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
  • B60W20/00—Control systems specially adapted for hybrid vehicles
  • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
  • B60W20/15—Control strategies specially adapted for achieving a particular effect
  • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
• • 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
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
  • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
• • 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
  • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
  • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• • 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
  • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• • 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
  • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
• • 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
  • B60L2250/00—Driver interactions
  • B60L2250/12—Driver interactions by confirmation, e.g. of the input
• • 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
  • B60L2250/00—Driver interactions
  • B60L2250/16—Driver interactions by display
• • 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
  • B60L2260/00—Operating Modes
  • B60L2260/40—Control modes
  • B60L2260/50—Control modes by future state prediction
  • B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/90—Vehicles comprising electric prime movers
  • B60Y2200/91—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
  • 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
  • Y02T10/72—Electric energy management in electromobility

Definitions

• the present invention relates to a method for temporarily extending the autonomy of an electric vehicle.
• EV electric vehicles
• HEV hybrid thermal-electric vehicles
• traction battery to power the electric motor of an EV or HEV.
• a brake on the development of EVs remains their autonomy, still limited if we compare it to the autonomy of thermal vehicles. This is a problem which the present invention proposes to solve.
• the state of the art teaches different strategies for permanently increasing the autonomy of EVs, in particular with a view to improving the capacity of the batteries and the efficiency of electric machines.
• range extenders can be thermal extender, like the NISSAN Note e-Power, which works like a generator from fossil fuel. It can also be a fuel cell type extender, as in document DE202017003371U, which operates on liquid hydrogen. It can also be a metal-air battery type extension, as in document FR3027259A1.
• a major drawback of these solutions is their complexity and their cost of implementation, as well as the need to regularly replenish the extender, whether it be in gasoline, in hydrogen, or in aluminum plates, which requires at least the passage at a station, or even a maintenance operation. This is a drawback which the present invention proposes to avoid.
• the subject of the invention is a method of temporarily extending the autonomy of an electric vehicle comprising a traction battery having a nominal usable energy capacity which is less than its maximum real energy capacity.
• the method includes a release step additional usable capacity, so as to temporarily increase the range of the vehicle.
• the capacity release step can include calculating the current maximum actual capacity and selecting via a man-machine interface, in particular a smartphone or a tablet, a value of released capacity being added to the nominal usable capacity within the limit of the maximum actual capacity calculated.
• a man-machine interface in particular a smartphone or a tablet
• a value of released capacity being added to the nominal usable capacity within the limit of the maximum actual capacity calculated.
• the capacity release step may include a step of selection, via a man-machine interface, in particular a smartphone or a tablet, of release criteria at the end of which the usable capacity becomes the capacity again.
• usable nominal for example, the release criteria may include a duration criterion.
• the usable capacity may become again the nominal usable capacity only when the vehicle actually reaches this final destination.
• the step of selecting the released capacity value may include communicating, by display or by audio, an additional autonomy value corresponding to the selected capacity value.
• the steps for selecting the released capacity value and / or the release criteria may also include communicating, by display or by sound, an amount to be paid corresponding to the selected values.
• the present invention also relates to a system comprising hardware and software means for implementing all the steps of such a method.
• the present invention finally relates to a vehicle carrying such a system.
• the invention described above has the main advantage of its simplicity of implementation, since it can be implemented in any current electric vehicle comprising a battery computer and a vehicle computer.
• the general principle of the process is to offer the driver of an EV whose battery has a real capacity greater than the nominal capacity to buy, when he wishes and when physically possible, to obtain additional capacity, which it will have available for a specified period of time and / or under specified conditions.
• the driver can for example choose from several options, via the vehicle dashboard or via his smartphone.
• the driver can choose the amount of additional energy he wants to release, within a limit which depends on the real situation and which is communicated to him at any time by the vehicle computer on his smartphone or on the dashboard. .
• FIG. 1 illustrates by a diagram an example of architecture suitable for implementing the method according to the invention in an electric vehicle.
• This diagram illustrates in particular a part of the vehicle architecture: a vehicle controller 1, communicating with a traction battery 2 including its own computer, a charger 3, a dashboard 4 and an inverter 5.
• the inverter 5 makes it possible to carry out the torque with the electric machine, not illustrated in [Fig. 1]
• the controller 1 performs various treatments, in particular a block 1 for processing the energy and SOC of the battery 2, a block 2 for processing the limitation of the motive power requested from the inverter 5, a block 3 for managing the end of charge of the battery 2, and a block 4 for managing interactions with a smartphone or a tablet 6.
• the BLOCK 1 for energy and SOC processing receives as input a Batt En signal emitted by the traction battery 2 computer, which represents the physical energy level of battery 2 at the present moment in kilowatts per hour (kWh). BLOCK 1 also receives an En release signal from BLOCK 4 as input, which represents the amount of additional energy to be released in kWh.
• BLOCK 1 outputs a TdB SOC signal to dashboard 4 for display to the driver, which represents the SOC level after processing. It is a value between 0% and 100%. It is also used by the rest of the embedded software strategies. It corresponds to the only SOC level known by the driver.
• BLOCK 1 also outputs a TdB En signal to dashboard 4 for display to the driver, which represents the battery energy level after treatment in kWh. It will also be used by the rest of the on-board software strategies, in particular for estimating the remaining range displayed to the driver.
• useful capacity is a parameter which corresponds to the nominal capacity (lower than the physical capacity of the battery), and:
• the signal En_reelle_0% _SOC_New represents the amount of physical energy available to the battery when TdB SOC is 0%. It is obtained according to the following equation:
• the signal En to be released is produced by BLOCK 4 as described in the paragraph below explaining the operation of BLOCK 4.
• BLOCK 2 limits the engine power and therefore the engine torque when TdB SOC and TdB En are low. This limitation is managed so that the driving power decreases progressively as the SOC TdB decreases, so as not to surprise the driver.
• This BLOCK 2 outputs a Batt P max disch New signal which will limit the maximum electrical power and therefore the maximum torque Tq_Max achievable by the electric machine via the inverter 5.
• This Batt P max disch New signal is obtained according to the following equations :
• the final torque request to the inverter 5 Final_Mot_Tq_req is calculated in a module 7 as the minimum between the torque request from the driver Driver_Tq_req and the maximum achievable torque Tq_Max taking into account the power limitation "Batt P Max disch New".
• the BLOCK 2 receives at the input of the battery 2 the signal Batt P max disch which represents the maximum discharge power in kilowatts (kW) that the traction battery 2 is physically capable of supplying.
• the policy setting parameters are:
• P_Bat_Disch_Avail_EnO which represents the discharge power in kW still available when the battery energy AFTER TREATMENT is 0 kWh;
• dP Bat Disch dEn which represents the slope of decrease of the available battery discharge power as a function of the battery energy level, in kW per kWh (kW / kWh);
• P_Bat_Disch_Min which represents the discharge power stub for the power limitation in kW / kWh.
• the BLOCK 3 manages the stopping of the charging of the battery 2 by producing, for the charger 3, a Boolean signal Flag stop ch which takes the value 1 when the charging must be stopped, 0 otherwise.
• This signal is constructed according to the following logic:
• Batt stop ch is a boolean sent by battery 2 which takes the value 1 when battery 2 requests the charging to stop.
• BLOCK 4 manages the interaction between the vehicle computer 1 and a smartphone or tablet 6 belonging to the driver. This BLOCK 4 receives the following signals as inputs from the
• the range of possible values for this signal must be [0; X]
• a value of 0 is then assigned the following meaning: the driver requests to free up additional capacity until the next load, that is to say to complete the journey in progress. In this case, the capacity will return to nominal capacity as of the next charge, that is to say as soon as the driver has reached a charge point.
• the driver can also request the release of the additional amount of energy
• BLOCK 4 outputs to the smartphone or tablet 6, so that the driver is informed by displaying on said smartphone or tablet 6, the following signals:
• the Boolean Flag Lib In progress, which takes the value 1 when the energy release
• max releasable which indicates in real time to the driver what is the maximum amount of additional energy that he can release. This quantity is linked to the physical capacity of the system and is communicated at all times by the computer 1 to the smartphone or to the tablet 6.
• one possibility is to allow the driver to choose the amount of energy to be released. via a gauge whose maximum value corresponds to the signal En max releasable.
• the current Flag Lib signal can be obtained as the output of a "Set / Reset" (S / R) toggle.
• the rocker input S corresponds to a Boolean signal
• Debut Lib En When this takes the value 1, the release of the additional energy begins.
• the R input of the flip-flop corresponds to a Boolean signal End Lib En. Changing it to 1 marks the end of the release of additional energy.
• Flag charge is a boolean which takes the value 1 when a vehicle charge is in progress, 0 otherwise.
• the energy release therefore begins, if the vehicle is not in charge and an energy release is not already in progress, when the driver requests additional energy In addition positive req, via his smartphone or his tablet 6, or via the dashboard 4.
• T absolute is a continuous counter internal to the on-board computer which gives the absolute time (from the first awakening in the life of the computer)
• the signal En to release sent to BLOCK 1 is obtained as follows:
• FIG. 6 illustrates an example of a human-machine interface on the smartphone or the tablet 6 when the release of energy is in progress, notably displaying Duration duration Supp being worth 1 day, thirteen hours and 7 minutes.
• the output signal En max releasable sent to the smartphone or tablet 6 is obtained according to the following equations:
• En_pas_liberable is a positive or zero adjustment parameter, which represents the amount of energy of battery 2, compared to its real physical capacity, which is not allowed to be released and where En_reelle_0% _SOC_New is a signal which represents the amount of physical energy available to battery 2 when the SOC after treatment (SOC TdB) is 0%. It is obtained in the manner described above.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Power Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)

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• 2018
  • 2018-08-30 FR FR1870969A patent/FR3085313B1/fr active Active
• 2019
  • 2019-07-19 EP EP19740021.1A patent/EP3844015A1/fr active Pending
  • 2019-07-19 US US17/270,650 patent/US20210188248A1/en active Pending
  • 2019-07-19 WO PCT/EP2019/069505 patent/WO2020043392A1/fr unknown
  • 2019-07-19 KR KR1020217005709A patent/KR102557371B1/ko active IP Right Grant
  • 2019-07-19 JP JP2021507474A patent/JP7183389B2/ja active Active
  • 2019-07-19 CN CN201980055897.9A patent/CN112638697A/zh active Pending

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