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
  • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
  • B60L3/12—Recording operating variables ; Monitoring of operating variables
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
• • 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
  • B60L15/2045—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 optimising the use of energy
• • 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
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
  • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
• • 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
  • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
  • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
  • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
• • 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
  • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
  • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
  • B60L53/14—Conductive energy transfer
• • 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
  • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
  • B60L53/30—Constructional details of charging stations
  • B60L53/305—Communication interfaces
• • 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]
  • B60L58/13—Maintaining the SoC within a determined range
• • 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
  • B60L2240/60—Navigation input
  • B60L2240/62—Vehicle position
• • 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
  • B60W50/08—Interaction between the driver and the control system
  • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
  • B60W2050/146—Display means
• • 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
  • 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 for navigation systems
• • 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
  • Y02T10/62—Hybrid vehicles
• • 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
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • 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
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• • 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
• • 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
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/12—Electric charging stations
• • 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
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/14—Plug-in electric vehicles
• • 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
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

• the invention relates to a device and a method for optimized management of the electric charge level during the charging of an on-vehicle electrochemical storage source.
• the invention is applicable to any electric traction vehicle requiring the connection of the electrochemical storage source to an external electrical power supply member by means of an appropriate adapter to recharge it. It applies in particular to electric vehicles and hybrid plug-in hybrid-type vehicles known as Plug-in Hybrid.
• electrochemical storage source means all types of batteries, in particular lithium-ion (Li-ion), nickel-metal hydride (NiMH), nickel-zinc (Ni-Zn) batteries. ), etc., as well as organs of the type known as the "super-capacitor".
• the term “battery” will be used to simplify the description.
• a battery is a component costly which must be dimensioned as accurately as possible according to the specifications of the vehicle to minimize the impact of its cost, a key criterion in the successful launch of the market of Hybrid and Electric vehicles.
• the two main parameters that affect the life of a battery are the state of charge and the temperature of the battery. For example, the lower the storage temperature of a battery or use, the longer its life. Similarly, the lower the state of charge of storage or use, the longer the service life. Therefore, to improve the lifespan of an electric drivetrain vehicle:
• the temperature of storage or use of the battery must be kept as low as possible, for example by providing an efficient ventilation or air-conditioning system.
• This operating mode consists of the user himself grasping, via a multifunction display member and a data input member (keyboard, etc.), present on certain vehicles of modern design, the autonomy of the vehicle (or the state of charge of the battery) that it wishes for the course (s) of the vehicle which will have to be made (s) after recharging.
• This operation is therefore a voluntary act on the part of the user, which can be considered as a binding operation by the latter.
• A1 (LG CHEM LTD) illustrates an apparatus and method for estimating the state of charge of a battery implementing a neural network and an iterative learning algorithm using the following measured parameters: the current delivered by the battery , its voltage and temperature.
• This patent application therefore teaches a method for obtaining, at any time and with great precision, the state of charge of the battery on board a vehicle, but it does not meet the needs that are felt for the intended applications. by the invention. Indeed, this patent application does not pose the problem of optimizing the repetitive charge levels of the battery to improve the behavior over time and maintain high performance in terms of stored electrical power and power available.
• the invention aims to overcome the disadvantages of the devices and methods of the prior art, some of which have just been recalled.
• the object of the invention is to provide a device and a method for optimized management of the electric charge level when charging an on-vehicle electrochemical storage source via an external power supply device. electric energy.
• the provisions of the invention make it possible to obtain an optimized state of charge when said source is recharged after the vehicle has been put into "parking mode", so as to reduce its aging.
• one of the computers that is provided with the vehicle sends a message proposing to the user to perform a load allowing an autonomy (or a state of charge) estimated just necessary by this calculator to cover the energy requirement of the next course from a learning process of the user's driving habits.
• the computer can be advantageously constituted by a member commonly called “traction chain supervisor", controlling the electric motor, in the case of an all-electric vehicle, or the hybrid traction chain in the case of a "Plug-in Hybrid" vehicle.
• This computer informs the user through a display device, for example a multifunction screen generally present on recently designed vehicles, or any other appropriate communication device.
• Two main hypotheses can be considered:
• the "BSI” is coupled to an on-board navigation system equipped with a satellite geolocation device of the "GPS” type (for "Global Positioning System”).
• GPS Global Positioning System
• Other systems are naturally usable.
• the European “GALILEO” system can be used instead of the "GPS” system.
• the device according to the invention comprises learning means storing in memory means, for example in a file regularly updated as and when measurements are made by the vehicle, data relating to the usual parking positions of that vehicle.
• the device according to the invention finally comprises learning means for recording profiles characterizing the usual uses of the vehicle, at least for certain periods. This may be, for example, a period corresponding to the regular trips back and forth "home-work" of the user. Naturally, several particular profiles can be saved and updated as needed.
• the electric or hybrid power train supervisor proposes to the user, by transmitting a message on a multifunction display, a calculated range value or charge state to optimize the level of power. state of charge of the battery, so as to minimize the impact of aging, naturally by taking the electrical energy required to cover the energy requirement for a foreseeable use of the vehicle after the load.
• This energy requirement is obtained by acquiring data characterizing the usual uses of the vehicle by using a learning algorithm and data characterizing the locations (geographical coordinates) of the usual charging locations using a geolocation device. GPS type, and combining these two sets of data.
• the vehicle battery can be connected to a standard electrical power supply network (for example 220 V AC), via an on-board charger, to a fast charging terminal providing electrical energy.
• a standard electrical power supply network for example 220 V AC
• DC voltage or any appropriate electrical power supply device.
• the chain supervisor traction displays the setpoint proposed to the user on the multifunction screen and the charge of the battery is triggered to reach this setpoint, if the latter has acknowledged it, or to reach a setpoint entered by the user if it is different or, by default, full charge, if the user does not respond to the displayed prompt, for example after a predetermined time interval elapses. If the user enters a new setpoint, it can be entered using a keyboard or similar device.
• the user at any time, even during charging, the user retains the possibility of modifying the desired autonomy, which value is transformed into a breaking load state by the traction chain supervisor. To do this, the user enters, as before, a new setpoint using a keyboard or similar body.
• a Li-ion battery according to its dimensioning can typically provide the electrical energy necessary to a range of 100 to 200 km to an all-electric vehicle.
• daily journeys are generally less than 50 km.
• a statistical study shows that more than 80% of urban trips are made at an average speed of 20 km / hour over an average daily distance of 8 km per day.
• the charge order is generated by a module for measuring the state of charge of the battery constituted by an electronic management computer thereof, generally called "BMS".
• BMS electronic management computer
• the invention makes it possible to maintain its dynamic performance and its autonomy throughout the life of the vehicle at its best level;
• the invention makes it possible to maintain very high dynamic performance and a low level of fuel consumption throughout the life of the vehicle when it operates in "Hybrid” mode ", And very high dynamic performance and long life throughout the life of the vehicle when operating in all-electric mode.
• the invention therefore allows a smaller over-size of the battery, while allowing the vehicle to meet the specifications for which it was designed throughout its lifetime, typically between 10 and 15 years.
• This advantageous characteristic has a direct impact on the cost of the battery, and hence the vehicle, because the contribution of the cost of the battery to the overall cost is far from negligible for the applications targeted by the invention: electric vehicles and Plug-in Hybrid type requiring high capacity batteries.
• the main object of the invention is therefore a device for managing the state of charge of an electrochemical storage source on board a vehicle comprising at least one electric motor constituting a traction chain, means for geolocation of the instantaneous position of the vehicle.
• vehicle means for measuring the state of charge of the electrochemical storage source and connection means to an external electrical power supply member for recharging the electrochemical storage source, characterized in that it comprises first computation means coupled to the geolocation means, for acquiring the geographical coordinates of so-called final locations in which the vehicle is put in said parking mode and the electrochemical storage source is loaded, second computing means generating data of consumption of electrical energy of the vehicle during successive journeys in so-called rolling mode, first learning means storing in a first memory means data series representing final location coordinates satisfying predetermined criteria, second learning means for storing in second memory means second data series representing the journeys made by the vehicle in said rolling mode and the electrical energy consumption associated with these paths, so as to generate characteristic operating profiles of the vehicle for predetermined periods of time, third computing means combining the first and second series data
• the invention further relates to a device comprising means for displaying the minimum charge rate value, data entry means, so that a user of the vehicle can enter data meaning the acceptance of data.
• this minimum charge rate value or data representing a distinct charge rate value and means for transmitting this data to the control means of the connection means to the external electrical power supply member for charging the source electrochemical storage at a value corresponding to the calculated minimum charge rate or charge rate entered by the user.
• the invention also relates to a device in which the display means comprise a multifunction display screen and the data input means comprise a keyboard.
• the invention also relates to a device in which the first memory means comprise a database comprising a table with two sets of inputs, a first series of entries representing the geographical coordinates of the final locations reached by the vehicle (VH ) in which the vehicle is put in so-called parking mode and the electrochemical storage source is loaded and a second set of inputs representing the vehicle stopping times at the final locations and means (38) for updating this table.
• Another subject of the invention is a device in which the means for geolocating the instantaneous position of the vehicle comprise a system for acquiring geographical coordinates of the so-called GPS type and in which the second learning means store data characterizing regular paths of the vehicle said routines and the consumption of electrical energy associated with these paths, the data being determined from geographical coordinates acquired during the trips.
• Another subject of the invention is a device in which the means for geolocation of the instantaneous position of the vehicle comprise a navigation system and in which the second learning means store data representing exceptional paths of the vehicle and the consumption of electrical energy. associated with these paths, the data being determined from planned path data in the navigation system.
• the invention also relates to the vehicle comprising traction chain control means, a device comprising a computer called "traction chain supervisor” and wherein the computer integrates the first to third calculation means.
• traction chain supervisor a device comprising a computer called "traction chain supervisor” and wherein the computer integrates the first to third calculation means.
• Another subject of the invention is a device in which the vehicle comprises a calculator called "Intelligent Service Box” and in which this computer integrates the first to third calculation means.
• the invention also relates to a device in which the vehicle is a so-called all-electric type of vehicle whose traction chain comprises at least one electric motor.
• the invention also relates to a device in which the vehicle is a hybrid vehicle of the type called "Plug-in Hybrid" whose traction chain comprises at least one electric motor and a heat engine.
• the invention further relates to a device in which the external electrical power supply member for recharging the electrochemical storage source is a fast charging terminal providing a DC voltage for charging the electrochemical storage source at the predetermined charge rate. .
• the invention also relates to a device in which the external electrical power supply member for recharging the electrochemical storage source is a domestic network supplying an alternating voltage, the vehicle comprising an on-board charger of the storage source. electrochemical device for connection to the home network for charging the electrochemical storage source at the predetermined charge rate.
• the invention also relates to a device in which the electrochemical storage source is a battery (BAT) of the lithium-ion, nickel-zinc or nickel-metal hydride type.
• BAT battery of the lithium-ion, nickel-zinc or nickel-metal hydride type.
• the subject of the invention is also a method for managing the state of charge of an electrochemical storage source on board a vehicle implementing this device, the vehicle comprising at least one electric motor constituting a traction chain, means geolocation of the instantaneous position of the vehicle, means for measuring the state of charge of the electrochemical storage source and connection means to an external electrical power supply member for recharging the electrochemical storage source, the method comprising a first calculation step for acquiring geographical coordinates of so-called final locations in which the electrochemical storage source is loaded, a second calculation step for generating data of electrical energy consumption of the vehicle during successive trips in so-called rolling mode, a first learning step for the stock ge of data series representing final location coordinates meeting predetermined criteria in first memory means, a second learning step for storing second series of data representing journeys made by the vehicle in said rolling mode and the consumption of electrical energy associated with these paths in second memory means, so as to generate characteristic operating profiles of the vehicle during predetermined periods of time, a third calculation step during which the first and second data series are combined to determine, when
• the invention also relates to a method comprising a step of displaying the minimum load rate on display means and an optional step of validation or refusal by a user of the vehicle of the displayed load ratio followed by a step of transmitting to the means for connecting the external electrical power supply member of a charge command of the electrochemical storage source to a predetermined charge rate value.
• the invention also relates to a method in which, when the user validates the displayed minimum load rate value, the order transmitted to the connection means to the external electrical power supply member causes the load of the electrochemical storage source up to the minimum charge rate value determined in the third calculation step.
• the subject of the invention is also a method which, when the user refuses the displayed minimum load rate value, comprises an additional step of inputting a particular charge rate value by the user and the order transmitted to the means. connection to the external electrical power supply member causes charging of the electrochemical storage source to the particular charge rate value entered by the user.
• Another subject of the invention is a method in which the input step consists in the user directly entering a particular charge rate value using a keyboard, a remote control or a system. speech recognition.
• the subject of the invention is also a method in which the input step consists in the user grasping a particular value of desired autonomy for the vehicle and which comprises an additional step of converting this autonomy value into a rate. charge.
• the subject of the invention is also a method comprising a step of displaying a list of distinct calculated minimum charge rate values on specific areas of a touch screen and in that the input stage consists, for the user, to point to one of the display areas a particular charge rate value
• the invention also relates to a method which, in the absence of validation or refusal by the user for a predetermined period of time after displaying the calculated minimum load ratio, comprises a step of transmission to the means. connecting the external electrical power supply member of a charge command to a charge rate value of 100% causing a full charge of the electrochemical storage source.
• the invention also relates to a method comprising, at any time of the charging step of the electrochemical storage source, a first additional step of user input of a modified charge rate and a second additional step of transmission of this modified rate to the connection means to the external electrical power supply member of a charge order of the electrochemical storage source so that it is charged up to the value of the charging rate. modified load.
• the invention further relates to a method in which the first learning step comprises storing data series representing final location coordinates in which the vehicle is most often put in parking mode and the electrochemical storage source is put supported in a database comprising a table with two sets of matched entries, a first set of entries representing the geographical coordinates of the final locations and a second set of entries representing the vehicle stopping times associated with the final locations .
• the subject of the invention is also a method in which the learning step comprises substeps for updating the series of entries stored in the table when the vehicle reaches a final location of putting into parking mode: if the geographical coordinates of the final location are present in the table, an update of the stopping time associated with these coordinates is performed according to a predetermined calculation mode: the new time spent at the final location is added to the time spent previously stored, or the previously stored downtime and the new downtime are compared and the maximum downtime at the final location is retained, or the calculation of the average value of the downtime spent previously stored and new downtime is performed and the average value of downtime is retained; if the geographical coordinates of the final location are not present in the table, a new pair of entries representing, respectively, these coordinates and the stop time at the location is added in the table.
• the invention also relates to a method in which, in the first learning step, the two sets of matched entries are classified by stopping time values at the final locations.
• Another subject of the invention is a method in which the first learning step comprises determining the potential locations of parking mode of the vehicle obtained by scanning the series of matched entries of the table and retaining n geographical coordinates of locations. endpoints associated with the longest downtimes stored in the table, where n is a predefined number.
• Another subject of the invention is a method in which the first learning step comprises determining potential locations for parking the vehicle obtained by scanning the series of matched entries of the table and retaining the geographical coordinates of locations. endings for which the associated downtime is greater than a predefined duration m.
• the subject of the invention is also a method in which, the vehicle comprising a GPS-type geographic coordinate acquisition system, the second learning step comprises the recording of data characterizing regular paths of the so-called routine vehicle. the consumption of electrical energy associated with these paths, the data being determined from geographical coordinates acquired during these trips.
• FIG. 1 schematically illustrates an example of a "Plug-in Hybrid" type vehicle architecture and control members of the chain.
• hybrid traction system of this vehicle comprising an optimized management device of the electric charge level when charging the on-vehicle electrochemical storage source, according to a preferred embodiment of the invention;
• FIG. 2 schematically illustrates an example of an electric vehicle architecture and its control members of the electric motor power train of this vehicle comprising an optimized management device for the level of electric charge during the loading of the source.
• electrochemical storage device embedded in the vehicle according to a preferred embodiment of the invention
• FIG. 3 is a flow diagram schematically illustrating a mode of learning of the coordinates of destinations for which a vehicle is put in so-called parking mode and times spent in this mode.
• FIG. 1 schematically illustrates an example of architecture 1 of a hybrid VH vehicle of the "Plug-in Hybrid" type.
• FIG. 1 shows the electrical connections of the data and power type connecting the different modules and the mechanical links of the motors, MTH and MTE, of the vehicle VH.
• these mechanical and power connections, the majority of the data links, as well as the operation of the MTH and MTE engines, do not differ in any way from the Known Art. It is therefore unnecessary to describe them further. Only the specificities characterizing the device of the invention will be explained.
• a hybrid power train supervisor 10 manages the contribution of the thermal and electric engines, MTH and MTE, respectively, to the traction of the vehicle VH.
• the hybrid traction train supervisor 10 controls, on the one hand, a thermal engine control unit 12, and, on the other hand, an electric motor control unit 14. The latter controls the electric motor MTE via an inverter 13 powered by the battery BAT.
• the vehicle VH is equipped with a navigation system 16 comprising a navigation system proper.
• 160 usually comprising a computer coupled to a display device, for example a multifunction screen 17, via a module 15 called BSI (for "Intelligent Service Enclosure"), constituting one of the computers of the vehicle VH, and a device of position measurement 161 of the GPS type.
• the navigation system 16 transmits to the hybrid traction system supervisor 10, via the BSI 15, in particular the geographical coordinates of the instantaneous position of the vehicle VH calculated by the GPS measuring device 161.
• the state of charge of the battery BAT is measured and managed by a computer 11, generally called “BMS”, coupled to the hybrid power train supervisor 10 to provide data characteristic of this state of charge which will be called hereinafter "SOC" (of the abbreviation Anglo-Saxon commonly used “State Of Charge”).
• the vehicle VH of Figure 1 being of the "Plug-in Hybrid" type, it is necessary to provide devices for recharging the battery BAT by external means for generating electrical energy.
• the battery BAT can be connected directly to the fast charging terminal 180, via a jack 18 adapted configuration.
• an on-board charger 19 provided with a plug 190, a priori conventional configuration.
• the charging order of the battery BAT is generated by the "BMS" 11 and transmitted to the fast charging terminal 180 or to the on-board charger 19 via data links (under the unique reference 110).
• the instructions conveyed by the data links 110 initialize the recharging of the battery ⁇ > A7 and stop it when the value of the "SOC" of the battery BAT reaches a predetermined set value, ie, as previously mentioned, a value generated by calculation, either a value entered by the user before the start of the load or, still, being loaded, via a keyboard or any input device of appropriate data, or finally a default value (eg a full charge).
• FIG. 2 schematically illustrates an example of an EV electric vehicle architecture 2 in which the traction system comprises only one or more electric motors MTE.
• the electric power train no longer has a heat engine (Figure 1: MTH) and therefore no longer has a control device of this engine ( Figure 1: 12).
• the electrical control chain supervisor is now referenced 20.
• the traction chain supervisor, 10 or 20 When the vehicle reaches a location identified by the GPS tracking device 161, identified by the traction chain supervisor, 10 or 20, depending on the vehicle type, VH or VE, (or, depending on a technological choice within reach of the skilled person, by the "BSI" 15) as being a place of frequent charging of the battery BAT, the traction chain supervisor, 10 or 20, from parameters of types of use acquired by a permanent learning, defining characteristic operating profiles of the vehicle (for example a daily use), stored in memory, determines the energy just needed to cover the electrical energy needs that the vehicle will need as a result of this load. This energy requirement implies, depending on the residual SOC of the battery BAT, and as needed, a recharge of this battery up to a predetermined "SOC" value.
• the traction chain supervisor, 10 or 20, translates this level of state of charge into autonomy available to the user, which constitutes "more meaningful" information for the user.
• the traction chain supervisor, 10 or 20 transmits this data to the "BSI" 11 which generates a message intended for the user, for example via the multifunction screen 17.
• the message displayed is intended to to propose to the user to charge his vehicle, VH or VE, to a state of charge making it possible to obtain the calculated level of autonomy and which constitutes an optimized level, minimizing the impact of refills on the aging of the battery BAT.
• the user acknowledges the instruction displayed on the screen 17 if he agrees with this proposal or, conversely, enters a different value of desired autonomy in all electrical end of charge, for example using keyboard 170 or any other data input device.
• the data entered directly on the keyboard 170 or by pointing with this body a value from a list of values pre-displayed on the screen 17.
• the screen 17 may be of touch type. It is then sufficient to press with a finger or a stylus on an area of the screen 17 to enter a value of autonomy or charge rate. This is an optional operation. Indeed, in an alternative embodiment, and by default, if for example the user ignores the message displayed on the screen during a predetermined time interval, the traction chain supervisor, 10 or 20, can control a state of 100% charge.
• the information is communicated to the traction chain supervisor, 10 or 20, via the "BSI" 15 which in turn transmits it to the "BMS" 11.
• This last computer 11 converts it, for example, into an instruction representing the desired amount of electricity at the end of charging to achieve the desired autonomy and transmits it to the connection member 18 or the on-board charger 19, on one of the data links 1 10.
• the charge of the Battery BAT is triggered for example when closing the charging door, when the plug 190 of the on-board charger 19 is connected to the network 191 or when the plug 18 is connected to the fast charging terminal 180.
• the "BMS” 1 1 calculates the amount of electricity needed to charge in the battery BAT to achieve the desired autonomy at the end of charge. To do this, the "BMS” 1 1 measures the amount of amperes-hours charged and stops the load by transmitting an appropriate instruction to the on-board charger 19 or charging terminal 18/180 when the aforementioned amount of electricity is reached , which corresponds to optimized "SOC".
• the "BMS" 1 1 converts the desired "SOC" value at the end of the charge into a limit value of the BAT BATTERY BATTERY TRANSFER voltage that it transmits to the on-board charger 19 or to the battery terminal. fast charging 18/180.
• This operating mode assumes the availability of a "voltage / state" load chart previously recorded in a memory of the "BMS" 1 1.
• the "BMS" 11 is provided with the possibility of resetting the state of charge "SOC" as a function of the aging BAT BATTERY. It is therefore necessary that at any instant t, of the life of the battery BAT, the "BMS” 1 1 knows the losses of capacity of the fully discharged battery BAT compared to its fully discharged capacity when it is new , that is to say at the time t 0 of activation.
• the navigation system 160 and the GPS system 161 are of the so-called “onboard” type
• an autonomous position measuring system can also be used. Many systems of this type are available on the market (mobile phone equipped with a GPS system, nomadic GPS system, etc.).
• the autonomous system for measuring the GPS position of the vehicle can be connected to the vehicle, VH or VE, by any conventional means (radio link to the "bluetooth” protocol, "USB” connector, etc.), the GPS position information must be transmitted to one of the vehicle computers, the "BSI” 11 or the pull chain supervisor 10 or 20, for example.
• the traction chain supervisor, 10 or 20, (or the "BSI" 11 in a variant embodiment) stores in memory the locations where the vehicle, VH or VE, is put into parking mode and the battery BAT m ⁇ en charging, either by connection to the network 191 or via a charging terminal 180.
• the traction chain supervisor, 10 or 20, identifies, using a learning algorithm, the positions where the implementation BAT battery charge is the most common.
• the pull chain supervisor, 10 or 20, or the "BSI" calculator 11 records certain usage characteristics during predefined time periods, for example daily mileage, daily autonomy, daily energy requirement, consumption. average / km for each day of the week. Naturally, other characteristic profiles of the use of the vehicle can be learned and stored in memory.
• the vehicles have a very similar, if not identical, use profile for each day of the week. For example, if this profile is encrypted in electrical energy consumed daily, this profile is repeated from weeks to weeks.
• the 10 or 20 power train supervisor gains a good knowledge of the use of the vehicle for each day of the week and therefore the electrical energy required for each day.
• usage characteristics such as, for example, the electrical energy consumed in a corresponding time slot, still for example, to a daily duration, but also in a shorter time sub-slice, for example hourly.
• the aforesaid learning algorithm makes it possible to determine for each sub-time slot (for example hourly) and each time slot (for example daily), the most frequent consumption of electrical energy. It then allocates to each temporal sub-slice and each time slice an electrical energy consumed and therefore an electrical energy necessary to recharge.
• the energy efficiency of the load is naturally less than unity but close to 90% for a charge in 8 hours of a battery in Li-ion technology.
• the traction chain supervisor determines how much electrical energy is needed for the driving mode in the next time slot. , from the most frequent consumption data on this time slice acquired by permanent learning and stored in memory.
• the "BSI" computer 11 then generates a message transmitted to the multifunction screen 17 for display. This message informs the user of the charge value allowing an available autonomy to cover the needs for use on the defined time slot.
• a full charge (status load equal to 100%) is automatically performed.
• the supervisor can propose, by the intermediate of the "BSI" 11, a list of choices displayed on the multifunction screen 17, for example four levels of autonomy: small autonomy, average autonomy, high autonomy and very long autonomy, as defined below, still as example and to fix the ideas:
• the calculation of the load required for the next time slot takes into account a power reserve that can be parameterized by the user.
• the user then sets his energy reserve expressed in km. This reserve makes it possible to compensate for all the imponderables that may arise in the next time slot, as a detour generating additional kilometers traveled compared to the planned distance.
• the traction chain supervisor, 10 or 20 takes into account days and slots in accordance with the particular wishes of the user, for example to benefit from tariff advantages during charging. the vehicle's battery (night hours, etc.).
• the supervisor of traction chain, 10 or 20 defines time slots and sub-time slots according to the wishes of the user, and determines on these time slots and sub-time slots, the electrical energy consumed or necessary to recharge.
• the user can change the desired autonomy which is transformed into a breaking load state by the traction chain supervisor, 10 or 20.
• the management is performed fully automatically.
• the traction chain supervisor, 10 or 20 uses algorithms to optimize the state of charge of the battery throughout its lifetime, taking into account the use of the vehicle after a learning phase. The system then guides the user through the refill phases.
• the traction chain supervisor, 10 or 20, asks the user to connect the vehicle, either to the network or to a fast charging station when the traction chain supervisor, 10 or 20, thinks that recharging becomes necessary .
• the user retains at any time the possibility of returning to manual mode so as to impose a state of charge level at the next recharge.
• the user himself sets the time slots during which he wants the battery to be recharged to benefit from the aforementioned tariff advantages.
• the user retains the ability to enter the days and slots during which he wants the recharge is done.
• the optimized management device of the electric charge level of the battery according to the invention must be able to deactivate itself if it detects that the current path does not correspond to a known profile (for example too far from the known profiles), nevertheless the path will have to be kept as part of the process of permanent learning, if this last one should eventually become routine.
• Another feature enabled by the invention is to couple the optimized management device of the level of electric charge of the battery to the navigation guidance function 160: in this case, the planning of a trip by the user allows the supervisor pull chain, 10 or 20, to take into account the current path, rather than the usual or regular routes.
• the advantage of this operating mode is to allow the device according to the invention to optimize the load level in the case of exceptional paths (preparation for trips for example) in the same way as it does for routine journeys ( learned by the device over time).
• exceptional paths preparation for trips for example
• routine journeys learned by the device over time.
• an onboard GPS navigation system 161 associated with proprioceptive type sensors such a system is particularly capable of providing very precise position information
• an onboard or remote GPS navigation system (of the nomadic device type): such a system provides position information with good precision, sufficient for the application envisaged by the invention
• a connected mobile device having a GSM access for example a mobile phone or any similar device with a GPS function connectable to the vehicle information network VH or VE: such a system provides relatively low precision position information (typical a radius of about 2 km), but also sufficient for the application envisaged by the invention.
• a first comparator 30 determines whether the engine is started. We must understand by "engine”, the hybrid chain of traction. If the result of the comparison is negative (branch [NO]), the current time (time stamp data) received from an on-board clock HC and the geographical coordinates of the last known position of the vehicle, VH or VE, are saved. in first memory means 31. If the result of the comparison is positive (branch [YES]), a second comparator 33 determines whether the GPS position of the vehicle, VH or VE, is available or not. If the result of the comparison is positive (branch [YES]), the new GPS position is recorded in second memory means 34, instead of the previous recorded position.
• the memory means 34 receive the geographical coordinate information delivered by the GPS system referenced GPS in FIG. 3 (for example the system 161 of FIG. 1).
• the memory means 34 are connected to a first database 32 recording the last known position. This database 32 is itself connected to the first memory means 31.
• the data recorded in these memory means 31 are transmitted on the one hand to a second database 35 recording the position of the vehicle VH and time, and secondly to a third comparator 37 which determines whether the engine is started. If the result of the comparison is positive (branch [YES]), a calculation unit 36 is actuated.
• the results of the calculations are transmitted to a module 38 which compares them with existing lists of downtime and vehicle position corresponding to these stops, updates these lists and writes the results of these operations in tables, particularly in a third database 39 recording downtime.
• the result of the comparison performed by the comparator 37 is negative (branch [NO])
• iterative loopback is performed on its input and a new comparison is made.
• the various modules of FIG. 3, in particular the memory means, the databases and the calculation modules, although represented separately, may be grouped together wholly or partly in a single electronic assembly. They may be “hardware” electronic circuits, or, for at least part of them (comparator functions, calculation modules, memory means addressing, etc.), of a registered digital program computer.
• An example of a database structure recording the downtime and the geographical coordinates of the corresponding vehicle positions is illustrated by the "TABLE I” placed at the end of the present description. To fix the ideas, there is represented in this "TABLE I” three pairs “stopping times - positions" referenced "P 1 - T 1 ", "P 2 - T 2 " and "P 1 - T 1 ", / being an arbitrary number.
• the positions P z can be classified according to the stopping times of the vehicle, VH or VE; or
• VH or VE may be selected as:
• the method according to the invention implements a first learning process that allows the storage of the places of setting parking mode and periods of immobilization of the vehicle in these places, according to various modes of operation, some of which we have been detailed above.
• the method implements a second learning process that allows the memorization of profiles characterizing a typical use of the vehicle in predetermined time slots with regard to its electrical energy expenditure and correspondingly the load requirements in battery power for these time slots.
• the method according to the invention allows the generation of values of states of charge allowing a optimized management of successive BAT battery charges using external means of supplying electrical energy. These charges allow a sufficient autonomy to achieve the planned paths following them safely, taking into account the use profiles obtained by the second learning process mentioned above.
• the state of charge values are transmitted to display members to induce action by the user. If the user accepts these state of charge values, these are then transmitted to the battery charging control means to obtain a load respecting the received setpoint. In the opposite case, the user can himself enter values of state of charge or autonomy of the vehicle distinct from those proposed. By default, if the user does not react, for example at the end of a predetermined time interval, a complete charge of the battery can be realized.
• the optimized management method of the electric charge level according to the invention makes it possible to minimize the negative impact of the successive charges on the lifetime of the battery and to maintain its performance in terms of energy and available power at a high level. throughout its life.
• the "TABLE III" placed at the end of the present description illustrates the variations in the coefficient of damage of the battery as a function of SOC, of the battery at constant temperature equal to 25 ° C. There is a very strong increase in the coefficient of damage when the average charge state SOC of the battery varies from 50 to 100%, substantially in a ratio of 1 to 7.
• the vehicle is equipped with a battery of 80 lithium cells, each of nominal voltage 3.5 V and 80Ah capacity (total energy 22 kWh).
• the average fuel consumption of the vehicle is assumed to be 150 Wh / km.
• the range of this vehicle is typically 150 km.
• the battery temperature in taxi mode, parking mode and charge mode is 25 ° C.
• the time slice used in the example is the day.
• the battery is recharged a state of maximum load of 50%, which corresponds to an autonomy in the example of 75 km, largely sufficient autonomy for the use which is made of the electric vehicle in the example selected.
• state of charge 50%
• the users most of the time the users recharge the battery of the vehicle at full load (state of charge equal to 100%) at home, immediately after use.
• table IV placed at the end of the present description, synthetically illustrates a typical example of SOC load distribution (first column) of the battery over a week, in hours (second column) and in% (third column). It can be seen that the average charge states are distributed in the range 80 - 100%, the battery being charged at 100% for more than half the time (54%) and at 90% or more for 92% of the time. obviously has a very negative impact on the life of the battery.
• An average damage coefficient can be calculated from the damage coefficients of "TABLE III” by weighting them by the percentage of hours spent on each SOC slice.
• the state of charge management device cuts the charge of the battery when the state of charge reaches the maximum value of 50% (following the display of a message on the multifunction display unit, for example) or that it itself seize this maximum value of state of charge, which then gives the vehicle a range of 75 km in the example considered.
• TABLE V placed at the end of the present description, synthetically illustrates a typical example of distribution of charge states SOC (first column) of the battery over a week, in hours (second column) and in% (third column) when a strategy for managing the state of charge of the battery according to the invention is implemented, for the example considered above. It can be seen that, in this case, all the average charge states are distributed in the range 40 - 50%, respectively 91 to 50% (ie 54% of the time) and 77% to 40% (ie 46% of the time). ).
• the report RE SSAS makes it possible to calculate the gain brought to the lifetime of the battery by the management strategy of the state of charge of this battery implemented in accordance with the method of the invention.
• the lifetime is 17.7 years with this state of charge management strategy whereas it was only 2.8 years without strategy.
• the invention has many advantages that have been previously enumerated and needless to be recalled in full.
• the system makes it possible, at the same time, to increase the lifetime of a battery without requiring over-dimensioning of its energy capacities so that it can meet a preset specification for the life of the vehicle.
• This characteristic is obtained by implementing an optimized management strategy of the state of charge of the battery, more generally of an electrochemical storage source embedded in a vehicle. hybrid, without the need for major modifications to the control systems of the hybrid drivetrain ("Plug-in Hybrid" vehicle) or the electric powertrain (all-electric vehicle), which allows the use of well-established technologies. known per se.

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