Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
  • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
  • B60W40/105—Speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/04—Monitoring the functioning of the control system
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
  • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
  • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
  • G01C21/34—Route searching; Route guidance
  • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
  • G01C21/3461—Preferred or disfavoured areas, e.g. dangerous zones, toll or emission zones, intersections, manoeuvre types, segments such as motorways, toll roads, ferries
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
  • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
  • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
  • G01C21/34—Route searching; Route guidance
  • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
  • G01C21/3492—Special cost functions, i.e. other than distance or default speed limit of road segments employing speed data or traffic data, e.g. real-time or historical
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0062—Adapting control system settings
  • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
  • B60W2050/0095—Automatic control mode change
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/24—Energy storage means
  • B60W2510/242—Energy storage means for electrical energy
  • B60W2510/244—Charge state
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/30—Driving style
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2552/00—Input parameters relating to infrastructure
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2552/00—Input parameters relating to infrastructure
  • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2554/00—Input parameters relating to objects
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
  • B60W2554/406—Traffic density
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2556/00—Input parameters relating to data
  • B60W2556/45—External transmission of data to or from the vehicle
  • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/72—Electric energy management in electromobility

Definitions

• the invention relates generally to the calculation of a motor energy management lo (LGE).
• LGE motor energy management lo
• the invention is particularly applicable to hybrid vehicles, that is to say vehicles which comprise a powertrain comprising an internal combustion traction motor and an electric traction motor powered by an onboard power supply battery. on board the vehicle.
• motor vehicles are provided with a calculator that develops an energy management law capable of managing the mode of operation of the vehicle, in particular by choosing the traction mode, the power distribution between the available sources, ...
• Some advanced computers allow, in particular, to implement cycles of charging and discharging of the battery in order, in particular, to select the mode of propulsion of the vehicle among all the existing modes, namely those for which motive power is provided by an electric motor powered by a traction battery, those for which the motive power is provided by the electric motor and the internal combustion engine and, the where appropriate, those for which the motive power is provided solely by the internal combustion engine, in proportions which make it possible to limit consumption and emissions while maintaining a minimum permissible load level for the battery.
• Some calculators draw up a driving energy management law by using data from a navigation system capable of determining the driving parameters relating to a path to be made, to manage the motive power based on these parameters along the path. It may be, for example, to choose a propulsion mode, for example electric, hybrid or using a traction internal combustion engine alone, so as to reduce consumption and polluting emissions, depending on the driving parameters, such as the configuration of the road, the traffic, the restrictions imposed in terms of polluting emissions, etc.
• EP-A-I 256 476 proposes a system for calculating a law of energy management allowing reach this goal.
• the object of the invention is to allow improved management of the operation of a motor vehicle to take into account an increased number of parameters and, in particular, to adapt dynamically to modifications of these parameters.
• the object of the invention is therefore, according to a first aspect, a method for managing the operation of a motor vehicle according to the conditions of driving the vehicle during a journey. to a programmed destination, comprising a step of determining driving parameters relating to the path to be made, a step of determining the position of the vehicle in the path and a step of calculating a driving energy management law as a function of the position of the vehicle in the journey and the driving parameters.
• the step of calculating the energy management law further includes a step of dynamically calculating a mode of propulsion of the vehicle among various modes of propulsion available during said journey, said calculation dynamics comprising calculating the route along said path according to the driving parameters.
• the step of determining the parameters relating to the rolling of the vehicle comprises the calculation of at least one parameter chosen from among the road regulations of the course, the state of the course, and the pollutant emission restrictions. .
• the method further comprises a step of entering driving parameters relating to the driving mode of the vehicle by the driver, the energy management law being further calculated from said driving parameters.
• the energy management law is further calculated according to the architecture of the vehicle.
• the state of charge of a rechargeable source of traction power supply of the vehicle is managed.
• the power source can be recharged according to the speed of the vehicle relative to a maximum authorized speed. We can still manage the state of charge of the source according to a desired state of charge at the end of the journey.
• the object of the invention is also, according to a second aspect, a system for managing the operation of a motor vehicle as a function of driving conditions of the vehicle during a journey to a programmed destination, comprising a navigation system capable of calculating said path and determining rolling parameters relating to the path to be made, and a computer comprising means for calculating a driving energy management law as a function of the position of the vehicle in the path and rolling parameters.
• the computer further comprises means for dynamically calculating a mode of propulsion of the vehicle among various modes of propulsion available during said journey, said navigation system being further adapted to calculate a replacement route according to the rolling parameters.
• the management system further comprises means for monitoring the evolution of the driving parameters.
• FIG. 1 is a block diagram illustrating the general architecture of a management system of the operation of a motor vehicle according to the invention
• FIG. 2 is a flowchart illustrating the main phases of the management method according to the invention
• FIG. 3 is an example of elaboration of a power management law in accordance with the invention.
• FIG. 4 is an example of implementation of a speed limitation procedure
• FIG. 5 shows an example of recalculating a route implemented by means of a management method according to the invention.
• the embodiment of the device and the management method that will now be described concerns the development of an adaptive energy management law (LGE) for a hybrid vehicle. It thus relates to the development of a power management law for a vehicle offering several modes of operation, that is to say capable of operating either in an electric operating mode, or in a mode in which the motive power is provided jointly by an electric motor and a heat engine, or even an operating mode in which the motive power is provided by a single engine.
• LGE adaptive energy management law
• the invention also generally applies to vehicles provided with a power train equipped solely with a heat engine and provided with an automatic transmission, equipped with a vehicle tracking mode.
• Low speed low speed following
• cruise control mode Low speed following
• the management method is intended for the development of an energy management lo i (LGE) to reduce fuel consumption and polluting emissions by taking into account various driving parameters relating to the driver, the path to be achieved , regulatory constraints and the vehicle.
• LGE energy management lo i
• the energy management law is drawn up from parameters relating to the driving style desired by the driver, and from driving parameters developed from the state and the condition of the controls on which the driver has the ability to act, such as the position of the accelerator pedal, the brake pedal, the control switches of antilock braking systems (ABS). ), traction control (ESR), low speed vehicle tracking (LSF), stability control (ESP), the position of the gear lever, the position of a propulsion mode selection system, the Cruise control status, speed limiter status, ...
• this driving parameter can be developed from a diagnosis of the driving mode of the vehicle, in the short and medium term, from the position and the speed of driving. crushing of the accelerator pedal, the brake pedal, the position and the angular displacement speed of the steering wheel, etc. This parameter can also be entered directly by the driver using a man-machine interface appropriate.
• the parameters relating to the path to be carried out may, for example, be developed by dividing the path into immediate and near fields, that is to say for example into fields extending in a range ranging for example from zero to one hundred meters, and ranging from 80 meters to one kilometer, respectively. It is also, in addition, proceeded to a definition of the path, in terms of average field, that is to say for a distance between 900 meters and 50% of the total distance of the course and in terms of distant fields, that is, between 40% and the entire distance of the course.
• a path analysis is carried out in order to determine the presence of turns, the profile of the road, the possible presence of congestion or traffic jams, the presence of zones in which the traffic is fluid, the presence areas in which driving constraints are applied to the driver, such as speed limits, traffic lights, traffic signs, or the presence of work, or areas for which the pollutant emissions must be reduced or totally avoided.
• the state of various equipment of the vehicle such as ABS, ESP, ESR, LSF, cruise control, speed limiter, ... II is It also calculates alternative routes that the vehicle and its driver could use if the driving parameters are changed. For each of the immediate, medium and distant fields, as well as for each of the alternative routes, it is also determined the presence of turns, the profile of the road, the possible presence of traffic jams, the presence of areas for which traffic is fluid, the presence of traffic restrictions, etc.
• the energy management law is furthermore elaborated from additional rolling parameters, relating to the nature of the path to be made, and is for example related to the presence of energy supply points, for example the presence of winding terminals. recharging the electric power supply batteries, the presence of fuel supply points, etc.
• this information is provided by a GPS navigation system capable of having information relating to the road network, ie relating to road configuration, speed limits, specific regulations imposing restrictions of various kinds on the driver, in particular in terms of polluting emissions and speed limit.
• the energy management law is elaborated by a computer C on board the motor vehicle, based on information II, 12 and 13.
• the information II is entered manually by the computer. user.
• the information 12 relates to traffic constraints, for example in terms of speed, regulatory constraints (signaling, speed limitation, slowdowns, limitation of polluting emissions, etc.), and constraints relating to the configuration. of the path, for example in terms of relief.
• the information 13 relates to the driver controls, applied for example on the accelerator pedal, on the brake pedal, and in the state of the ABS, ESP, ESR, LSF, cruise control and speed limiter systems. . They are especially intended to determine the profile of the driver.
• the computer C elaborates the energy management law so as to implement various modes M 1, M 2, M 3, M 4 and M 5 of vehicle operation, tending, for example, and in a nonlimiting manner, to activate one or more systems.
• M l mode electric traction system
• mode M2 electric vehicle with increased autonomy
• mode M3 to recharge the traction battery
• mode M4 to implement a traction mode by means of the engine
• This LGE law is updated dynamically as a function of the evolution of the various parameters entered manually or calculated.
• the development of the energy management lo i begins with a first phase P l in which the driver manually enters the starting point and the arrival point of the path to be traveled and, where appropriate, the amount of residual charge of the traction battery which he wishes to keep at the point of. arrival and driving style (step 1).
• the driver characteristics are also acquired, for example, as indicated above, from the previous routes or from the state or mode of operation of the various controls.
• the vehicle parameters are acquired by acquisition of the various components of the vehicle, its characteristics and its associations.
• the computer C acquires information to know if the vehicle has a heat engine, an electric motor, batteries, a fuel cell, and acquires information relating to transmission, reducer, fuel tank, power, capacity and to the pair of motor means, and to the association, in series, in parallel, or mixed, of the various components of the vehicle.
• the computer C consults the onboard navigation system on board the vehicle. It thus acquires information relating to the route planned to go from the point of departure to the point of arrival, to the position of the vehicle in the course, to the road regulations of the course, in terms of speed limitation, signaling, etc. the condition of the route, for example concerning the presence of work, traffic jams, or generally on the state of the traffic, the pollutant emission restrictions in the route, so as to determine if, for example, a taxi in electric operating mode is mandatory in the city, or if pollutant emission limits at a specified value are provided in certain areas of the route.
• the driver is offered a route.
• the calculator proceeds to define the characteristics of the route.
• each section of the route is associated with rolling parameters (step 7). These parameters are then combined with the parameters previously developed in steps 2 and 3, relating to the characteristics of the driver and the vehicle to develop the law of energy management itself (step 8).
• the computer determines the operating mode of the vehicle, the state of each element of the vehicle, and the power distribution of each element of the vehicle at each moment of the journey, in order to minimize the fuel consumption, while respecting the regulations of the course, ensuring the proper functioning of the vehicle and respecting the instructions imposed by the driver.
• the instructions imposed by the driver may further consist in providing a minimum state of charge of the battery at the end of the journey, to avoid certain areas of the path or, on the contrary, to impose certain areas, for example areas in which only taxiing without emission is allowed. It is also possible to provide recharges of the vehicle and the possible duration of this charge to optimize energy consumption, the cost of energy may be variable depending on the time.
• the computer and the associated navigation system monitor the evolution of the driving parameters.
• step 10 the computer can propose a change of course (step 10). If this change is accepted, the computer requests the navigation system to recalculate a replacement route. The procedure then returns to step 4 previously described.
• the system adapts to the driver instructions (step 1 1) and as long as the arrival is not reached (step 12) he continues to calculate the optimal power distribution modes to achieve the route.
• the computer comprises a certain number of calculation blocks each controlling a constraint and each intended to implement specific procedures. to meet these constraints.
• the computer firstly monitors, for example, the traffic constraints.
• the computer from the previously defined inputs, detects whether there are traffic constraints such as signals, lights, etc. If this is not the case, it is implemented a conventional energy management law so as to optimize the consumption of the vehicle (step 14). If this is the case, it is proceeded to successive stages of control of various constraints.
• traffic constraints such as signals, lights, etc.
• step 16 it is detected if there are constraints related to speed limits. If this is the case, a speed limiting procedure is implemented (step 16).
• step 17 the computer detects whether there are constraints relating to traffic lights. If this is the case, a corresponding procedure 18 is implemented.
• a first step 19 it is verified that the vehicle speed is above a permitted speed limit. If this is the case, in the next step, the state of charge of the SOC battery is compared with a threshold SOC threshold value. Thus, if the battery is not too charged, the computer implements a regenerative braking phase tending to recover energy to charge the electric traction battery (step 21). Otherwise, that is to say if the battery is too charged, it is implemented a conventional braking phase (step 22).
• This example is based on the assumption that a driver wants to go from point 1 to point 2. After entering this information, the navigation system analyzes the various route options and decides that the best option is to go through the points A, B and D. However, it is considered that in the zone from point 1 to point A, and from point D to point 2, pollutant emissions are prohibited.
• the state of the lights, and in general, the signaling systems, as well as the traffic status, are taken into account both in the immediate field and in the near field. For example, if a stopping of the vehicle is planned, for example at a fire or a stop, the computer stops the engine to provide a restart in electric traction mode.
• the LGE is of course determined so as to allow a restart by means of the electric traction system alone.
• the calculator calculates the power distribution during the journey in order to arrive at the point D, to make it possible to carry out the path from the point D to the point 2, but also to be able to leave again later of the point 2 only in the mode of electric traction , that is to say without polluting emissions.
• the computer suggests the driver to change the route. If he accepts, he asks the navigation system to reach the point D via the point C. If the driver accepts this new route, the calculator recalculates the power distribution to arrive at point D with a sufficient battery charge level.
• the navigation system determines the route via points A-BD and then 2. For example, the driver may be informed that there is a possibility in point 1 of recharge the battery via the power grid.
• the calculator recalculates the power distribution for the entire planned cycle in order to arrive at the destination point with a minimum battery charge state and thus use a maximum of electrical energy during the journey.
• the vehicle travels in a path with a variable slope, and the vehicle is equipped with a system of increase of autonomy.
• the planned path includes a climb followed by a descent for which the speed is limited to 70 km / h.
• an area of 40 kilometers requires a mode of operation without emissions and the speed is limited to 30 km / h.
• the vehicle arrives at the beginning of the climb with a battery charge of less than 50%.
• the calculator calculates the energy management law from the rolling parameters so as to reach the zero polluting zone with a maximum load in order to ensure electric traction rolling for the 40 kilometers.
• the computer implements the system of increasing autonomy during the climb. Downhill, knowing that the speed is limited to 70 km / h, it is implemented a regenerative braking phase to recharge the battery, together with the system of increase of autonomy.
• a vehicle receives, for example, information at a time T l indicating that in 50 meters, the regulations will require him to limit his speed to 50 km / h.
• the computer then proceeds to a regenerative braking phase in order to adapt its speed if the charge of the battery is less than a threshold value of the order of 60%, for example.
• the vehicle receives another information that in 150 meters, a fire will turn red in five seconds and then go green in twenty-five seconds.
• the computer then adapts the speed of the vehicle, always performing a regenerative braking if the battery charge is lower than the threshold value, so as to reach the fire when it turns green.

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• Engineering & Computer Science (AREA)
• Radar, Positioning & Navigation (AREA)
• Remote Sensing (AREA)
• Automation & Control Theory (AREA)
• Transportation (AREA)
• Physics & Mathematics (AREA)
• Mechanical Engineering (AREA)
• Mathematical Physics (AREA)
• General Physics & Mathematics (AREA)
• Human Computer Interaction (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)

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• 2007
  • 2007-11-12 FR FR0758970A patent/FR2923438B1/fr not_active Expired - Fee Related
• 2008
  • 2008-11-05 CN CN2008801193979A patent/CN101888943A/zh active Pending
  • 2008-11-05 US US12/742,599 patent/US20100299054A1/en not_active Abandoned
  • 2008-11-05 EP EP08855137A patent/EP2209685A2/fr not_active Withdrawn
  • 2008-11-05 WO PCT/FR2008/051996 patent/WO2009068783A2/fr active Application Filing
  • 2008-11-05 KR KR1020107012828A patent/KR20100099165A/ko not_active Application Discontinuation
  • 2008-11-05 JP JP2010533639A patent/JP2011504086A/ja active Pending

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