Classifications

• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
  • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
  • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
  • G01R31/367—Software therefor, e.g. for battery testing using modelling or look-up tables
• • 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
  • 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
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
  • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
  • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
  • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
  • G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
  • G01R31/3835—Arrangements for monitoring battery or accumulator variables, e.g. SoC involving only voltage measurements
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
  • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
  • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
  • G01R31/385—Arrangements for measuring battery or accumulator variables
  • G01R31/387—Determining ampere-hour charge capacity or SoC
  • G01R31/388—Determining ampere-hour charge capacity or SoC involving voltage measurements
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
  • H02J7/1423—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
  • H02J7/16—Regulation of the charging current or voltage by variation of field
  • H02J7/24—Regulation of the charging current or voltage by variation of field using discharge tubes or semiconductor devices
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
  • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/90—Regulation of charging or discharging current or voltage
  • H02J7/96—Regulation of charging or discharging current or voltage in response to battery voltage
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/547—Voltage
• • 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
  • B60L2260/44—Control modes by parameter estimation
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/24—Energy storage means
  • B60W2710/242—Energy storage means for electrical energy
  • B60W2710/244—Charge state

Definitions

• the invention relates to a method for determining and resetting the state of charge of the batteries of a hybrid vehicle.
• the state of charge of a battery can be determined either by measuring the voltage or by coulometric measurement, namely by counting the Ampere-hours (Ah) entering and leaving the battery.
• lithium-ion batteries and more particularly LFP batteries, have an open voltage curve as a function of the state of charge at one or more levels, of the form of that shown in Figure 1. A precise determination of the state of charge is then almost impossible by measuring the voltage when the state of charge is at these levels, between 40 and 70% and between 75 and 95% for the battery considered in the example of FIG.
• Coulometric measurement which is a current integration method, is inherently subject to drift, with current measurement errors accumulating over time. This method therefore requires periodic readjustment by voltage measurement.
• voltage curve as a function of the state of charge is of the type shown in figure 1
• the vehicle when the vehicle is a fully electric vehicle or a "plug-in hybrid", i.e. a vehicle rechargeable via the urban electricity network, the two batteries of the vehicle (traction battery and service battery) can be recharged at the same time. and the readjustment can be carried out under almost full load.
• a hybrid vehicle comprising a heat engine, a traction battery and an auxiliary battery
• a "mild hybrid” vehicle recharging of the batteries possible while driving by recovering kinetic braking energy
• the batteries are recharged when vehicle travel via the heat engine.
• the readjustment of the state of charge of the batteries is then carried out while driving.
• it is however not possible to recover the kinetic braking energy which does not make it possible to ensure optimal energy management of the vehicle.
• the two batteries are LFP type batteries, it is possible to bring the service battery to a state of charge such that it can be gauged by measuring the voltage.
• the traction battery must be located in bearing areas where gauging by voltage is not possible because it is not sufficiently precise. All that remains is the method of determining the state of charge by coulometry, with the associated risks of drift. These risks of drift are currently compensated for by periodically recalibrating the traction battery by bringing it to a sufficiently high state of charge to allow precise gauging by measuring the voltage. The adjustment is then carried out while driving, which complicates hybrid energy management, impacts the behavior of the car and deteriorates the CO2 balance at the time of adjustment insofar as the kinetic energy of braking is then not used.
• Document WO201937012 A1 discloses a method for determining/resetting the state of charge of a battery when the vehicle is in a standby state. This method consists, with the vehicle stationary in the standby state, in measuring the voltage of the battery at two distinct time intervals, then in using a correlation between the two voltage measurements including as a parameter the open voltage of the battery, also called open cell voltage or OCV (for "Open Cell Voltage” in English). The OCV is then determined by a recursive least squares algorithm. The state of charge is then determined as a function of the OCV, for example via a map or the like. This method of determining the state of charge thus uses relatively complex calculations and may not always be reliable depending on the type of chemistry.
• the present invention aims to remedy all or part of the aforementioned drawbacks.
• a method for determining and resetting the state of charge of at least one battery of a hybrid vehicle, the latter comprising a first battery, a second battery and a heat engine, said method comprising , during a standby phase of the vehicle, a first step of charging the first battery by means of the second battery, during which:
• step (ii) the value of the voltage V2mes of the second battery is measured, - during step (iii) the value of the measured voltage V2mes is compared with a threshold voltage value V2seuilmin corresponding to a minimum state of charge SOC2min of the second battery,
• step (iv) if the value of the measured voltage V2mes of the second battery reaches the threshold voltage value V2seuilmin, it is determined that the second battery has reached a minimum state of charge SOC2min, the charging of the battery is stopped first battery and a value of a state of charge SOC2 of the second battery is set to the value of the maximum state of charge SOC2min, otherwise, charging of the first battery is continued.
• the method can thus advantageously comprise, during the same standby phase of the vehicle and after the first charging step, a second step of charging the second battery by means of the first battery, and, during this second step:
• the second battery can then be charged until a driving phase of the vehicle and/or until it reaches a maximum or optimal state of charge by monitoring the voltage measured at its terminals.
• This embodiment allows a resetting of the gauge of the second battery in the standby phase. It is particularly advantageous when the gauge of the first battery has itself been reset during the first charging step, namely in the case where the second battery was sufficiently charged to allow the first battery to reach a maximum state of charge. Although this is not preferred, this embodiment could nevertheless also be envisaged in the case where, during the first charging step, the second battery has reached a minimum state of charge that does not allow the resetting of the gauge of the first battery.
• the method can advantageously comprise during the same standby phase of the vehicle and after the second charging step, a third step of charging the first battery by means of the second battery, during which:
• each value of the measured voltage Vî mes, V2mes is compared with an optimum voltage value V1opt, V2opt corresponding to an optimum state of charge of the battery for a driving phase of the vehicle,
• This third step allows the vehicle to be restarted under optimal charging conditions for at least one of the two batteries during the next driving phase.
• the second battery typically the service battery
• each measured voltage value Vî mes, V2mes is compared with an optimum voltage value V1opt, V2opt corresponding to an optimum state of charge of the battery for a driving phase of the vehicle,
• This embodiment is particularly advantageous in the case where, during the first charging stage, the second battery has reached a minimum state of charge that does not allow the gauge of the first battery to be reset (stopping early in the first stage of charging). This in fact makes it possible to avoid discharging the first battery too much by merely reaching for at least one of the batteries an optimum state of charge for a driving phase. Generally, one will choose to place the second battery (typically the service battery) in an optimal state of charge. This embodiment can also be envisaged in the case where the gauge of the first battery has itself been reset during the first charging stage, although this is not preferred.
• the method according to the invention may comprise, during the same standby phase of the vehicle and immediately after the first or the second charging stage, in particular during which the value of the measured voltage of the battery being charged has reaches the threshold voltage value corresponding to a maximum state of charge, a cell balancing step constituting the charged battery during this first or second charging step.
• the subsequent charging step is performed at the end of this balancing step.
• the battery could not reach a maximum state of charge, either because the second battery was not sufficiently charged and first reached a state minimum charge (for the first battery), or because the standby phase has ended before the first or the second battery reaches a maximum state of charge, provision may advantageously be made to charge this battery during the driving phase.
• the method according to the invention may comprise, during a driving phase of the vehicle immediately following said standby phase:
• the open voltage value determined is compared with a threshold voltage value corresponding to a maximum state of charge of said battery, (iv) if the value of the determined open voltage reaches said threshold voltage value, the charging of said battery is stopped, it is determined that said battery is in a maximum state of charge and a value of the state of charge of said battery to the value of the maximum state of charge, otherwise, the charging of said battery is continued.
• the method according to the invention can give priority to the traction battery in order to ensure that its state of charge is always sufficient to ensure traction of the vehicle when it is started.
• the first battery is a traction battery and the second battery is a service battery of the vehicle.
• the nominal voltage (average voltage in the discharge phase) of a traction battery is higher than the nominal voltage of a service battery.
• the invention also relates to a system comprising: a first battery, in particular a traction battery, a second battery, in particular a service battery, and a heat engine intended for a hybrid vehicle; and a battery management device, in which the battery management device is adapted to determine and readjust the state of charge of at least one of said batteries by a method according to the invention.
• the invention finally relates to a hybrid vehicle comprising such a system.
• Figure 1 shows a curve expressing the open voltage (OCV) in Volts as a function of the SOC state of charge percentage of an LFP type battery.
• FIG. 2 schematically represents the state of charge of the batteries of a hybrid vehicle as a function of time according to an embodiment of a method according to the invention.
• FIG. 3 schematically represents the state of charge of the batteries of a hybrid vehicle as a function of time according to another embodiment of a method according to the invention.
• a hybrid vehicle typically includes: a traction battery, also called a high voltage battery, intended to ensure the traction of the vehicle. This is usually a battery with a nominal voltage of 48V. a service battery, also called a low voltage battery, used to power the electrical/electronic devices on board the vehicle. This is usually a battery with a nominal voltage of 12V. a heat engine also intended to ensure the traction of the vehicle.
• a traction battery also called a high voltage battery
• a service battery also called a low voltage battery, used to power the electrical/electronic devices on board the vehicle.
• This is usually a battery with a nominal voltage of 12V.
• a heat engine also intended to ensure the traction of the vehicle.
• each of the traction and service batteries can be recharged either by the other battery in the standby phase, or by the internal combustion engine in the driving phase.
• the batteries and the heat engine are connected to a battery management device configured to implement the method according to the invention.
• This management device typically comprises one or more processors (for example a microprocessor, a microcontroller or other), in particular programmed to implement the method according to the invention. It can also comprise communication means, optionally bidirectional, with the batteries, and means for measuring the voltage.
• the processor or processors may comprise storage means which may be a random access memory (RAM), an electrically erasable programmable read only memory (EEPROM), a flash memory, an external memory or other. These storage means can, among other things, store received data, a control model, one or more maps and one or more computer programs.
• the management device is for example part of, or forms, the battery management system of the vehicle, also called BMS (“Battery Management System”).
• BATT1 designates the traction battery
• BATT2 designates the service battery of a hybrid vehicle.
• the solid curves represent the SOCi state of charge indicated by the gauge of battery i
• the broken line curves represent the actual SOCri state of charge of battery i.
• FIG. 2 illustrates an embodiment of the method according to the invention during which the gauges of the two batteries are readjusted.
• the phase PR1 represents a vehicle driving phase, during which the traction battery BATT1 undergoes successive charges and discharges, these charges corresponding for example to the recovery of the kinetic braking energy, the discharges at vehicle traction.
• the BATT2 service battery has its state of charge which does not vary or hardly varies.
• PK represents a standby phase consecutive to the rolling phase PR1.
• This standby phase PK can be detected by the management device in the usual manner from parameters representative of the state of the vehicle (torque, etc.) received from appropriate sensors. According to the invention, this standby phase PK is used to charge the batteries one after the other so that they reach a maximum state of charge in which the state of charge can be determined precisely from the voltage measured for any type of battery.
• the management device triggers at a time t1 a first charging step (denoted E1) during which (i) the traction battery is charged by means of the battery of bondage.
• This first charging stage E1 lasts until the traction battery reaches a maximum state of charge, at a time t1 +At.
• the repetition frequency may be determined by those skilled in the art depending on the type of battery.
• the value of the voltage Vî mes measured at the terminals of the battery here corresponds to the open voltage, the vehicle being in a standby phase.
• the threshold voltage value Vlseuilmax and the corresponding maximum state of charge SOCI max can be determined by those skilled in the art depending on the type of battery from curves of the type shown in FIG. 1. These threshold voltage values Vlseuilmax and maximum state of charge SOCI max can be recorded in the management device, for example in the form of maps or curves of the type of that of FIG.
• the traction battery At the end of the first charging stage E1 (at a time t1+At), the traction battery is thus completely recharged and its gauge is readjusted.
• the cells constituting the traction battery can then advantageously be rebalanced during a balancing step EQ1.
• Such a rebalancing is good known to those skilled in the art and will not be described in more detail. It is typically carried out by means of suitable electronic components connected to the cells of the battery.
• the second charging step E2 is carried out at a time t2 during which (i) the service battery is charged by means of the traction battery. This second charging stage E2 lasts until the service battery reaches a maximum state of charge, at a time t2+At.
• This second charging stage is thus completely similar to the first charging stage, the threshold voltage and maximum state of charge values being specific to the service battery.
• this second charging step E2 it is also possible to proceed with an optional step EQ2 of rebalancing the cells constituting the service battery.
• a third step E3 of charging the traction battery by means of the service battery will most often be carried out, during which (i) the traction battery is charged, ( ii) the value of the voltage of at least one of the two batteries Vî mes, V2mes is measured, (iii) each measured voltage value Vî mes, V2mes is compared with an optimum voltage value V1opt, V2opt corresponding to a state of optimal charge SOCIopt, SOC2opt of the corresponding battery for a driving phase of the vehicle, and (iv) if at least one of the measured voltage values Vî mes, V2mes reaches the corresponding optimal voltage value, charging of the battery is stopped by traction, otherwise the charge is continued.
• These optimal states of charge can be determined by those skilled in the art according to the type of battery and the energy management of the vehicle in the rolling phase. The person skilled in the art may in particular choose to favor an optimal state of charge for the service battery or the traction battery, or even for both.
• the entire battery determination and resetting process is then complete, and the battery management device waits for the next driving phase without triggering any other charging or discharging action.
• Figure 3 illustrates an embodiment of the method according to the invention during which the gauge of the traction battery could not be readjusted.
• phase PR1 represents a rolling phase of the vehicle similar to that described with reference to FIG. 2.
• PK represents a standby phase following rolling phase PR1 and PR2 represents a rolling phase following rolling phase. parking lot PK.
• This figure 3 illustrates the case where the service battery is not charged enough when the vehicle is placed on standby to allow the traction battery to be fully recharged.
• the first charging stage E1 is then interrupted when, during monitoring of the value of the voltage of the service battery, the management device determines that the value of the voltage measured V2mes at the terminals of the service battery reaches a voltage threshold V2thresholdmin corresponding to a minimum state of charge SOC2min of the latter.
• step (ii) to (iv) This is carried out by reiterating steps (ii) to (iv) previously described by adding thereto, respectively, the measurement of the value of the voltage V2mes of the service battery, the comparison of the measured value V2mes with the threshold voltage value V2thresholdmin, and by imposing the stopping of the load when this threshold value is reached.
• the value of a state of charge SOC2 of the service battery is then set to the value of the maximum state of charge SOC2min. This amounts, during step (iv), to prioritizing the state of charge of the service battery.
• a second charging step E2 of the service battery is then advantageously carried out, at a time t2, by the service battery.
• This second charging step E2 is then similar to step E3 described with reference to FIG. 2.
• this second charging step E2 it is the service battery which is prioritized and for which one seeks to reach an optimal state of charge.
• the management device is waiting then the next taxiing phase PR2.
• the traction battery is generally not in an optimal state of charge, one proceeds at a time tr, in particular at the start of the rolling phase PR2 to a stage of charging Er of the battery of traction no longer by means of the service battery but by means of the heat engine of the hybrid vehicle.
• the value of the traction battery voltage is then monitored by repeating steps (ii) to (iv) similar to those of the first step E1. It will be noted that in this case, the voltage measured at the terminals of the traction battery no longer corresponds to the open circuit voltage at the terminals of the battery. It may then be necessary to determine the open circuit voltage from the measured voltage, for example by modeling of the Kalman filtering type, before comparing it with the maximum threshold voltage value. This threshold value may or may not be identical to the threshold value used in the standby phase.
• the management device At the end of this rolling readjustment step, at a time tr+At, the management device will be able to manage the energy of the hybrid vehicle in an optimal manner during a step Eg, in particular by recharging the traction battery by means of kinetic energy from vehicle braking.
• the service battery which ensures the operating safety of the vehicle, will be charged at the start of driving, unless the vehicle is woken up in the middle of the process.
• the service battery can be recharged to bring it back to its maximum state of charge as quickly as possible and reach safety conditions, for example at the start of the driving phase, by means of the internal combustion engine. .
• the resetting of the traction battery is engaged to reset its gauge even if it means degrading the optimization of energy management.
• one of the two batteries reaches, for example during two different standby phases, a minimum state of charge and a maximum state of charge, it is possible to know its residual capacity and to provide, if necessary , a maintenance operation if this residual capacity is judged to be too low, for example below a threshold value.
• the method according to the invention thus allows precise readjustment of the gauges of the batteries essentially in the standby phase, so that in the driving phase the energy management of the vehicle is not disturbed, without requiring complex calculations.

Landscapes

• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Sustainable Energy (AREA)
• Sustainable Development (AREA)
• Life Sciences & Earth Sciences (AREA)
• Automation & Control Theory (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Secondary Cells (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Tests Of Electric Status Of Batteries (AREA)
• Hybrid Electric Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=80225288

Family Applications (1)

Country Status (7)

Families Citing this family (2)

Family Cites Families (7)

• 2021
  • 2021-12-08 FR FR2113122A patent/FR3130038B1/fr active Active
• 2022
  • 2022-11-18 US US18/715,764 patent/US20250050863A1/en active Pending
  • 2022-11-18 JP JP2024534402A patent/JP2024544244A/ja active Pending
  • 2022-11-18 WO PCT/EP2022/082383 patent/WO2023104472A1/fr not_active Ceased
  • 2022-11-18 CN CN202280087724.7A patent/CN118511085A/zh active Pending
  • 2022-11-18 KR KR1020247022329A patent/KR20240119280A/ko active Pending
  • 2022-11-18 EP EP22818392.7A patent/EP4445158A1/de not_active Withdrawn

Also Published As

Similar Documents

Legal Events