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
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/10—Dynamic electric regenerative braking
  • B60L7/18—Controlling the braking effect
• • 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
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
  • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
• • 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
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
• • 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
  • B60L2240/10—Vehicle control parameters
  • B60L2240/12—Speed
• • 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
  • Y02T10/64—Electric machine technologies in electromobility
• • 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

• a method of regenerative braking of a motor vehicle is a method of regenerative braking of a motor vehicle.
• the present invention relates to a regenerative braking process of a motor vehicle or a regenerative braking process for a motor vehicle. It also relates to a data carrier comprising software means for implementing such a method, a regenerative braking system for equipping a motor vehicle and a vehicle comprising such a regenerative braking system. The invention also relates to a method of operating a regenerative braking system for implementing the regenerative braking method according to the invention.
• the dissipative braking system makes it possible to convert the kinetic energy of the motor vehicle into dissipated energy, for example in the form of heat at discs and / or braking drums.
• the regenerative braking system for its part converts the kinetic energy of the motor vehicle into energy, for example electrical or mechanical, which can be stored at the vehicle and then reused later, especially to accelerate the vehicle.
• Document DE 699 18 342 discloses a hybrid vehicle having a regenerative braking system for storing energy in the deceleration and braking phases of the vehicle, the regenerated energy being greater in the braking phases.
• Document US 2004/0122579 discloses a braking system comprising a regenerative braking device which is activated and deactivated.
• Document DE 10 2004 051530 discloses an electrically propelled vehicle having a recuperative braking system. The intensity of the regenerative braking varies according to the speed of the vehicle.
• Document WO 2006/076999 discloses a method of controlling a braking system comprising a regenerative braking device. The intensity of the braking action depends on the speed of the vehicle.
• the object of the present invention is to provide a regenerative braking method obviating the drawbacks previously identified and making it possible to improve the recuperative braking methods known from the prior art.
• the invention proposes a braking method improving the use of regenerative braking both in terms of energy level recovered, as well as feeling and approval for the occupants of the vehicle.
• the regenerative braking method according to the invention is defined by claim 1.
• a data carrier according to the invention is defined by claim 1 1.
• a regenerative braking system according to the invention is defined by claim 12.
• a motor vehicle according to the invention is defined by claim 15.
• the appended drawing shows, by way of example, embodiments of a regenerative braking method according to the invention and an embodiment of a braking system according to the invention.
• Figure 1 is a diagram of an embodiment of a regenerative braking system of a motor vehicle.
• FIG. 2 is a diagram of a first embodiment of the regenerative braking method according to the invention.
• FIG. 3 is a graphical representation illustrating the principle of the regenerative braking method according to the invention.
• FIG. 4 is a diagram of a second embodiment of the regenerative braking method according to the invention.
• FIG. 5 is a graphical representation illustrating the principle of the second embodiment of the regenerative braking method according to the invention.
• FIG. 6 is a diagram of a third embodiment of the regenerative braking method according to the invention.
• FIG. 7 is a graphical representation illustrating the principle of the third embodiment of the regenerative braking method according to the invention.
• the regenerative braking system shown in Figure 1 is intended to equip a motor vehicle. It mainly comprises a computer 2, a control device 3, a means 4 for determining the vehicle speed (longitudinal speed), a regenerative braking device 5 of energy and possibly a means for detecting an action on a control member of a dissipative braking device.
• the means for detecting an action on a control member of a dissipative braking device may for example comprise a contact detector on the control member of the dissipative braking device.
• the detection means may comprise a force sensor applied to the control member of the dissipative braking device, an action being considered to be exerted on the member when the force value supplied by the sensor exceeds a threshold of 'effort.
• the detection means may comprise a position sensor of the control member of the dissipative braking device, an action being considered as being exerted on the member when the position value supplied by the sensor exceeds a position threshold. The detection means generates an action signal on the dissipative braking control member which is transmitted to the computer, the signal comprising presence or absence of action information on the dissipative braking control member.
• the means 4 for determining the speed of the vehicle may for example comprise a speed sensor or a means for estimating this speed.
• the determining means generates a vehicle speed signal which is transmitted to the computer.
• the control device 3 makes it possible to control the regenerative braking device 5 via the computer. It generates a signal, for example an activation or deactivation signal of the regenerative braking device which is transmitted to the computer.
• the control device can include a vehicle acceleration control member such as an accelerator pedal. In this case, the device can transmit an activation signal of the braking device when the driver causes a reading of the accelerator pedal and / or when the driver removes the foot of the accelerator pedal. Conversely, the device can transmit a signal for deactivation of the braking device when the driver causes the accelerator pedal to depress and / or when the driver puts his foot back on the accelerator pedal.
• the computer On the basis of the signals transmitted to the computer 2, the latter develops, using hardware and / or software contained in the computer, a control signal of the regenerative braking device.
• This control signal comprises an intensity command of the braking action to be implemented by the regenerative braking device.
• the computer comprises hardware and / or software means for implementing the regenerative braking method according to the invention and, therefore, hardware and / or software means for implementing the operating method of the regenerative braking system according to the invention.
• the calculator comprises calculation means for calculating a braking action intensity reference value to be implemented by the regenerative braking device as a function of the speed value of the motor vehicle when the regenerative braking device is activated. and, optionally, a means for modifying the intensity command value value of the braking action to be implemented by the regenerative braking device when an action is detected on the control member of the dissipative braking device.
• a recuperative braking system adapted to the implementation of the regenerative braking method according to the invention comprises hardware and / or software means for implementing the essential steps of the regenerative braking process.
• the recuperative braking system for example a calculator of the regenerative braking system comprises hardware and / or software means for calculating a time ramp for changing the set value of the intensity of the action.
• the hardware and / or software means may comprise computer programs.
• These means may include computer programs.
• the regenerative braking device comprises an electric machine operating as an electric generator for charging batteries.
• the device may include any other technology for converting the kinetic energy of the vehicle into a second energy that can be stored and reused later, for example to set in motion and / or accelerate the vehicle.
• a first embodiment of the braking method or an embodiment of the operating method of the regenerative braking system is described below with reference to FIG. 2.
• a first test step 100 the presence of an activation signal of the recuperative braking device is tested. In the absence of an activation signal, it is looped on step 100. In case of presence of an activation signal, we go to a step 1 10.
• step 1 10 the speed of the motor vehicle is determined.
• the signal transmitted by the speed determination means is analyzed for this purpose.
• a ramp of braking action intensity reference values to be implemented by the regenerative braking device is calculated just after an activation time of the braking device. recuperative braking.
• the progressivity of the ramp of the setpoint values depends on the speed of the vehicle. This progressivity is such that revolution of the ramp is more brutal for a first speed of the vehicle than for a second value of the vehicle higher than the first speed. Examples of ramp calculations of setpoint values are for example carried out as described below with reference to FIG. 3. From these ramps, a control signal of the device of the regenerative braking device is generated.
• a step 130 the control signal is transmitted to the regenerative braking device which then operates in accordance with the set values contained in the control signal.
• the intensity of the braking action is equal (or substantially equal) to the setpoint value.
• a second embodiment of the braking method or a second embodiment of the operating method of the regenerative braking system is described below with reference to FIG. 4.
• a first test step 210 the presence of an activation signal of the regenerative braking device is tested. In the absence of an activation signal, it is looped on the step 210. In case of presence of an activation signal, go to a step 220.
• step 220 the speed of the motor vehicle is determined.
• the signal transmitted by the speed determination means is analyzed for this purpose.
• a braking action intensity setpoint value to be implemented by the recuperative braking device is calculated.
• This set value is for example an equivalent effort value exerting on the vehicle to meet his displacement. Any other value of braking torque or braking power equivalent to this value of braking force can be used as a reference value to control the operation of the regenerative braking device.
• the calculation of the setpoint value is for example carried out as described below with reference to FIG. 5. From these setpoint values, a control signal of the regenerative braking device is generated.
• a step 240 the control signal is transmitted to the regenerative braking device which then operates in accordance with the set values contained in the control signal.
• the intensity of the braking action is equal (or substantially equal) to the setpoint value.
• the intensity of the regenerative braking action of the motor vehicle depends on the speed of the motor vehicle and a change in the speed of the vehicle causes all things to be equal. elsewhere, a change in the intensity of regenerative braking.
• a test step 250 the presence of a deactivation signal of the regenerative braking device is tested. In the absence of a deactivation signal, we loop on the step 240 (or alternatively, in an execution variant on the step 220). If a deactivation signal is present, a step 260 is carried out in which the regenerative braking device is deactivated.
• the calculation of the braking intensity reference value of the regenerative braking device is implemented as described below with reference to FIG. 5.
• the setpoint value of the intensity F of the regenerative braking action increases with the speed of the vehicle between a first value F1 and a second value F2.
• the reference value of the intensity F of the regenerative braking action changes continuously between F1 and F2, for example linearly.
• the setpoint value of the intensity F of the recuperative braking action remains substantially constant around a third value F3.
• the reference value of the intensity F of the regenerative braking action changes continuously in this interval, for example linearly.
• the setpoint value of the intensity F of the regenerative braking action decreases with the speed of the vehicle between a fourth value F4 and a fifth value F5.
• the reference value of the intensity F of the regenerative braking action changes continuously between F4 and F5, for example linearly.
• the setpoint value of the intensity F of the recuperative braking action remains substantially constant around a sixth value F6.
• the set point of the intensity F of the regenerative braking action evolves continuously in this interval, for example linearly.
• the speed threshold v2 may be between 15 and 25 km / h and is preferably equal to 20 km / h.
• the speed threshold v4 can be between 35 and 45 km / h and is preferably equal to 40 km / h.
• the speed threshold v6 may be between 80 and 100 km / h and is preferably equal to 90 km / h.
• the intensity F3 of the regenerative braking action may correspond to a deceleration of the vehicle of between 1, 5 and 2 m / s 2 and preferably corresponds to a deceleration of 1.7 m / s 2 .
• the intensity F6 of the regenerative braking action may correspond to a deceleration of the vehicle of between 0.5 and 1 m / s 2 and preferably corresponds to a deceleration of 0.8 m / s 2 .
• the speed threshold v1 is 5 km / h and / or the summary braking device is deactivated when the speed of the vehicle is less than v1.
• This embodiment of the regenerative braking method has advantages over vehicles having a constant level of regenerative braking as a function of their speed. Indeed, the constant character of the intensity of the action of the regenerative braking is generating discomfort at high speed and leads to high energy consumption during re-acceleration. In addition, at low speed (city use), the constant nature of the regenerative braking intensity does not optimize the amount of energy recovered. Conversely, thanks to this embodiment, the regenerative braking is important at low speed (for example in urban traffic) in order to recover a maximum of energy.
• the regenerative braking becomes weaker (for example in traffic on a national road) and thus makes it possible not to lose too much speed and not have to re-accelerate too much over a range of operation of the engine on which the efficiency of the engine. engine is weak.
• the regenerative braking action produced by the regenerative braking device is applied progressively, the speed of application of the braking action depending on the speed of the motor vehicle.
• a third embodiment of the braking method or a third embodiment of the method of operation of the regenerative braking system is described below with reference to FIG.
• a first test step 310 the presence of an activation signal of the recuperative braking device is tested. In the absence of an activation signal, the regenerative braking device is deactivated in a step 360. In the event of the presence of an activation signal, a step 320 is carried out.
• step 320 the regenerative braking device is activated.
• a braking action intensity setpoint value to be implemented by the recuperative braking device is calculated.
• This value is called nominal because it is calculated considering that there is no action of the driver on the organ of dissipative braking device control.
• This set value is for example an equivalent force value exerted on the vehicle against its movement. Any other value of braking torque or braking power equivalent to this value of braking force can be used as a reference value to control the operation of the regenerative braking device.
• the calculation of the setpoint value is for example carried out as described below with reference to FIG. 7.
• a control signal of the regenerative braking device is generated that is transmitted to the regenerative braking device which then operates in accordance with the set values contained in the control signal.
• the intensity of the braking action is equal (or substantially equal) to the setpoint value.
• step 340 the presence of an action on the dissipative braking device control member such as a brake pedal is tested.
• the step 310 is looped, by putting, in a step 370, if necessary (if the setpoint has been modified in a step 350), the set value to its nominal value.
• step 330 is looped via step 370.
• step 350 is carried out in which the set value of the intensity of the action of the regenerative braking device. This modification is an increase of the set value compared to what it was, all things being equal, before detection of an action on the control member of the dissipative braking device, that is to say an increase of the nominal nominal value. An increased reference value is then obtained.
• the increase is an addition of a constant value to the nominal nominal value, this increase may correspond to a deceleration of the vehicle between 0.2 m / s 2 and 0.8 m / s 2 and preferably equal at 0.5 m / s 2 .
• the nominal setpoint is not necessarily constant. It may in particular depend on various parameters, in particular different vehicle state parameters and in particular the speed of the vehicle as represented in FIG. 7.
• the calculation of the braking intensity reference value of the regenerative braking device is implemented as described below with reference to FIG. 7.
• F intensity of the braking action
• a first curve 9a represents the nominal nominal value of the intensity of the regenerative braking action as a function of the speed of the vehicle, this curve corresponding to a situation in which the driver has no action. on the activation control member of the dissipative braking device and a second curve 9b represents the set value plus the intensity of the regenerative braking action as a function of the speed of the vehicle, this curve corresponding to a situation in the which the driver exerts an action on the activation control member of the dissipative braking device.
• This embodiment allows in particular to increase the energy recovered during braking.
• the calculation of ramps of reference values of braking intensity of the braking device recovery is implemented as described below with reference to FIG. 3.
• a first curve in dashed lines reproduces a ramp of set values of the intensity of the action of the regenerative braking device for a vehicle speed of 30 km / h for example.
• a second curve in solid line reproduces a ramp of values of intensity of the action of the regenerative braking device for a vehicle speed of 80 km / h for example.
• the ramps are preferably continuous. They can be linear. They may also have a point of inflection and / or be continuous derivative. Preferably, it is defined, for example by means of a map, for all the vehicle speeds, of the intensity parameters of the braking action, the start of braking activation, the time to reach this intensity. braking and stabilizing action.

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• 2009
  • 2009-07-20 CN CN200980136896.3A patent/CN102159424B/zh active Active
  • 2009-07-20 JP JP2011519213A patent/JP5640007B2/ja active Active
  • 2009-07-20 US US13/055,022 patent/US8818669B2/en active Active
  • 2009-07-20 EP EP09737090A patent/EP2300262A2/de not_active Withdrawn
  • 2009-07-20 WO PCT/FR2009/051447 patent/WO2010010283A2/fr active Application Filing

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