CN117295631A - Strategic management of electrical power groups for managing vehicles based on information related to service batteries - Google Patents
Strategic management of electrical power groups for managing vehicles based on information related to service batteries Download PDFInfo
- Publication number
- CN117295631A CN117295631A CN202280031842.6A CN202280031842A CN117295631A CN 117295631 A CN117295631 A CN 117295631A CN 202280031842 A CN202280031842 A CN 202280031842A CN 117295631 A CN117295631 A CN 117295631A
- Authority
- CN
- China
- Prior art keywords
- service battery
- charge
- type
- battery
- voltage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000007726 management method Methods 0.000 claims description 115
- 230000006870 function Effects 0.000 claims description 21
- 238000005457 optimization Methods 0.000 claims description 8
- 238000004590 computer program Methods 0.000 claims description 4
- 238000012545 processing Methods 0.000 claims description 4
- 230000000977 initiatory effect Effects 0.000 claims description 2
- 238000007599 discharging Methods 0.000 claims 1
- 238000012544 monitoring process Methods 0.000 description 27
- 229910001416 lithium ion Inorganic materials 0.000 description 6
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 5
- 238000004891 communication Methods 0.000 description 5
- 208000028659 discharge Diseases 0.000 description 4
- 238000000034 method Methods 0.000 description 3
- 238000011084 recovery Methods 0.000 description 3
- 238000004422 calculation algorithm Methods 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- RQFCJASXJCIDSX-UUOKFMHZSA-N GMP group Chemical group P(=O)(O)(O)OC[C@@H]1[C@H]([C@H]([C@@H](O1)N1C=NC=2C(=O)NC(N)=NC12)O)O RQFCJASXJCIDSX-UUOKFMHZSA-N 0.000 description 1
- 229910003307 Ni-Cd Inorganic materials 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 238000007493 shaping process Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Secondary Cells (AREA)
Abstract
The invention relates to a management Device (DG) for equipping a vehicle (V) comprising an on-board network (RB) supplied with electrical energy by a power supply group comprising a rechargeable service Battery (BS), comprising a processor and at least one memory, said processor and said at least one memory: an energy management mode of the power supply group is determined from the first current information about the service Battery (BS), then a regulation type to be applied to handle the state of charge of the service Battery (BS) is determined from the determined energy management mode, and then a voltage regulation loop type of the service Battery (BS) is determined from the determined regulation type.
Description
Technical Field
The present invention claims priority from french application n° 2104532 filed at month 4 and 30 of 2021, the contents of which (text, figures and claims) are incorporated herein by reference.
The present invention relates to a vehicle comprising an on-board network supplied with electrical energy by a power supply group comprising a rechargeable service battery, and more precisely to the management of the power supply group of such a vehicle.
Background
As known to those skilled in the art, some vehicles include an on-board network supplied with electrical energy by a power supply group (typically, by at least one electrical energy generator) comprising rechargeable service batteries. For example, when the vehicle comprises a power train (or GMP comprising at least one thermally driven machine), the electrical energy generator may be an alternator or an alternator-starter, or when the GMP comprises at least one electrically driven machine, the electrical energy generator may be a converter of the direct current/direct current (or DC/DC) type and associated with a main battery of the low, medium or high voltage type.
In this context, a "service battery" is understood to be a battery of the ultra-low voltage (typically 12V, 24V or 48V) type, which is rechargeable by at least one electrical energy generator. The energy generator is for example of the alternator type or of the DC/DC voltage converter type, which is coupled to a second source of electrical energy. The function of the service battery is to supply the vehicle network with power in addition to or instead of the electrical energy generator.
In addition, in the present context, the term "in-vehicle network" is understood to include an electrical power supply network of electrical (or electronic) equipment (or components) that consume electrical energy, at least one of which is "non-preferential" and at least another of which is "safe (and therefore preferential)". Furthermore, in the present context, a "safety arrangement (or component)" is understood to mean an arrangement (or component) for ensuring at least one so-called "safety" function, since said "safety" function relates to the safety of passengers of a vehicle and therefore needs to be supplied with electrical energy preferentially. This is the case, for example, of an electric power steering device or an electric brake device (for example, service brakes, emergency brakes, brake assistance systems or slip prevention systems).
The management of the supply of electrical energy to the on-board network of the vehicle by the power supply unit is a fundamental function, since this management enables, in particular, the operation of the electrical equipment (or components) of the on-board network and the manipulation of the state of charge of the service battery. In today's vehicles, this management is ensured by the management means, but is not optimized in terms of performance and safety, which may present potentially dangerous problems in some life situations of the vehicle, for example during so-called emergency maneuvers. In fact, in case the power supply group is unable to provide the electrical power required by all the electrical components involved at the considered moment, a voltage collapse may occur at the terminals of the on-board network, thereby preventing the safety electrical components from functioning correctly (i.e. according to a sufficient performance level), which may put the passengers of the vehicle and/or the vehicle itself and/or the personnel located in the environment of the vehicle at risk. In addition, when the service battery is a 12V lithium ion type battery, this may cause greater usage constraints than, for example, a lead battery. In particular, constraints will be enumerated that require protection of the 12V lithium ion type service battery from heat by following strictly the maximum voltage (about 14V) at the terminals of the service battery.
Throughout this document, "battery" is understood to include an assembly of at least one battery module containing at least one electrochemical cell, with a service battery being considered equivalent to at least one module. The battery optionally includes electrical or electronic components for managing the electrical energy of the at least one module. The module is surrounded by a housing that forms a closed space and typically includes a mounting interface and connection terminals.
In addition, throughout this document, an "electrochemical cell" is understood to be a cell that generates an electric current by a chemical reaction, for example of the lithium ion (or Li-ion) type, of the Ni-Mh type, of the Ni-Cd type or of the lead type.
The object of the invention is therefore in particular to improve the situation.
Disclosure of Invention
To this end, the invention provides, inter alia, a management device for equipping a vehicle comprising an on-board network supplied with electrical energy by a power supply group comprising rechargeable service batteries.
The management device is characterized in that it comprises at least one processor and at least one memory, said at least one processor and said at least one memory being configured to perform the following operations:
-determining an energy management mode of said power supply group based on a first current information about said service battery, and then
-determining a type of regulation to be applied to said power supply group to handle the state of charge of said service battery according to the determined energy management mode, then
-determining a voltage regulation loop type of said service battery based on the determined regulation type.
Thereby, the energy management strategy of the power supply group comprising the rechargeable service battery can be dynamically adapted according to the current situation in the vehicle.
Throughout this document, an "energy management mode" is understood to be a management mode in which the following features are applied, for example, singly or in combination:
-a management method for managing the charging of the service battery, said management method being selected from a group of possible methods: such as managing the charging based on the temperature of the battery alone, or based on the temperature of the battery and a predefined target state of charge, or based on a specific target state of charge, which management can calibrate the computer's estimation in terms of battery parameters, or via a fixed voltage set point, which management can not thermally damage the battery (particularly a 12V lithium ion battery), these examples are non-limiting,
an energy recovery method for recovering energy during a deceleration phase of the vehicle, in particular a braking phase of the vehicle,
a management method for managing the state of charge of the service battery for a stop/restart function of the vehicle (its english term abbreviated as so-called "stop and start"),
an optimization method for optimizing the voltages at the terminals of the different sets of electrical systems, for performance and durability purposes, such as optimizing the voltages at the terminals of the systems (selected from the group consisting of car light systems, braking systems, steering systems, on-board network electrical blackout systems, window wiping systems, examples of which are non-limiting). These optimizations are operational constraints in the sense of the present invention.
The management of each mode can predefine different policies that can be automatically adopted according to the availability of parameters, in particular battery parameters provided by the computer associated with the battery, such as the temperature, state of charge, current, voltage of the service battery.
The management device according to the invention may comprise other features, which may be used alone or in combination, in particular:
-the first information may be an inaccuracy in the current state of charge of the service battery and/or an inaccuracy in the current temperature of the service battery;
-the processor and the memory of the management device are configurable for performing an operation of determining the energy management mode from at least three predefined energy management modes, the at least three predefined energy management modes being selected from a set comprising: a first energy management mode implementing an adjustment to a state of charge of the service battery, the adjustment being capable of following a first set of selected operational constraints of the on-board network and implementing at least one optional energy optimization function; a second energy management mode implementing an adjustment to a state of charge of the service battery, the adjustment capable of following a second set of operating constraints of the on-board network, the second set of operating constraints being at least partially different from the first set, initiating a calibration for one of the first information, and implementing at least one optional energy optimization function; a third energy management mode that implements an adjustment to a state of charge of the service battery for a selected function of the vehicle that is capable of following a third set of operating constraints of the on-board network that are at least partially different from the first set and the second set; and a fourth energy management mode implementing a safety regulation of the state of charge of the service battery capable of limiting the risk of damage and the rate of discharge of the service battery and following a fourth set of operating constraints of the on-board network, the fourth set of operating constraints being at least partially different from the first, second and third sets;
-in case there are the latter two optional features, the processor and the memory of the management device are configurable to perform the following operations: associating a first regulation type with the first energy management mode, the first regulation type being capable of manipulating a first selected state of charge of the service battery by manipulating a voltage at a terminal of the service battery in accordance with the current state of charge and the current temperature; associating a second regulation type with the second energy management mode, the second regulation type capable of manipulating a second selected state of charge of the service battery by manipulating a voltage at a terminal of the service battery in accordance with the current state of charge and the current temperature, the second selected state of charge being greater than the first state of charge; associating a third regulation type with the third energy management mode, the third regulation type being capable of manipulating a voltage at a terminal of the service battery, which is suitable for recharging the service battery and compatible with thermal constraints of the service battery, in accordance with the current temperature; and associating a fourth regulation type with the fourth energy management mode, the fourth regulation type being capable of manipulating a voltage at a terminal of the service battery equal to a selected fixed value, compatible with a theoretical operating range of the service battery, and minimizing a discharge risk of the service battery, regardless of the current state of charge and the current temperature;
-the processor and the memory of the management device are configurable for performing an operation of determining the voltage regulation loop type from a closed type in which the voltage set-point of the electrical energy generator to be sent to the power supply group is regularly calibrated and an open type in which a fixed compensation is used to take account of the voltage drop between the electrical energy generator and the service battery;
-the processor and the memory of the management device are configurable for performing an operation of determining the voltage regulation loop type also from a second current information related to the service battery;
in the presence of the latter optional feature, the second information may be an inaccuracy of the current voltage of the service battery.
The invention also provides a vehicle, optionally of the motorized type, comprising: an on-board network supplied with electrical energy by a power supply group comprising rechargeable service batteries; and a management device of the type described above.
The invention also provides a management method for supplying electrical energy from a power supply group comprising a rechargeable service battery, via implementation in a vehicle comprising an on-board network.
Throughout this document, "inaccuracy" is understood to be a value of a potential deviation from an actual value, which potential deviation varies with the inaccuracy of the sensor used to determine the value and/or the inaccuracy of the estimator used to convert the value (e.g., based on a model) and/or the inaccuracy of the computer used to implement the estimator, respectively. The inaccuracy is inherent to the sensor, the estimator and/or the computer. Such as lack of communication between the sensor and the computer, or frozen measurements, or internal diagnostics inside the sensor and/or the electronic components of the computer (which suggest any faults or anomalies, such as a slow down of the calculation speed or too low a voltage level), or sensor operation in adverse environmental conditions, or estimators using models with input values outside the nominal range, all of which participate in an increase in inaccuracy of the considered values (in particular, the current state of charge of the service battery and/or the current temperature of the service battery).
The management method is characterized in that the management method comprises the steps in which:
-determining an energy management mode of said power supply group based on a first current information about said service battery, and then
-determining a type of regulation to be applied to said power supply group to handle the state of charge of said service battery according to the determined energy management mode, then
-determining a voltage regulation loop type of said service battery based on the determined regulation type.
The invention also provides a computer program product comprising a set of instructions which, when executed by a processing means, is capable of implementing a management method of the type described above, to manage a power supply group comprising a rechargeable service battery for supplying electrical energy to an on-board network of a vehicle.
Drawings
Other features and advantages of the present invention will become more apparent upon reading the following detailed description of the invention and the accompanying drawings in which:
fig. 1 shows schematically and functionally an embodiment of a vehicle comprising a distribution box comprising a management device according to the invention,
fig. 2 shows schematically and functionally an embodiment of a monitoring computer for monitoring electrical energy distribution, said monitoring computer comprising an embodiment of a management device according to the invention, and
fig. 3 schematically shows an example of an algorithm for implementing the management method according to the invention.
Detailed Description
The object of the present invention is, inter alia, to provide a management device DG and an associated management method for allowing an optimized strategic management for managing the provision of electrical energy to an on-board network RB of a vehicle V by a power supply group comprising, inter alia, rechargeable service batteries BS.
Hereinafter, as a non-limiting example, the vehicle V is considered to be of the motorised type. The transport means relates for example to a car, as shown in fig. 1. The invention is not limited to this type of vehicle. The invention relates to virtually any type of vehicle comprising an on-board network supplied with electrical energy by a power supply group comprising in particular a rechargeable service battery. Thus, the invention relates to land vehicles (e.g. such as cars, caravans, minibuses, buses, trucks, motorcycles, road equipment, construction equipment, agricultural equipment, recreational equipment (snowmobiles, carts), equipment with tracks), boats and aircraft, for example.
In addition, hereinafter, as a non-limiting example, the vehicle V is considered to comprise a power train (or GMP) of the purely electric type (and therefore its power system is exclusively ensured by at least one electrically driven machine). But the GMP may be of any type (especially purely thermal or hybrid).
Fig. 1 schematically shows a vehicle V, which comprises a drive train with an electric GMP, an on-board network RB, a power supply group comprising a service battery BS and an electrical energy generator GE, and a management device DG according to the invention.
The in-vehicle network RB is an electrical power supply network that includes electrical (or electronic) equipment (or components) that consume electrical energy, some of which are "non-preferential" and others of which are "safe" (and therefore preferential). For example, the safety equipment (or component) may be an electric power steering device or an electric braking device (e.g., service brake, emergency brake, brake assist system, or anti-slip system). Also for example, the non-safety equipment (or component) may be a heating/air conditioning facility, or a seat heating device, or a seat massaging device.
The service battery BS is responsible for providing electrical energy to the on-board network RB (which complements the electrical energy provided by the main battery BP described further below). For example, the service battery BS may be configured in the form of an ultra low voltage (typically 12V, 24V or 48V) type battery. The service battery is rechargeable by at least one electrical energy generator GE of the vehicle V. Hereinafter, as a non-limiting example, the service battery BS is considered to be of the 12V lithium ion type.
The drive train has here purely electrical GMP and thus comprises in particular the electric drive machine MM, the engine shaft AM, the main battery BP and the drive shaft AT. The term "electric drive machine" is understood herein to mean an electric machine configured to provide or recover torque to move a vehicle V.
The drive machine MM (here an electric motor) is coupled with the main battery BP in order to be supplied with electric energy and optionally to supply the main battery BP with electric energy. The drive machine is coupled with the engine shaft AM to provide torque to the engine shaft by driving rotation. The engine shaft AM is here coupled with a reduction gear RD, which is also coupled with a propeller shaft AT, which itself is coupled with a first axle T1 (here a wheel axle) preferably via a differential D1.
The first axle T1 is here located in the front portion PV of the vehicle V. In a variant, however, the first axle T1 may be an axle (referenced T2) located in the rear portion PR of the vehicle V.
For example, the main battery BP may be of a low voltage (typically, 400V as an example) type. But the battery may also be of medium or high voltage type.
The drive machine MM is also coupled to an electrical energy generator GE, which is also coupled (indirectly here) to a service battery BS for recharging said service battery, in particular according to the converted electrical energy from the main battery BP.
By way of example, the electrical energy generator GE is a direct current/direct current (or DC/DC) type converter. In addition to ensuring recharging of the service battery BS, the electrical energy generator is also responsible for supplying the on-board network RB with converted electrical energy from the main battery BP. Note that when the vehicle comprises a GMP group (which comprises at least one thermally driven machine), the electrical energy generator GE may be an alternator or an alternator-starter.
It is also noted that in the example shown in fig. 1, without limitation, the vehicle V comprises a distribution box BD associated with a service battery BS, an electrical energy generator GE and an on-board network RB. The distribution box BD is responsible for distributing in the vehicle network RB the electrical energy stored in the service battery BS or generated by the electrical energy generator GE for powering the electrical components (or equipment) according to the received power supply requirements. The monitoring of the distribution of this electrical energy may be ensured by the monitoring computer CS. In the example shown in fig. 1, without limitation, the monitoring computer CS is part of the distribution box BD. In an implementation variant (not shown), however, the monitoring computer CS may not be part of the distribution box BD.
As shown in fig. 2, without limitation, the management device DG according to the invention comprises at least one processor PR and at least one memory MD, said at least one processor and said at least one memory being configured for performing operations at least when the loaded electronic components are awakened.
These operations consist first of determining the energy management mode of the power supply group from the first current information about the service battery BS.
For example, these first information may be inaccuracy in the current state of charge of the serving battery BS and/or inaccuracy in the current temperature of the serving battery BS. Such first information may for example be determined, estimated or measured by a monitoring box BSB coupled to the service battery BS and the distribution box BD (when the distribution box comprises the monitoring computer CS).
Next, these operations consist in determining, from the energy management mode just determined, the type of regulation to be applied to the power supply group to handle the state of charge of the service battery BS.
Finally, these operations consist in determining the voltage regulation loop type of the service battery BS according to the regulation type just determined.
Due to the management device DG, the energy management strategy of the power supply group can be adapted dynamically in the future according to the current situation in the vehicle V. This results in an optimized management in terms of performance and safety, which can minimize the risk of dangerous problems occurring and thus the risk of putting passengers of the vehicle V and/or the vehicle V itself and/or persons located in the environment of the vehicle V at risk.
Note that in the example shown in fig. 1 and 2, without limitation, the processor PR and the memory MD are part of a monitoring computer CS (which is implemented in the form of a combination of electrical or electronic circuits or elements (or "hardware") and software modules (or "software"). In an embodiment variant (not shown), however, the processor PR and the memory MD may be part of a computer (which is not a monitoring computer CS and thus ensures at least another function among the vehicles V). Such a computer may be external to the distribution box BD. In a further embodiment variant (not shown), the management device DG may comprise a self-contained computer (which comprises, inter alia, a self-contained processor PR and a memory MD). In this case, the computer may be part of the distribution box BD or external to the BD of the distribution box. The processor PR may be, for example, a digital signal processor (or DSP ("Digital Signal Processor"). The processor PR may comprise integrated (or printed) circuitry or a plurality of integrated (or printed) circuits coupled by wired or wireless connections.
The memory MD is a random access memory for storing instructions for implementing at least part of the management method (and thus the functions of the management method) described further below by the processor PR.
Note that the processor PR and the memory MD may be configured to perform an operation of determining the energy management mode from at least three predefined energy management modes according to a current life situation in the vehicle V.
For example, the three predefined energy management modes may be selected from a first energy management mode, a second energy management mode, a third energy management mode, and a fourth energy management mode.
The first energy management mode consists in implementing an adjustment of the state of charge of the service battery BS, which adjustment is capable of following, on the one hand, a first set of selected operating constraints of the on-board network RB and, on the other hand, implementing at least one optional energy optimization function.
For example, when the inaccuracy of the state of charge (which is provided by the monitoring box BSB) is less than or equal to a predefined nominal value (for example less than or equal to 5%) and when the inaccuracy of the current temperature of the service battery BS (which is provided by the monitoring box BSB) is less than or equal to a predefined nominal value (here for example equal to 0), the first energy management mode may be selected, which value indicates a reliable state of the sensor (for example no fault is detected by the monitoring box BSB or by one or more temperature sensors for measuring the current temperature), while a value equal to 1 means an unreliable state (that is, a state different from the reliable state).
The second energy management mode consists in implementing an adjustment of the state of charge of the service battery BS, which adjustment is capable of first aspect following a second set of operating constraints of the on-board network RB (which is at least partially different from the first set), second aspect causing a calibration of one of the first information and third aspect implementing at least one optional energy optimization function.
For example, the second energy management mode may be selected when the inaccuracy of the state of charge (which is provided by the monitoring box BSB) is strictly greater than the predefined nominal value (e.g. strictly greater than 5%) and when the inaccuracy of the current temperature of the service battery BS (which is provided by the monitoring box BSB) is less than or equal to the predefined nominal value (here, for example, equal to 0).
The third energy management mode consists in implementing, for the selected function of the vehicle V, an adjustment of the state of charge of the service battery BS, which can follow a third set of operating constraints of the on-board network RB (which is at least partially different from the first and the second set).
For example, the third energy management mode may be selected when the inaccuracy of the state of charge (which is provided by the monitoring box BSB) is either invalid (or unusable) or unusable (for example due to a communication loss over the (optionally multiplexed) communication network of the vehicle V), which is equivalent to 100% inaccuracy, and when the inaccuracy of the current temperature of the service battery BS (which is provided by the monitoring box BSB) is less than or equal to the predefined nominal value. In this case, the management device DG limits some functions (in particular all functions related to energy recovery) and may take into account the possibility of some voltage constraints at the location of the on-board network RB.
The fourth energy management mode consists in implementing a safety regulation of the state of charge of the service battery BS, which can limit, on the one hand, the risk of damage and the discharge rate of the service battery BS and, on the other hand, follow a fourth set of operating constraints of the on-board network RB (which are at least partially different from the first, the second and the third set).
For example, the fourth energy management mode (which may be referred to as a safety energy management mode) may be selected when the inaccuracy of the state of charge (which is provided by the monitoring box BSB) is not valid (or unusable) or not available (e.g. due to a communication loss over the (optionally multiplexed) communication network of the vehicle V), and when the inaccuracy of the current temperature of the service battery BS (which is provided by the monitoring box BSB) is strictly greater than said predefined nominal value (e.g. equal to 1, which means an unreliable state, the current temperature sensor for example has a fault). Thus, the fourth energy management mode is independent of the value of the current state of charge and the value of the current temperature.
As a purely illustrative example, the first set of operating constraints may include ten constraints (one related to operation of the fan set of vehicle V, one related to operation of the high beam, one related to operation of the electric brake device, and one related to operation of the energy recovery).
Also as a purely illustrative example, the second set of operating constraints may include eight constraints (which are selected from ten constraints of the first set of operating constraints).
Also as a purely illustrative example, the third set of operating constraints may include five constraints (which are selected from ten constraints of the first set of operating constraints).
Also as a purely illustrative example, the fourth set of operating constraints may include two constraints (one of which relates to protection for the serving cell BS).
These constraints relate to the voltage at the terminals of the service battery BS, which is used to activate the electrical equipment or to recover energy. The constraints relate, for example, to a minimum value (to obtain a minimum operating performance of the electrical equipment), or a maximum value (to obtain a maximum durability of the electrical equipment), or a voltage gradient.
Note that each operational constraint may optionally be associated with a priority level that enables selection to be performed in the presence of a need to activate multiple electrical equipment simultaneously.
It is also noted that the processor PR and the memory MD may be configured for performing operations that respectively associate four different adjustment types with the four energy management modes described above.
A first regulation type may be associated with the first energy management mode, the first regulation type being capable of manipulating a first selected state of charge of a serving battery BS by manipulating a voltage at a terminal of the serving battery BS as a function of the current state of charge and the current temperature.
For example, the first state of charge may be equal to 90% of the theoretical maximum state of charge of the serving battery BS.
A second regulation type may be associated with the second energy management mode, the second regulation type being capable of manipulating a second selected state of charge of a serving battery BS by manipulating a voltage at a terminal of the serving battery BS according to the current state of charge and the current temperature, the second selected state of charge being greater than the first state of charge.
For example, the second state of charge may be between 90% and 100% of the theoretical maximum state of charge of the serving battery BS. Here, the aim is to lead the service battery BS into the operating range of the no-load voltage of the service battery in order to be able to carry out an estimated calibration of the current state of charge of the service battery by the monitoring box BSB with a strongly degraded accuracy of the current state of charge.
A third regulation type may be associated with the third energy management mode, the third regulation type being capable of manipulating a voltage at a terminal of a service battery BS, which is suitable for recharging the service battery and compatible with thermal constraints of the service battery BS, in accordance with the current temperature.
It is understood that this third regulation type is not able to precisely manipulate the state of charge of the service battery BS, but is able to ensure that said service battery BS is subjected to a voltage that can charge itself, while being compatible with the thermal constraints of said service battery.
A fourth regulation type can be associated with the fourth energy management mode, which is capable of manipulating the voltage at the terminals of the service battery BS, which is equal to a selected fixed value, compatible with the theoretical operating range of the service battery BS, and minimizing the discharge risk of the service battery BS, irrespective of the current state of charge and the current temperature.
Advantageously, the fourth regulation type is able to continue to handle the voltage at the terminals of the service battery BS even if the state of charge of the battery (and thus the inaccuracy of the state of charge of the battery) and the current temperature of the battery (and thus the inaccuracy of the current temperature) are no longer accessible (that is to say, the full or maximized inaccuracy).
It is also noted that the processor PR and the memory MD may be configured to perform operations of determining said voltage regulation loop type from a closed type and an open type. In a closed voltage regulation loop type, the voltage set point of the electrical energy generator GE to be sent to the power supply group is regularly calibrated in order to obtain the desired voltage at the terminals of the service battery BS. In the open voltage regulation loop type, a fixed compensation is used to take into account the voltage drop between the electrical energy generator GE and the service battery BS. In this latter case, there is therefore no calibration of the voltage set point sent to the electrical energy generator GE, but only the use of fixed compensation.
It is noted that the monitoring computer CS determines each voltage set point to be sent to the electrical energy generator GE based on each voltage calibration determined under a closed loop or each fixed compensation determined under an open loop.
It is also noted that the processor PR and the memory MD may be configured for performing the operation of determining said voltage regulation loop type also from the second current information related to the serving battery BS.
For example, the second information may be an inaccuracy of the current voltage of the service battery BS (which is provided by the monitoring box BSB).
In this case, when the first regulation type or the second regulation type or the third regulation type or the fourth regulation type has been determined, and when at the same time the inaccuracy of the current voltage of the service battery BS is less than or equal to a predefined nominal value, a closing type (for the voltage regulation loop) may be determined. The open type (for the voltage regulation loop) may be determined when the first regulation type or the second regulation type or the third regulation type or the fourth regulation type has been determined and when at the same time the inaccuracy of the current voltage of the service battery BS is strictly greater than the predefined nominal value or is not available.
In an implementation variant, however, when the third regulation type or the fourth regulation type has been determined, the opening type (for the voltage regulation loop) can be determined (whatever the inaccuracy of the current voltage of the service battery BS).
It is also noted that, as shown in fig. 2 without limitation, the monitoring computer CS (or an optional computer of the management device DG) may also comprise (in addition to the random access memory MD and the processor PR) a mass memory MM for storing, inter alia, the definition of the current life situation in the vehicle V, the first and second information determined by the monitoring box BSB and intermediate data involved in the calculation and processing of all these data. In addition, the monitoring computer CS (or an optional computer of the management device DG) may also comprise an input interface IE for receiving at least the definition of the current life situation in the vehicle V and the definition of the above-mentioned first information and second information, to use these data, optionally after shaping and/or demodulating and/or amplifying them in a manner known per se by means of the digital signal processor PR'. The monitoring computer CS (or an optional computer of the management device DG) may furthermore comprise an output interface IS for sending, inter alia, commands and instructions determined to implement the voltage regulation loop type determined by the management device DG (e.g. the voltage set-point for the electrical energy generator GE).
The invention can also be seen as a form of management method for implementation in the vehicle V described hereinabove, so as to allow for an optimized strategic management for managing the provision of energy to the on-board network RB.
As shown in the algorithm example of fig. 3, the management method includes steps 10-30 in which:
in sub-step 10, determining the energy management mode of the power supply group from the first current information about the serving battery BS, and then
In a sub-step 20, a type of adjustment to be applied to handle the state of charge of the service battery BS is determined according to the determined energy management mode, and then
In a sub-step 30, the voltage regulation loop type of the serving battery BS is determined from the determined regulation type.
It is also noted that the invention also provides a computer program (or computer program) product comprising a set of instructions which, when executed by a processing means (for example a processor PR) of the electronic circuit (or hardware) type, is able to implement the above-described management method for managing a power supply group comprising a service battery BS for supplying an on-board network RB of a vehicle V with electrical energy.
Claims (10)
1. A management Device (DG) for a vehicle (V) comprising an on-board network (RB) supplied with electrical energy by a power supply group comprising a rechargeable service Battery (BS), characterized in that it comprises at least one Processor (PR) and at least one Memory (MD) configured for performing the following operations: i) Determining an energy management mode of the power supply group according to first current information about the service Battery (BS); ii) then determining a type of adjustment to be applied to the power supply group to handle a state of charge of the service Battery (BS) according to the determined energy management mode; and then iii) determining the voltage regulation loop type of the service Battery (BS) from the determined regulation type.
2. The management device according to claim 1, characterized in that the first current information is an inaccuracy in the current state of charge of the service Battery (BS) and/or an inaccuracy in the current temperature of the service Battery (BS).
3. The management device according to claim 1 or 2, characterized in that the Processor (PR) and the Memory (MD) are configured for performing an operation of determining the energy management mode from at least three predefined energy management modes selected from the set comprising: i) A first energy management mode implementing an adjustment of the state of charge of the service Battery (BS), said adjustment being capable of following a first set of selected operating constraints of the on-board network (RB) and implementing at least one optional energy optimization function; ii) a second energy management mode implementing an adjustment of the state of charge of the service Battery (BS), said adjustment being capable of following a second set of operating constraints of the on-board network (RB), which are at least partially different from the first set, initiating a calibration of the value of the current state of charge and implementing at least one optional energy optimization function; iii) -a third energy management mode implementing an adjustment of the state of charge of the service Battery (BS) for the selected function of the vehicle (V), said adjustment being able to follow a third set of operating constraints of the on-board network (RB), which are at least partially different from the first and second sets; and iv) a fourth energy management mode implementing a safety regulation of the state of charge of the service Battery (BS), the safety regulation being capable of limiting the risk of damage and the rate of discharge of the service Battery (BS) and following a fourth set of operating constraints of the on-board network (RB), the fourth set of operating constraints being at least partially different from the first, second and third sets.
4. A management device according to the combination of claims 2 and 3, characterized in that said Processor (PR) and said Memory (MD) are configured for performing the following operations: i) Associating a first regulation type with the first energy management mode, the first regulation type being capable of manipulating a first selected state of charge of the service Battery (BS) by manipulating a voltage at a terminal of the service Battery (BS) as a function of the current state of charge and the current temperature; ii) associating a second regulation type with the second energy management mode, the second regulation type being capable of manipulating a second selected state of charge of the service Battery (BS) by manipulating a voltage at a terminal of the service Battery (BS) as a function of the current state of charge and the current temperature, the second selected state of charge being greater than the first selected state of charge; iii) Associating a third regulation type with the third energy management mode, the third regulation type being capable of manipulating a voltage at a terminal of the service Battery (BS) according to the current temperature, the voltage being suitable for recharging the service battery and compatible with thermal constraints of the service Battery (BS); and iv) associating a fourth regulation type with the fourth energy management mode, the fourth regulation type being capable of manipulating a voltage at a terminal of the service Battery (BS), the voltage being equal to a selected fixed value, compatible with a theoretical operating range of the service Battery (BS), and minimizing a risk of discharging the service Battery (BS), irrespective of the current state of charge and the current temperature.
5. The management device according to any one of claims 1 to 4, characterized in that the Processor (PR) and the Memory (MD) are configured to perform an operation of determining the voltage regulation loop type from a closed type in which the voltage set-point of the electrical energy Generator (GE) to be sent to the power supply group is regularly calibrated and an open type in which a fixed compensation is used to take account of the voltage drop between the electrical energy Generator (GE) and the service Battery (BS).
6. The management device according to any one of claims 1 to 5, characterized in that said Processor (PR) and said Memory (MD) are configured for performing the operation of determining said voltage regulation loop type also in accordance with second current information related to said service Battery (BS).
7. The management device according to claim 6, characterized in that the second current information is an inaccuracy of the current voltage of the service Battery (BS).
8. A vehicle (V) comprising an on-board network (RB) supplied with electrical energy by a power supply group comprising a rechargeable service Battery (BS), characterized in that it further comprises a management Device (DG) according to any one of the preceding claims.
9. A management method for a vehicle (V) comprising an on-board network (RB) supplied with electrical energy by a power supply group comprising a rechargeable service Battery (BS), characterized in that it comprises the steps (10-30) in which: i) Determining an energy management mode of the power supply group according to first current information about the service Battery (BS); ii) then determining a type of adjustment to be applied to handle the state of charge of the service Battery (BS) according to the determined energy management mode; iv) then determining a voltage regulation loop type of the service Battery (BS) from the determined regulation type.
10. A computer program product comprising a set of instructions which, when executed by a processing means, is capable of implementing the management method according to claim 9, to manage a power supply group comprising a rechargeable service Battery (BS) for supplying an on-board network (RB) of a vehicle (V) with electrical energy.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR2104532A FR3122367A1 (en) | 2021-04-30 | 2021-04-30 | STRATEGIC MANAGEMENT OF A VEHICLE POWER SUPPLY BASED ON INFORMATION CONCERNING THE HOUSE BATTERY |
| FRFR2104532 | 2021-04-30 | ||
| PCT/FR2022/050429 WO2022229524A1 (en) | 2021-04-30 | 2022-03-10 | Strategic management of an electric power supply unit of a vehicle based on information regarding the utility battery |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117295631A true CN117295631A (en) | 2023-12-26 |
Family
ID=76601377
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202280031842.6A Pending CN117295631A (en) | 2021-04-30 | 2022-03-10 | Strategic management of electrical power groups for managing vehicles based on information related to service batteries |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP4330068A1 (en) |
| CN (1) | CN117295631A (en) |
| FR (1) | FR3122367A1 (en) |
| WO (1) | WO2022229524A1 (en) |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NL7012514A (en) | 1970-08-24 | 1972-02-28 | ||
| EP2272722B1 (en) * | 2009-07-01 | 2015-04-08 | Denso Corporation | Power source apparatus for vehicle |
| US9085238B2 (en) * | 2013-01-11 | 2015-07-21 | Johnson Controls Technology Company | Energy storage control system and method |
| EP2993758A4 (en) * | 2013-06-03 | 2016-11-02 | Furukawa Electric Co Ltd | Charge control device and charge control method |
| US10300807B2 (en) * | 2016-02-04 | 2019-05-28 | Johnson Controls Technology Company | Systems and methods for state of charge and capacity estimation of a rechargeable battery |
| JP7059761B2 (en) * | 2018-04-03 | 2022-04-26 | トヨタ自動車株式会社 | Vehicle charge / discharge control device |
-
2021
- 2021-04-30 FR FR2104532A patent/FR3122367A1/en active Pending
-
2022
- 2022-03-10 WO PCT/FR2022/050429 patent/WO2022229524A1/en active Application Filing
- 2022-03-10 EP EP22713973.0A patent/EP4330068A1/en active Pending
- 2022-03-10 CN CN202280031842.6A patent/CN117295631A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| FR3122367A1 (en) | 2022-11-04 |
| EP4330068A1 (en) | 2024-03-06 |
| WO2022229524A1 (en) | 2022-11-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP7024667B2 (en) | Vehicle power system | |
| US9043085B2 (en) | Vehicle accessory load controller and method | |
| US20200062126A1 (en) | Autonomous vehicle route planning | |
| US20160023554A1 (en) | Distance to Empty Prediction with Kinetic Energy Change Compensation | |
| US20140232302A1 (en) | Battery processing apparatus, vehicle, battery processing method, and battery processing program | |
| US12024058B2 (en) | Method for operating a battery of a parked motor vehicle, and motor vehicle | |
| JP2018061372A (en) | vehicle | |
| US11535119B2 (en) | Control of the state of charge of an electrically powered vehicle when traveling on a hill | |
| WO2021159972A1 (en) | A portable rescue power bank | |
| KR20200070906A (en) | Vehicle, and controlling method thereof | |
| JP5777547B2 (en) | Vehicle control device and vehicle | |
| KR20180063613A (en) | Vehicle, and Control Method of Vehicle | |
| JP2013514755A (en) | Steering motor power supply method and power supply system adapted to the method | |
| JP2012116411A (en) | Battery charging and discharging controller | |
| WO2017087038A1 (en) | Systems and methods for visualizing battery data | |
| JP6673166B2 (en) | vehicle | |
| CA2839758A1 (en) | Electric vehicle generator opportunity charging control system | |
| CN110949131A (en) | Load shedding of vehicle electrical load | |
| CN116096601A (en) | Vehicle with guaranteed safety for service battery loss risk | |
| US11285814B2 (en) | Discharge testing of vehicle batteries | |
| CN114981674A (en) | Diagnosis of the state of a vehicle auxiliary battery by means of current pulses | |
| JP2015116067A (en) | Vehicular power supply system | |
| CN117295631A (en) | Strategic management of electrical power groups for managing vehicles based on information related to service batteries | |
| CN111245033A (en) | Vehicle and control method thereof | |
| US11597289B2 (en) | Electrified vehicle control of bi-directional DC/DC converter for high voltage power assist from low voltage system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |