENT FROM A VEHICLE BATTERY

The invention relates to an interface device configured to allow power supply of external electrical equipment from an electric or hybrid motor vehicle.

More specifically, it involves using the electrical energy storage battery on board the vehicle as an energy source to electrically power electrical equipment such as a barbecue, lamp, fan, telephone charger, computer charger or any other electrical equipment, usually plugged into an AC power supply network socket.

In a plug-in hybrid or 100% electric vehicle, it is customary to recharge the battery(ies) from time to time, from a charging station or an electrical outlet available in the vehicle user's usual home, via a connection base provided on the vehicle (also called a 'charging connector'). In this configuration, electrical energy is transferred from the charging station to the battery on board the vehicle.

In addition to the recharge function that has just been presented just above, we are interested here in a reverse discharge function, that is to say the possibility of taking electrical energy from the battery on board the vehicle to supply it to external electrical equipment.

To provide this possibility, an interface device is provided that plugs into the vehicle's connection base, instead of the conventional charger cable, this interface device having to be recognized by the vehicle electronics in order to be able to put itself in a configuration for discharging electrical energy from the battery to the interface device and beyond to the external equipment to be powered. The external equipment to be powered is typically single-phase; it can expect 120 volts 60 Hz, or in certain cases 240 volts 50 Hz, depending on the geographical areas considered.

An example of such an interface device has been proposed in document US20220185137. However, in the configuration proposed in this document, the vehicle electronics are not informed of a fault concerning the external equipment, for example in particular an insulation fault. In addition, the two switches located in the interface device are connected to the trigger, there is no activation button or activation switch operable by the user, independently of the trigger.

The inventors have sought to improve the configuration and security of such interface devices and the present invention aims to remedy at least one of the drawbacks of the known art.

To achieve this objective, the invention proposes an interface device configured to allow an electrical supply of external single-phase electrical equipment from an electric or hybrid vehicle, said electric or hybrid vehicle comprising an electrical energy storage battery and at least one control unit, the interface device comprising:
- a first end with a first plug configured to be plugged into a connection base of the vehicle,
- a second end with a single-phase connector configured to accept direct or indirect connection of a male plug connected to the external single-phase electrical equipment,
- a local electronic module,
- a release trigger with a trigger switch,
- an activation switch, configured to be activated by a user,
the vehicle being configured to provide, via the connection base, a protection line and, on a detection line, a reference electrical voltage through a first resistor,
characterized in that the interface device comprises a resistive circuit between the detection line and the protection line, the resistive circuit comprising an apparent resistance having different values at least as a function of a state determined by the local electronic module and/or a state of the activation switch and/or a state of the trigger contactor.

Thanks to these provisions, the vehicle electronics, in particular the battery charge control unit, can thus know, by measuring a voltage made dependent on the apparent resistance on the PP line, the type and current state of the interface device connected to the connection base. Thanks to which, the vehicle control unit can safely deliver the required electrical power in frequency, voltage and current to the external electrical equipment.

Note that the activation switch can be a rocker (with two stable mechanical states) or a push button (with a single stable mechanical position).

The external electrical equipment is typically single-phase equipment, however the supply of three-phase electrical energy with the principle presented here is also not excluded.

In this document, the detection line corresponds to the standardized line known by the English term Proximity Pilot, or PP for short. The protection line corresponds to the standardized earth line known by the acronym PE.

In this document, with regard to two physical entities intended to be coupled together, the term "base" means the physical entity located on the vehicle and "plug" means the mobile physical entity inserted into the base forming its counterpart.

According to an advantageous option, the interface device is configured to receive, via the connection base, on a control line, an auxiliary electrical voltage coming from the connection base of the vehicle, the auxiliary electrical voltage being intended to electrically supply the local electronic module of the interface device.

In this document, the control line corresponds to the standardized line known by the English term Control Pilot, or CP for short.

The local electronic module, once powered, can perform diagnostic and signaling functions, for example a light indication.

In this case, this auxiliary electrical voltage is used to provide electrical energy for the operation of the local electronic module.

This auxiliary electrical voltage may be provided by a specific electrical circuit connected to the acceptance of an interface device. The specific electrical circuit may include a relay and/or an electronic switch requested only when the vehicle control unit determines that an interface device for the discharge of electrical energy is connected to the connection base.

According to an alternative embodiment, a local energy reserve may be provided inside the interface device, for example in the form of a small rechargeable battery or a supercapacitor, the local energy reserve being able to supply the local electronic module transiently or permanently.

According to one embodiment, the interface device may further comprise at least one light indicator and the local electronic module comprises a function for controlling the light indicator.

According to one embodiment, the light indicator may comprise several light-emitting diodes (LEDs) so as to provide a light indication in colors, each color being indicative of a state. For example, one color may be provided to indicate that everything is normal, another color to indicate that the discharge is in progress, another color to indicate a fault state.

According to one embodiment, the local electronic module is configured to perform a diagnosis and in particular to detect a possible insulation fault on the side of the external electrical equipment. A safety function is thus ensured, because in the event of a detected insulation fault, the local electronic module signals this state to the vehicle control unit by means of the apparent resistance value, and then the vehicle control unit does not deliver electrical power to the external electrical equipment.

According to one embodiment, the resistive circuit comprises a base branch between the detection line and the protection line, the base branch having a base resistance.

This base branch is the first one that enters the PP line circuit (sense line) during the connection movement; this gives an indication to the vehicle control unit that a plug is being inserted into the connection socket.

According to one embodiment, the resistive circuit comprises a state discrimination branch comprising, between the detection line and the protection line, in series, a first identification resistor and a second selectively short-circuitable identification resistor.

The presence of a short circuit of the second identification resistor or the absence of a short circuit of the second identification resistor is representative of a state determined by the local electronic module and transmitted to the vehicle control unit by means of the apparent resistance formed by the first and second identification resistors.

Note that the state discrimination branch and the base branch are arranged in parallel. Note that the state discrimination branch can also include one or two switches as will be seen later.

According to one embodiment, the local electronic module is configured to short-circuit, via a selection switch, the second identification resistor. The short-circuiting of the second identification resistor lowers the apparent resistance of the state discrimination branch which then only contains the first identification resistor. This means for the vehicle control unit that the interface device has not detected a fault and that it is ready to transmit electrical energy from the vehicle battery to the external electrical equipment to be supplied. The voltage Uid acquired by the control unit on the vehicle side is then the lowest among the possible voltage intervals to be read on the detection line.

According to one embodiment, the state discrimination branch further comprises, in series, the activation switch and the trigger contactor.

This is a simple and robust hardware solution that allows immediate signaling of a desire to interrupt the delivery of electrical energy or the start of disconnection of the socket also leading to the interruption of the delivery of electrical energy.

According to an alternative embodiment, the state discrimination branch contains the trigger contactor, and the activation switch is connected to the local electronic module without being directly on the state discrimination branch. This configuration may prove relevant for the case of a push button type activation switch.

Advantageously, the activation switch can be a rocker with two stable positions. This forms a simple and intuitive solution for the user (ON and OFF positions).

In one embodiment, the trigger switch is normally closed and opens when the trigger is pressed. This configuration allows for an immediate change in the resistive circuit in the state discrimination branch. In response, the vehicle-side control unit causes an interruption in the supply of electrical power.

The present invention also relates to an assembly comprising a motor vehicle and an interface device as defined above, said vehicle comprising an electrical energy storage battery and a control unit, characterized in that the control unit is configured to identify, via an apparent resistance value, a type of interface device connected to the vehicle and a state of said interface device and configured to consequently generate a supply of electrical power supply signals intended for the external single-phase electrical equipment.

• illustre schématiquement un véhicule avec un dispositif d'interface alimentant une charge électrique externe ;
• illustre schématiquement un exemple de dispositif d’interface ;
• illustre schématiquement la ligne de détection permettant à l'électronique du véhicule de déterminer le type et l'état du dispositif d'interface ;
• illustre schématiquement les circuits électriques mis à contribution dans la fonction de décharge vers l'équipement électrique externe via le dispositif d’interface ;
• est analogue à la et illustre schématiquement une variante de réalisation ;
• est analogue à la et illustre schématiquement d’autres variantes de réalisation.

The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which:

• schematically illustrates a vehicle with an interface device powering an external electrical load;
• schematically illustrates an example of an interface device;
• schematically illustrates the detection line allowing the vehicle electronics to determine the type and status of the interface device;
• schematically illustrates the electrical circuits used in the discharge function to external electrical equipment via the interface device;
• is analogous to the and schematically illustrates an alternative embodiment;
• is analogous to the and schematically illustrates other embodiment variants.

In the various figures, the same references designate identical or similar elements. For reasons of clarity of the presentation, certain elements are not necessarily shown to scale.

It has been illustrated in the a vehicle 9 comprising at least one main battery 2 and an electric traction motor. The main battery is arranged under the floor 30 of the vehicle. The main battery can contain a significant amount of electrical energy, generally between 15 kWh and 150 kWh for the case of a 100% electric vehicle.

It should be noted that the vehicle in question may be a utility vehicle, and that it may be necessary to electrically power equipment linked to the utility vehicle, for example a hydraulic unit compressor for a freight elevator, a pneumatic compressor or a refrigeration cycle compressor, a motor pump, etc.

Here, we mean by battery any electrical energy storage device embedded in an electric or hybrid vehicle, of the electrochemical type (Ni-MH, Li-Ion, etc.) or even partially purely electric (super capacitors).

The main battery 2 of the vehicle 9 can be recharged in a domestic context in single-phase alternating current or, where appropriate, can be recharged on public terminals in three-phase mode or even in direct current.

The vehicle 9 is equipped with a connection base marked 4. As known per se, it is possible to connect a charging cable, not shown in the figures, to the connection base 4, in order to recharge the battery 2.

The vehicle 9 is equipped with a control unit 5 responsible for managing the charging operations of the main battery.

On the , this is a different use case of charging that has been represented. Indeed, it involves using the vehicle's main battery as an energy source in order to power external electrical equipment marked 8 via a cable marked 18 and an interface device marked 1.

As illustrated in the , the interface device 1 comprises a first end 11 and a second end 12. The first end 11 is equipped with a first plug 13 configured to be plugged into the connection base 4 of the vehicle. In the example illustrated, the first plug 13 complies with the standard usually used at least in the North American geographical area, i.e. according to the SAE J1772 standard.

According to another example (not shown in the figures), the first plug 13 could be compatible with a type 2 interface according to IEC62196.2 or another standard.

The second end 12 is equipped with a connector 14, to which a single-phase socket 19 can be connected directly, or to which a standard adapter 7 can be connected.

The adapter 7 in question allows to connect equipment with different single-phase plug standards as illustrated on the left part of the .

The external electrical equipment 8 is electrically supplied by a phase L1, a neutral N, and protected by an earth line marked PE.

Furthermore, for the interface between the interface device 1 and the vehicle 9 two other electrical paths are used: the detection line PP designated in English Proximity Pilot ‘PP’ and the control line CP designated in English Control Pilot ‘CP’. For the main battery recharging function, these two lines are used in accordance with the IEC62196 standard. But, as we will see below, these two lines are used differently for the electrical energy discharge function to external electrical equipment powered via the interface device 1.

The interface device 1 comprises a locking hook 71 and an unlocking trigger 72. The unlocking trigger kinematics 72 is connected to a trigger contactor referenced SW1.

The trigger switch SW1 is normally closed, i.e. the electrical contact is closed. When a user presses the unlocking trigger 72, then the trigger switch changes state and becomes electrically open. If the plug is incorrectly inserted then the trigger switch remains open. If the plug 13 is correctly inserted, then the trigger switch becomes closed again. The unlocking hook 71 is returned to its locking position by a spring-like elastic element.

The interface device 1 comprises an activation switch SW2, configured to be activated by a user in order to start the delivery of electric current to the external electrical equipment.

In the first embodiment illustrated in the , the activation switch SW2 is in the form of a rocker with two stable mechanical states ('ON' and 'OFF', also called 'toggle switch'). Alternative embodiments will be seen later.

On the vehicle side, the detection line PP is polarized to a reference voltage denoted Vref. In the example illustrated in the figures, this polarization corresponds to the circuit marked 53 inside the control unit 5.

The detection line PP is biased to Vref via a pull-up resistor, here called the first resistor Ra. The reference voltage Vref is a stabilized voltage, for example 5 volts. The first resistor Ra forms, with other resistors which will be discussed later, a divider bridge. The control unit 5 comprises a circuit for reading the intermediate point marked 80 of the divider bridge which has a voltage Uid. This reading of Uid arrives at the input marked 81 of the control card 50 of the control unit 5.

The connection base 4 may include a resistor R5 between the detection line PP and the protection line PE. This resistor R5 is shown in dotted lines on the because its presence is optional.

The adapter device 1 comprises a resistive circuit marked 3, the functions of which are explained below and which participates in the recognition of the type of interface device and its status from the vehicle side.

The resistive circuit 3 comprises a base branch 31 with a base resistance marked Rb and a state discrimination branch 32 whose possible configurations are presented below.

When the adapter device 1 is connected to the connection base 4, the base branch 31 with its base resistance marked Rb is present between the intermediate reading point 80 and the protective line PE. Thanks to this, the control unit 5 can know whether a plug is connected to the connection base 4 and in such a case prohibit any movement of the vehicle.

It is noted that the basic resistance Rb in the present case has a different value from the basic resistance of a conventional charging cable, which allows the vehicle control unit to discriminate between the present case of a discharge and the case of a charge (another phase of the vehicle's life).

Furthermore, when the adapter device 1 is connected to the connection base 4, the state discrimination branch 32 with its apparent resistance denoted Rapp is present between the intermediate reading point 80 and the protection line PE. The functions linked to the apparent resistance Rapp will be explained below. The apparent resistance Rapp is, in the illustrated electrical diagram, in parallel with the basic resistance Rb.

So, as illustrated in the , the detection line PP (in particular the intermediate reading point 80) is pulled to the reference Vref on the vehicle side via the first resistor Ra.

Furthermore, the detection line PP (in particular the intermediate reading point 80) is drawn from the side of the adapter device 1 to the reference potential Gnd via the resistive circuit 3, which comprises the base resistance Rb in parallel with the apparent resistance Rapp.

Optionally, the auxiliary resistor R5 pulls the intermediate reading point 80 to the reference potential. The value of R5 being quite high, its effect can be neglected in certain calculations related to the divider bridge.

The state discrimination branch 32 comprises a first identification resistor Rc1 and a second identification resistor Rc2. The second identification resistor Rc2 is selectively short-circuitable. In the example illustrated in , the state discrimination branch 32 also includes the trigger switch SW1 and the activation switch SW2 arranged in series.

The interface device 1 comprises a local electronic module 6 whose functions will now be discussed.

The interface device 1 comprises a light indicator 16, controlled by the local electronic module 6.

According to a particular embodiment, the light indicator 16 may comprise several light-emitting diodes (LEDs) so as to provide a light indication in colors. In this case, each color is indicative of a state determined by the local electronic module 6. For example, a green color may be indicative of a normal ready-to-operate state, an orange color may be indicative of an electrical energy discharge in progress, a flashing red color may be indicative of a fault detected inside the interface device 1. Each color may be flashing.

According to an advantageous aspect, the local electronic module 6 is configured to perform a diagnosis and in particular to detect a possible insulation fault on the side of the external single-phase electrical equipment 8. For this purpose, conductive parts may be provided coming into contact with the phase, neutral and earth lines as shown in dotted lines in FIGS. 4 and 5. The local electronic module 6 may also contain a residual current detection function, i.e. an RCD (Residual Current Device) type device on the phase and the Neutral.

According to an advantageous aspect, the vehicle can supply, via the connection base 4, an auxiliary electrical voltage Vref2 on the control line CP.

The auxiliary electrical voltage Vref2 is intended to electrically supply the local electronic module 6 when the adapter device is connected to the connection base 4.

For this purpose, an auxiliary circuit 54 is provided in the control unit 5. Normally, and in particular for recharging the vehicle battery, this auxiliary circuit is isolated from the CP line by means of a relay RL2 or more generally an electrical or electronic switch, which is then electrically open.

When the control unit 5 determines by means of the measurement of the voltage Uid on the input 81, that there is actually an interface device connected, then the control unit activates the relay RL2 and the auxiliary circuit 54 is therefore connected to the control line CP. The relay RL2 or more generally an electrical or electronic switch, is then electrically closed and supplies the voltage Vref2 to the interface device 1. Vref2 can be a stabilized voltage, for example 5 volts, or can be the local network voltage at 12 volts, simply protected through a diode 55. The relay RL2 is arranged in the control unit 5.

The control unit 5 can reread the auxiliary electrical voltage on its input 82. It should be noted in passing that in the case of a conventional charge, this input receives a pulse width modulation (‘PWM’) signal from the charging station or from the control box in the case of domestic charging. The absence of such a signal makes it possible to confirm that it is indeed an interface device for the discharge that is connected to the connection base 4.

The local electronic module 6 comprises a control card 50, a power module 51 comprising power transistors as known per se for the inverter function. The control card 50 controls the power module 51 by means of the control lines 57.

The local electronic module 6 includes a microcontroller 52. The analog-digital converter has been shown separately but it can be integrated into the microcontroller.

The local electronic module 6 is supplied via diode 55. There may also be a varistor or a fuse to protect the supply of auxiliary electrical voltage Vref2 to the outside. Alternatively, a current sensor can be installed on the control line CP.

The control unit 5 receives the signals present on the control line CP via the diode 56 and a reading interface 82. Note that the diode 56 is optional.

When the local electronic module 6 performs the required diagnostic functions and finds no fault, then the local electronic module 6 controls the relay RL1. When the relay RL1 is stuck, the second identification resistor Rc2 is short-circuited. The apparent value of the resistance of the discrimination branch, Rapp, is then equal to the value of Rc1 alone (first identification resistor).

Conversely, if a fault is detected by the local electronic module, relay RL1 is not activated and the first second identification resistor Rc2 remains present in the circuit (not short-circuited) i.e. Rapp = Rc1 + Rc2.

We understand that the values of the resistors Rc1 and Rc2 form an information coding system.

Non-limiting examples of numerical values include Ra = 330 Ω, R5 = 2.7 kΩ, and Rb = 3.2 kΩ.

For the state determination branch, the values Rc1 = 40 Ω and Rc2 = 20 Ω, or Rc1 = 20 Ω and Rc2 = 40 Ω can be chosen as non-limiting values.

It is noted that it is advantageous to choose the sum at a predetermined value, e.g. 60 Ω, and the distribution between Rc1 and Rc2 depending on the amperage rating acceptable by the interface device.

Thus the pair Rc1 = 40 Ω and Rc2 = 20 Ω can be chosen to code a caliber of 16 amps, and the pair Rc1 = 20 Ω and Rc2 = 40 Ω can be chosen to code a caliber of 32 amps. Other values are of course possible.

Concerning the decoding logic from the vehicle control unit 5, according to a non-limiting example, if the voltage read Uid is between 80% of Vref and 95% of Vref, then this means that only the base resistance Rb is connected to the detection line PP (Rapp is here infinite seen from the intermediate reading point 80).

If the read voltage Uid is between 15% of Vref and 25% of Vref, then this means that the resistors Rb and in parallel Rc1 and Rc2 are connected to the detection line PP (seen from the intermediate reading point 80).

If the voltage read Uid is between 5% of Vref and 15% of Vref, then this means that the resistors Rb and in parallel Rc1 alone are connected to the detection line PP (Rc2 is short-circuited). This is the only case that allows the effective delivery of electrical energy to the external electrical equipment.

Of course, the intervals corresponding to the calculations of the divider bridge must be adapted according to the resistance values chosen for each of the resistances involved.

The supply of the local electronic module 6 by the auxiliary voltage Vref2 can be triggered by the control unit 5 as soon as the base resistor Rb enters the circuit of the detection line or after Rc1 and Rc2 are additionally connected to the detection line PP (seen from the intermediate reading point 80).

Variants

Regarding the variant shown in the , the activation switch SW2 is no longer arranged in series on the state discrimination branch 32. The activation switch SW2 is connected only to the local electronic module 6.

In this case, the activation switch SW2 can be of the push button type without excluding a rocker with two stable mechanical states. The trigger contactor SW1 remains arranged in series on the state determination branch 32.

The power supply of the local electronic module 6 can be triggered as soon as the base resistance Rb enters the circuit of the detection line and is detected via the voltage reading Uid.

According to a preferred alternative, the power supply of the local electronic module by Vref2 can be triggered provided that Rc1 + Rc2 is seen on the resistive circuit 3 from the intermediate reading point 80, that is to say not only the base resistance Rb must be visible but also Rc1 + Rc2 via the closed switch SW1 which materializes the correct connection of the interface device 1. Once the user has pressed the switch SW2 then the diagnostic tests are carried out and if everything is correct the selection relay RL1 is activated which allows Rc2 to be short-circuited.

Regarding the variant shown in the , the activation switch SW2 and the trigger contactor SW1 are no longer arranged in series on the state discrimination branch 32. The activation switch SW2 and the trigger contactor SW1 are each connected to an input of an 'AND' gate marked 34.

On the state determination branch 32, there are only the two identification resistors Rc1 and Rc2 and the output 35 of the ‘AND’ gate 34.

Output 35 of the ‘AND’ gate 34 is in the on state if both inputs of the ‘AND’ gate 34 are active (high logic state i.e. low electrical state given an inversion materialized by the small circles at the input of the ‘AND’ gate 34). If one of the two switches, i.e. the trigger contactor SW1 or the activation switch SW2 opens, then the output of the ‘AND’ gate 34 goes to the off state and the resistance of the state determination branch becomes infinite, which is immediately known to the control unit 5 which reads Uid permanently and then stops the supply of current.

On the , we note the optional presence of a local battery 33.

This local energy reserve inside the interface device, for example in the form of a small rechargeable battery or a supercapacitor, can supply the local electronic module, or even just the AND gate circuit 34, temporarily or permanently.

In addition, the illustrates the optional presence of a temperature probe 36 which provides this information to the local electronic module. If the temperature measured in the interface device is higher than a given threshold, this causes a fault, the local electronic module deactivates the relay RL1 which is immediately known to the control unit 5 which then stops the supply of current. Of course, this option is compatible with the diagrams of figures 4 and 5.

Although the other two electrical phases have not been shown in the figures for the purpose of explaining the invention, it should be understood that the discharge of electrical energy can occur in three-phase in the case where the interface device comprises the connections L2 and L3 and the equipment to be supplied is compatible with three-phase (for example a pump, a compressor, a fan, etc.).

A lockable protective hatch, motorized or not, may be provided at the connection base 4; these elements are not shown in the figures but can also be controlled by the vehicle's control unit 5.

It is noted that advantageously, it is the same connection connector (connection base 4) on the vehicle which is used for two distinct and opposing functions: on the one hand, recharging the vehicle battery from an external source and on the other hand, discharging, i.e. supplying electrical energy to external electrical equipment.

The identification by coding of the resistance values allows the vehicle control unit to unambiguously distinguish between one or the other of the cases that occur.

Claims (10)

Interface device (1) configured to allow an electrical supply of external single-phase electrical equipment (8) from an electric or hybrid vehicle (9), said electric or hybrid vehicle comprising a battery (2) for storing electrical energy and at least one control unit (5), the interface device comprising:
- a first end (11) with a first plug (13) configured to be plugged into a connection base (4) of the vehicle,
- and a second end (12) with a single-phase connector configured to accept direct or indirect connection of a male plug connected to the external single-phase electrical equipment (8),
- a local electronic module (6),
- a release trigger (72) with a trigger switch (SW1),
- an activation switch (SW2), configured to be activated by a user,
the vehicle being configured to provide, via the connection base (4), a protection line (PE) and, on a detection line (PP), a reference electrical voltage (Vref) through a first resistor (Ra),
characterized in that the interface device comprises a resistive circuit (3) between the detection line (PP) and the protection line (PE), the resistive circuit comprising an apparent resistance (Rapp) having different values at least as a function of a state determined by the local electronic module and/or a state of the activation switch and/or a state of the trigger contactor.
Interface device (1) according to claim 1, characterized in that the interface device (1) is configured to receive, via the connection base (4), on a control line (CP) an auxiliary electrical voltage (Vref2) coming from the connection base of the vehicle, the auxiliary electrical voltage (Vref2) being intended to electrically supply the local electronic module (6) of the interface device.
Interface device (1) according to any one of claims 1 to 2, characterized in that it comprises at least one light indicator (16) and in that the local electronic module (6) comprises a function for controlling the light indicator.
Interface device (1) according to any one of claims 1 to 3, characterized in that the resistive circuit (3) comprises a base branch (31) between the detection line (PP) and the protection line (PE), the base branch having a base resistance (Rb).
Interface device (1) according to any one of claims 1 to 4, characterized in that the resistive circuit (3) comprises a state discrimination branch (32) comprising, between the detection line (PP) and the protection line (PE), in series, a first identification resistor (Rc1) and a second identification resistor (Rc2) selectively short-circuitable.
Interface device (1) according to claim 5, characterized in that the local electronic module (6) is configured to short-circuit, via a selection switch (RL1), the second identification resistor (Rc2).
Interface device (1) according to claim 5, characterized in that the state discrimination branch (32) further comprises, in series, the activation switch and the trigger contactor.
Interface device (1) according to any one of claims 1 to 7, characterized in that the activation switch is a rocker with two stable positions.
Interface device (1) according to any one of claims 1 to 8, characterized in that the trigger switch is normally closed and opens when the trigger is pressed. Assembly comprising a motor vehicle (9) and an interface device (1) according to any one of claims 1 to 9, said vehicle comprising a battery (2) for storing electrical energy and a control unit (5), characterized in that the control unit (5) is configured to identify, via an apparent resistance value (Rapp), a type of interface device connected to the vehicle and a state of said interface device and configured to consequently generate a supply of electrical power supply signals intended for the external single-phase electrical equipment (8).