FR2942087A1 - DEVICE AND METHOD FOR MANAGING THE ELECTRIC CHARGE LEVEL WHEN SUPPORTING AN ELECTROCHEMICAL STORAGE SOURCE ON BOARD IN A VEHICLE - Google Patents

Abstract

The invention relates to a device and a method for managing the state of charge of an on-board battery (BAT) in an electric or hybrid vehicle of the "Plug-In Hybrid" (VH) type. The device comprises first means (10) for learning and storing data characterizing frequent parking locations in which the battery (BAT) is charged. It comprises a navigation system (16) for acquiring the instantaneous coordinates of the vehicle (VH). It comprises second data learning and storage means (10) characterizing the usual or exceptional vehicle paths (VH), so as to generate characteristic operating profiles of the vehicle for predetermined periods of time. The data recorded by the two learning means are combined, when the vehicle (VH) reaches a final charging location of the battery (BAT), so as to generate a minimum charge rate value to ensure a sufficient vehicle life (VH) after charging the battery (BAT).

Description

The invention relates to a device and a method for optimized management of the electric charge level during charging. The invention relates to a device and a method for optimized management of the electric charge level during charging. of an electrochemical storage source embedded in a vehicle. 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.

In the context of the invention, the term "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". In what follows, without restricting in any way the scope of the invention, the term "battery" will be used to simplify the description. In this framework of application, it is well known that one of the current challenges concerning batteries using an electrochemical storage technology is that they can last the life of the vehicle, generally between 10 and 15 years .

Two main types of aging come into play: - aging because of its use; and - Aging said calendar because a battery ages even if it is not used). The aging of a battery is materialized by the gradual loss of its performance in terms of stored electrical energy and available power. It follows that a battery must be oversized at the beginning of life so that it can always meet the specifications in terms of energy and end-of-life power. However, a battery is an expensive component that must be dimensioned to the fair according to the specifications of the vehicle to minimize the impact of its cost, a key criterion in the successful launch of the market 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 traction vehicle: 1. it is necessary to lower the state of charge of the battery to the lowest possible level that can be tolerated by the application; and 2. the temperature of storage or use of the battery must be kept as low as possible, for example by providing an effective ventilation or air conditioning system. The lifetime of an electrochemical storage source therefore depends on the state of its charge and the temperature at which it is stored and used. To make the most of the ideas, a battery in "Lithium" technology currently available in the market is given for the following typical calendar lifetimes, depending on the state of charge: - 18 years for storage at a state of charge of 50% and a temperature of 25 ° C, and - 2.6 years for storage at a state of charge of 100% and a temperature of 25 ° C. There is a very significant degradation of the life of this battery when the average state of charge goes from 50 to 100%, at equal temperature. Similarly, we would see a degradation of this long life if the average operating temperature increased from 25 ° C to 60 ° C, and naturally even more important if these two adverse factors are combined (high temperature and high state of charge) .

In the Known Art, in an attempt to improve the behavior over time of on-board batteries in hybrid vehicles, it has been proposed to discharge the battery of a hybrid vehicle when it is put in so-called parking mode, it is ie when parking for a predetermined minimum duration. It is possible, for example, to supply electrical energy consuming devices by actuating, for example, still the ventilation or air conditioning of the vehicle, or possibly by using the electricity stored in this storage source for external household use, or even unload the battery in another storage source.

By way of example, a device and a method of this type are described in patent application FR 2 891 774 A1 (RENAULT). This patent application teaches a device for managing an on-board lithium-ion battery, in a vehicle comprising a charge detector of this battery and a means of partially discharging the battery so that its state of charge drops to a threshold. preset. In addition, in one embodiment, the partial discharge is achieved by transferring a portion of the battery charge to a second, lead-acid type battery. This French patent application aims to meet, although imperfectly, the needs that are felt for a hybrid vehicle application, which can be described as pure hybrid, in order to try to optimize the state of charge of the battery in the aforementioned parking mode, but does not meet the specific needs of the applications covered by the invention, namely, as has been recalled, the optimization of repeated charging operations using an external generator d electrical energy (electrical network, fast charging station on a parking space, etc.) of the battery on board an electric vehicle or a vehicle of the Plug-in Hybrid type. In the known art, there is no device and / or method for optimizing the charging of a battery in parking mode.

Generally, when the battery of a vehicle of one of the aforementioned types is connected to a conventional electric power distribution network, for example via an on-board charger, or to a fast charging terminal, it is recharged to a fully charged level, even if its current or future use does not require this state of charge. The Applicant has proposed a procedure offering more flexibility. 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. Indeed, even if his attention is attracted by the display of a reminder message by a display member, or even by the emission of a sound or auditory message in addition to and / or instead of the visual message, the user must think about the course (s) he will probably perform after recharging and estimate the state of charge that must reach the battery to achieve the autonomy at least necessary for this or these courses. It follows that the user may not be able to recharge the battery or, at the very least, simply recharge it at full charge, which means that he does not have to anticipate the routes he will probably have to after charging the battery, but this operating mode does not provide optimized management of the charging as it has been recalled, since, the full charge is not a priori necessary, the battery will see its service life decrease . Even if the user reacts to the message generated by the system and estimates the recharge rate that is necessary for future use, it is unlikely that the state of charge reached after recharging is optimum, because the result of an estimate that does not can only be rude. In this case again, optimized management of the charging of the battery can not be obtained.

Also known in the art, devices and methods of learning to estimate the state of charge of a battery with high accuracy.

By way of example, the international patent application WO 2005/059579 A1 (LG CHEM LTD) illustrates an apparatus and a method for estimating the state of charge of a battery using a neural network and an iterative algorithm using the following measured parameters: the current delivered by the battery, its voltage and its 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. To do this, according to an important feature of the method of the invention, when the vehicle reaches a location in which the battery is often recharged, 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 may advantageously be constituted by a member commonly called a traction chain supervisor, controlling the electric motor, in the case of an all-electric vehicle, or the hybrid traction system 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: - either the user acknowledges the displayed proposal, and then the charging of the battery is carried out, without any other intervention of the user, up to a level of load just necessary to cover the needs the intended route (s) after the charge; - Or the user does not fulfill this proposal, in this case the load is carried out until full load (state of charge equal to 100%). These two modes of operation remain compatible with a mode that will be described as manual. It can indeed leave the user the freedom to seize itself a value of autonomy other than that proposed by the device and other than that resulting from a state of charge of 100%. This possibility can be interesting, by way of non-limiting example, if the user decides to modify his / her future travel forecasts (planned journey after loading shorter or longer than initially planned). In particular, if the new course planned is longer than initially planned or estimated by the computer, a longer battery life becomes necessary, and therefore a higher state of charge to avoid any risk of failure of electrical energy, which means that would be unacceptable in the case of an all-electric vehicle, because no other means of traction could replace the electric motor.

In order for the calculator to develop an appropriate charge proposition for achieving an optimized charge state when the battery is recharged when the vehicle is put in parking mode (so-called "final destination"), it is necessary for the calculator to have identified that this "final" destination is a frequent place of loading. This characteristic makes it possible to minimize the impact of the successive charges of the battery on its aging while taking into account the usual use of the vehicle, that is to say the routine journeys.

It is therefore also necessary that one of the computers of the vehicle has data to determine the instantaneous position of the vehicle, that is to say its geographical coordinates on a map. It may be advantageously the calculator commonly called BSI (for "Smart Servitude Box"). In a preferred embodiment of the invention, the BSI is coupled to an on-board navigation system equipped with a satellite geolocation device of the "GPS" type (for "Global Positioning System"). Other systems are naturally usable. For example, in the future, when it is operational, the European "GALILEO" system can be used instead of the "GPS" system. In a preferred embodiment also, 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 home and work commute of the user. Naturally, several particular profiles can be saved and updated as needed. In summary, according to the method of the invention, when the vehicle (all-electric type or Plug-in Hybrid) arrives at a location where it is frequently loaded (destination parking mode with means external to the vehicle power supply), 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 state level. in order to minimize the impact of aging, naturally taking into account the electrical energy required to cover the energy requirement for a foreseeable use of the vehicle after the charge. 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. To be recharged, 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. DC voltage, or any appropriate electrical power supply device. When, for example, the user actuates the lever that allows the opening of the hatch or after connecting the vehicle battery to the network or to the fast charging station and closing the charging door, 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.

In a further variant embodiment, 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. To fix the ideas, by way of example, a Li-ion battery according to its dimensioning can typically provide the electrical energy necessary for a range of 100 to 200 km to an all-electric vehicle. However, daily journeys are generally less than 50 km. For example, 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. Therefore, this study clearly shows that it is useless to charge a battery completely, that is to say at a state of charge of 100%, but that in the majority of cases, a battery charge to obtain state maximum load of 50% is more than enough to cover the usual needs. If the aforementioned learning, for a given vehicle and a user, allows states of charge lower than 50%, the impact on the aging of a battery will naturally be improved. 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. This charging command is transmitted to the on-board charger or the fast charging terminal in order to stop, either at a predetermined charge state value obtained by the recalled operating mode, or by default (100% charge), or still defined by the user. The device and method according to the invention have many advantages and in particular: it becomes possible to maintain the battery as long as possible at its best operating state during the lifetime of the battery; for an electric vehicle: the invention makes it possible to maintain its dynamic performance and its autonomy throughout the life of the vehicle at its best level; and for a vehicle of the Plug-in Hybrid type: the invention makes it possible to maintain very high dynamic performances and a low level of fuel consumption, throughout the life of the vehicle, when operating in Hybrid mode, and very high dynamic performance and long life over 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 device and the method according to the invention can be broken down according to several practical embodiments which will be specified hereinafter. 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 data sets for determining, when the vehicle reaches a final loading location of the electrochemical storage source, a minimum charge rate value covering electrical energy requirements ensuring sufficient vehicle autonomy for a predictable use of that vehicle after charging the electrochemical storage source, and means for controlling the connection means to the external electrical power supply member for charging the electrochemical storage source to a predetermined charge rate value. 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 of geolocation of 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. the vehicle said routines and the power consumption 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.

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 further 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 electrochemical storage source for to be connected to the home network to charge 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. The subject of the invention is also a method of managing the state of charge of an electrochemical storage source on board a vehicle using 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 vehicle reaches a final loading location of the electrochemical storage source, a minimum charge rate value covering electrical energy requirements ensuring sufficient autonomy of the vehicle for a foreseeable use of the vehicle after the in charge of the electrochemical storage source, and a control step of the connection means to the external electrical energy supply member followed by a charging step of the electrochemical storage source to a value of predetermined load. 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 subject of the invention is also a method which, in the absence of a validation or a refusal by the user during a certain period of time. predetermined period of time after displaying the calculated minimum charge rate, comprises a step of transmitting to the connection means to the external electrical power supply member of a charge command up to a charging 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 for setting parking mode: - if the geographical coordinates of the final location are present in the table, an update of the downtime associated with these coordinates is performed according to a preset calculation mode: the new time spent at the final location is added to the previously stored time stored , or the previously stored downtime and the new downtime are compared and the maximum downtime at the final location is maintained, or the calculation of the average value of the downtime previously stored and the 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 electrical energy consumption associated with these paths, the data being determined from geographic coordinates acquired during these trips. The invention also relates to a method in which, the vehicle comprising a navigation system, the second step comprises the recording of data representing exceptional paths of the vehicle and the consumption of electrical energy associated with these paths, the data being determined from planned trip data in the navigation system.

The invention will now be described in more detail with reference to the accompanying drawings, in which: FIG. 1 schematically illustrates an example of a vehicle architecture of the so-called Plug-in Hybrid type and control members of the transmission chain. hybrid traction 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; and 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. We will now describe the two examples of main architectures of vehicles covered by the invention, a plug-in hybrid hybrid vehicle architecture, and an all-electric traction-chain vehicle architecture. respectively, with reference to Figures 1 and 2. In these figures, the elements that perform the same functions have the same references and will be re-described only as necessary.

FIG. 1 schematically illustrates an example of architecture 1 of a hybrid VH vehicle of the "Plug-in Hybrid" type. It should be understood that the main organs, devices and circuits shown in Figure 1 are, in whole or in part already present on many vehicles of modern design. Most of them require no modification or at least minor modifications. By way of example, programs recorded in certain computers will only have to be adapted to accommodate the specificities of the method of the invention, as will be detailed hereinafter. This characteristic also represents an additional advantage of the invention.

This figure also shows the thermal engine MTH and the electric motor MTE of the hybrid vehicle VH. Finally, 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. In principle, 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. In a manner also known per se, 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. To do this, 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. In the example described in FIG. 1, 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 VH vehicle calculators, and a position measuring device 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. In a conventional manner, the state of BAT battery charge is measured and managed by a computer 11, usually called BMS, coupled to the hybrid power train supervisor 10 to provide data characteristic of this state of charge that will be called hereinafter SOC commonly used English abbreviation State Of Charge). More specifically, 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. There are two main means: fast charging stations, referenced 180 in FIG. 1, present in certain parking places, and / or a standard electrical power distribution network, referenced 191. In the first case, the battery BAT can be connected directly to the fast charging terminal 180, via a jack 18 adapted configuration. In the second case, there is provided an on-board charger 19 provided with a plug 190, a priori conventional configuration. In both cases, 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 BAT and stop it when the value of the SOC of the battery BAT reaches a predetermined set value, that is, as was previously recalled, 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 appropriate data input device, or finally a default value ( for example a full charge). The method of calculating an optimized SOC value will be detailed below.

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. With these exceptions, the constituent members of this architecture 2 are similar if not identical to those of the architecture illustrated in Figure 1 and have the same references. It is therefore useless to re-describe them. We will now describe in more detail the operation of the optimized management device of the level of electric charge according to the invention during the charging of BAT battery. In all cases (architecture of Figure 1: VH vehicle type "Plug-in Hybrid" or architecture of Figure 2: VE all-electric vehicle), the optimized management of the level of charge is carried out according to the same operating mode, characteristic of the process according to the invention. 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 B5) 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 an apprenticeship. permanent, defining characteristic usage 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 to a predetermined SOC value. The traction chain supervisor, 10 or 20, translates this level of state of charge into available autonomy for the user, which is more telling information for it. 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 propose to the user to charge his vehicle, VH or VE, to a state of charge to obtain the level of autonomy calculated and which is an optimized level, minimizing the impact of refills on the aging BAT battery. 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. In any case, 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. The latter calculator 11 converts it, for example, into an instruction representing the the desired amount of electricity at the end of charging to obtain the desired autonomy and transmits it to the connection member 18 or the on-board charger 19, on one of the data links 110. The charge of the battery BAT is triggered by 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.

There are two main possibilities for managing the amount of electrical energy to be charged in the BAT battery: 1. If the state of charge of the BAT battery, when charging and therefore its residual capacity is known, the BMS It calculates the quantity of electricity needed to charge in the BAT battery to reach the desired autonomy at the end of charging. To do this, the BMS 11 measures the amount of amperes-hours charged and stops the charge by transmitting an appropriate instruction to the on-board charger 19 or to the recharging terminal 18/180 when the aforementioned quantity of electricity is reached, which corresponds to optimized SOC. 2. In a variant, the BMS 11 converts the desired SOC value at the end of the charge into a limit value of the BAT BATTERY TRANSFER voltage that it transmits to the on-board charger 19 or to the fast charging terminal 18/180. . This operating mode assumes the availability of a voltage / charge state chart previously stored in a memory of the BMS 11. In both cases, the instructions are carried by one or the other of the data links 110. preferred embodiment, the BMS 11 is provided with the possibility of resetting the state of charge SOC as a function of the aging of the battery BAT. It is therefore necessary that at all times t; BAT's battery life, the BMS 11 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 instant to of put in function.

Although it has been implicitly assumed in FIGS. 1 and 2 that the navigation system 160 and the GPS system 161 are of the 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.). On the other hand, it is necessary that 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 position information GPS to be transmitted necessarily to one of the vehicle computers, the BSI 11 or the tension chain supervisor 10 or 20, for example. The traction chain supervisor, 10 or 20, (or the BSI 11 in an embodiment variant) stores in memory the locations where the vehicle, VH or VE, is put into parking mode and the battery BAT is loaded, either by connection to the network 191, or via a charging terminal 180. The traction chain supervisor, 10 or 20, identifies, by means of a learning algorithm, the positions where the charging of the battery BAT is the most common. The traction chain supervisor, 10 or 20, or the BSI 11 calculator registers certain usage characteristics during predefined time periods, for example daily mileage, daily autonomy, daily energy requirement, average fuel consumption. km for each day of the week. Naturally, other characteristic profiles of the use of the vehicle can be learned and stored in memory. Experience shows that, typically, in more than 80% of the cases, 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. As a result, over time, 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. To do this, we implement in the tensile chain supervisor, 10 or 20, a learning algorithm that allows to determine for each day of the week the most frequent consumption of electrical energy. It then affects each day an electric energy necessary for the autonomy of the vehicle.

It is possible to determine, at the same time, usage characteristics such as, for example, the electrical energy consumed in a corresponding time slot, still for example, at a daily duration, but also in a temporal sub-slice. shorter, 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. For the sake of clarity, it is worth noting that 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. When the vehicle arrives at a parking mode location where it is frequently reloaded, the traction chain supervisor, 10 or 20, 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. As recalled, the user is offered two main options: 1. Validate the proposed autonomy; or 2. choose a different autonomy, for example by direct input of a value via the keyboard 170, a remote control (not shown), a voice recognition system (not shown), or by pressing an area of the screen 17, if it is a touch screen. By default, if the user does not answer within a set time or at the beginning of the charge (for example, when the charging door is closed on a fast charging terminal), a full charge (status load equal to 100%) is automatically performed.

In the case of choice "2." above, if the range proposed by the traction chain supervisor, 10 or 20, does not correspond to the user's need, instead of the latter directly entering an autonomy value, 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 ideas: - "small autonomy" corresponding for example to 40% of the operating range of the battery, which represents, if the battery provides a range of 200 km at full load, a range of 80 km; - "average range" corresponding for example to 50% of the operating range of the battery, which represents, under the same conditions of use, a range of 100 km; - "large autonomy" corresponding for example to 70% of the operating range of the battery, which represents, under the same conditions of use, a range of 140 km; and - "very high autonomy" corresponding to 100% of the operating range of the battery, which represents, under the same conditions of use, a range of 200 km. In another variant embodiment, 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. In yet another variant embodiment, 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.). According to this variant embodiment, the traction chain supervisor, 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 energy electric consumed or necessary to recharge.

In yet another embodiment, during the charging, the user can modify the desired autonomy which is transformed into a breaking load state by the traction chain supervisor, 10 or 20. In another variant embodiment again, the management is done fully automatically. To do this, 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 . However, 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.

In yet another embodiment, the user himself sets the time slots during which he wants the battery to be recharged to benefit from the aforementioned tariff advantages. In yet another embodiment, the user retains the ability to enter the days and slots during which he wants the recharge is done. Moreover, 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).

We will now explain in more detail the GPS vehicle position management process (Figures 1 and 2: 16/160/161), that is to say the geolocation of the vehicle by acquisition of its geographic coordinates on a land map. There are three main sources to obtain this GPS position: - an on-board GPS navigation system 161 associated with proprioceptive type sensors (odometry, steering wheel angle, vehicle speed, ...): such a system is particularly suitable to provide very accurate 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; or - a nomadic connected device having a GSM access (for example a mobile phone or any similar device with GPS function connectable to the vehicle information network VH or VE): such a system provides relatively low accuracy position information (typically a radius of about 2 km), but also sufficient for the application envisaged by the invention. From a functional point of view, one can distinguish three main organs present on the vehicle VH or VE: - the organ having the "navigation" functionality that will be designated hereinafter by the generic term "NAVIGATION" (figures 1 or 2: navigation system 16); - the steering component of the hybrid traction functions which has been designated by the term "traction chain supervisor" (Figure 1: 10 or 2: 20); and - the body coordinating the general functions of the vehicle and the management of the exchanges which has been designated by the term "BSI" (figures 1 or 2: 15).

We will now explain the learning process implemented in a preferred embodiment of the invention with particular reference to the flowchart illustrated in Figure 3. 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. If the result of the comparison is negative (branch [NO]), a loopback is performed on the comparator 30 for a new comparison. 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 the time , and on the other hand 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. This calculates the stopping time of the vehicle from the data recorded in the database 35 and the current time provided by the clock HC. 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. In the opposite case, if 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. It should be understood that 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 shown in this "TABLE I" three pairs "stopping times" positions referenced "P, û T,", "P2 û T2" and "Pi û T," where i is a number arbitrary. There are two main possibilities for saving a duration associated with a final position (parking mode) of the given vehicle. When a position PZ and a parking time Tz are acquired by the device of the invention, the "TABLE I" is read: - if the position PZ already exists (for example PZ = P;): we add the times (in this case Ti becomes T, = Ti + TZ), or we keep the maximum time (in this case Ti becomes T, = max [T; + Tz]), or we average between Ti and TZ , and we keep this average value (in this case Ti becomes T, = average [T; + Tz]), according to the adopted strategy; or - if the position PZ is not known (it is not recorded in the "TABLE I"), a new line "PZ - TZ" is added in the "TABLE I".

The processing to identify places PZ parking mode can be achieved according to several methods, depending on the strategy adopted: 1. PZ positions can be classified according to the vehicle downtime, VH or VE; or 2. the potential parking places of the vehicle, VH or VE, may be selected as being: - either the n places listed in the "TABLE I" where the vehicle stopped the longest, n being a predetermined number; or - the places where the vehicle stopped more than m minutes or any other unit of time, with m also a predetermined value.

The values m and n can be fixed once and for all for a given application and recorded in memory means (for example a read-only memory of the so-called ROM type), or on the contrary be variable, for example updated at the same time. time that the navigation system management programs or even entered by the vehicle user (keyboard, etc.).

On the one hand, 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. On the other hand, 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 respect to its electrical energy expenditure and correspondingly the load requirements in battery power for these time slots.

By combining the data resulting from these two learnings by means of calculations present in the vehicle, VH or VE, the method according to the invention makes it possible to generate charge state values allowing optimized management of the successive charges of BAT battery using external means of supply of 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.

For the sake of clarity, the following examples are given in the "TABLE II" at the end of the present description of lifetimes as a function of temperature (in ° C) and state of charge (SOC in%). storage of a lithium-ion battery model commonly available on the market. It can be seen that the life of this battery decreases sharply, on the one hand, if the SOC increases, and, on the other hand, to given SOC, if the temperature increases. In addition, practice shows that this lifetime remains practically constant for a SOC of less than 50%. In the context of the invention, it is more particularly interested in the optimized management of the state of charge of the battery. Also, always to fix the ideas, we will consider a particular example of battery temperature at 25 ° C, it being understood that the results obtained, as regards the variations in battery life, would be similar for other temperatures. of battery. It can be seen from "TABLE II" that the calendar life is 17.7 years at 25 ° C. We define a parameter characterizing the loss of energy capacity of the battery which will be called hereinafter "coefficient of damage of the battery". This coefficient is arbitrarily defined as 1 for a SOC = 50% and a temperature of 25 ° C. The "TABLE III" placed at the end of the present description illustrates the variations of the coefficient of damage of the battery according to the SOC, the battery at a constant temperature equal to 25 ° C. There is a very large increase in the coefficient of damage when the average SOC charge state of the battery varies from 50 to 100%, substantially in a ratio of 1 to 7. Generally; below SOC = 50%, the effect of the state of charge is not felt and the life of the battery is the same as 50%. To fix ideas and show more concretely the advantages of the method according to the invention, we will consider the assumptions specified below. 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. Each working day of the week, the user makes a first journey of 15 km to go from his home to work and leaves his vehicle for 9 hours in parking mode. He makes a second course also 15 km for the return to his home. On the other hand, it is assumed that the vehicle usage profile is the same on Saturdays and Sundays. It is assumed that approximately 1 hour is necessary when recharging per 10% state of charge. It is assumed that the battery temperature in taxi mode, parking mode and charge mode is 25 ° C.

In this example, we will compare the damage of the battery due to the state of charge when the method according to the invention is implemented with the damage due to the state of charge this process is not put this is the case for "Plug-in Hybrid" vehicles and all-electric vehicles of the prior art. The time slice used in the example is the day. According to one of the important characteristics of the method according to the invention, 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. In the Known Art, 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. When no strategy for optimizing the state of charge of the battery is implemented, the table IV, placed at the end of the present description, synthetically illustrates a typical example of distribution of SOC charge states (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, which obviously has a very negative impact on the life of the battery. Reference is again made to TABLE III which illustrates the damage coefficients calculated at 25 ° C, the coefficient 1 corresponding to a lifetime of 17.7 years. 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. We deduce an average damage coefficient of the battery KSS without strategy of management of the state of charge of the battery: KSS = 0.54 * 6.8 + 0.395.5 + 0.084.1 = 6.15.

As a result, in the example used, the battery life decreases by a factor of 6.15. It therefore passes from a lifetime of 17.7 years to a lifetime equal to 2.8 years (the coefficient 1 corresponding to a life of 17.7 years at 25 ° C and a SOC = 50 %), which represents a very significant degradation. It is now considered that a strategy for managing the state of charge of the battery in accordance with the method of the invention is implemented, this strategy consisting, according to an important characteristic of the invention, of recharging the battery only a quantity of electrical energy, certainly sufficient to obtain an appreciable autonomy with respect to the foreseeable use of the vehicle after the charge, but allowing the battery to work only on a range of states of charge which degrade the least possible these performance and its lifetime. It will be assumed hereinafter that the user accepts that the state of charge management device according to the invention 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 hypothesis, all the average charge states are distributed in the range 40 to 50%, respectively 91 to 50% (ie 54% of the time) and 77 to 40% (ie 46% of the time). ). It follows that, if one applies the strategy of management of the state of charge of the battery which has just been described, in a particular example, the average damage coefficient KAS of this battery, calculated from the values of "TABLE V", obtained as previously by weighting the percentage of the hours passed to each slice of SOC, becomes: KAS = 0.54 * 1 + 0.46 * 1 = 1 It should be understood that the coefficient of damage 40% has been increased by making it equal 1, ie the same value as 50%, while it must be actually lower. Despite this unfavorable assumption, the average damage coefficient KAS is equal to unity, which means that the lifetime of the battery remains equal to 17.7 years in the example described. The REssAs ratio of the battery damage coefficients, with and without strategy is therefore REssAs = 6.15 / 1 = 6.15. The REssAs report makes it possible to calculate the gain brought to the lifetime of the battery by the strategy. management of the state of charge of this battery implemented in accordance with the method of the invention. In the example described, the lifetime is 17.7 years with this state of charge management strategy whereas it was only 2.8 years without strategy. We have just shown the interest of the process which increases very significantly the life of a battery whose average operating temperature was 25 ° C. Experience shows that, regardless of its operating temperature, the aforementioned REssAs ratio remains of the same order of magnitude. On reading the foregoing, it is easy to see that the invention achieves the goals it has set for itself. 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 hybrid vehicle, without requiring major modifications of the control systems of the battery. the hybrid drivetrain ("Plug-in Hybrid" vehicle) or the electric powertrain (all-electric vehicle), which allows the use of technologies well known per se. In a preferred embodiment, all or part of the hardware circuits used is generally already present in modern design vehicles and the modifications required by the implementation of the method according to the invention are essentially summarized in the modification of embedded computer programming software.

The invention is however not limited to the only embodiments and applications explicitly described with reference to FIGS. 1 to 3. Likewise, precise numerical examples have been given only to better highlight the essential characteristics of the invention. invention and result only from a technological choice, in itself within the reach of the skilled person. They can not limit in any way the scope of the invention.

TABLE I Positions Downtime P2 T2 P; T; TABLE II Lifespan Lifespan Lifetime (year) (year) (year) SOC (%) 25 ° C 45 ° C 60 ° C 50 17.7 6.2 3.1 60 8.2 2.9 1.4 80 4.3 1.5 0.76 100 2.6 0.92 0.46 TABLE III SOC (%) Coefficient of damage at 25 ° C 50 1.00 60 2.2 70 3.2 80 4.1 90 5.5 100 6.8 TABLE IVTABLE V SOC (%) hours% 100 90 54 90 65 38 80 13 8 70 0 0 60 0 0 50 0 0 40 0 0 total 168 100 SOC (%) hours% 100 0 0 90 0 0 80 0 0 70 0 0 60 0 0 50 91 54 40 77 46 total 168 100

Claims (29)

REVENDICATIONS1. Device for managing the state of charge of an on-vehicle electrochemical storage source comprising at least one electric motor constituting a traction chain, means for geolocating 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, characterized in that it comprises first calculation means coupled to the geolocation means for the acquisition of the geographical coordinates (161) of so-called final locations in which the vehicle (VH, VE) is put in so-called parking mode and the electrochemical storage source (BAT) is loaded, second computing means generating data consumption of electrical energy of the vehicle during successive journeys in so-called rolling mode, the first means of a generation (10, 20) storing in a first memory means data series representing final location coordinates meeting predetermined criteria (39), second learning means (10, 20) for storing in second memory means memory of the second series of data representing journeys made by the vehicle (VH, VE) in so-called taxiing mode and the electrical energy consumption associated with these trips, so as to generate characteristic operating profiles of the vehicle (VH, VE ) for predetermined periods of time, third computing means combining the first and second series of data to determine, when the vehicle (VH, VE) reaches a final loading location of the electrochemical storage source, a value of minimum charge rate covering electrical energy requirements ensuring sufficient vehicle autonomy (VH, VE) in for a foreseeable use of this vehicle after the charging of the electrochemical storage source (BAT), and means for controlling the connection means (18, 19, 190) to the external electrical power supply member (180, 191 ) to charge the electrochemical storage (BAT) source up to a predetermined charge rate value. 2. Device according to claim 1, characterized in that it comprises display means (17) of the minimum charge rate value, data acquisition means (170), so that a user of the vehicle can enter data signifying the acceptance of this minimum charge rate value or data representing a distinct charge rate value, and means (15) for transmitting this data to the control means (11) of the means connection (18, 19, 190) to the external electrical power supply member (180, 191) for charging the electrochemical storage source (BAT) to a value corresponding to the calculated minimum charge rate or charge rate entered by the user. 3. Device according to claim 2, characterized in that the display means comprise a multifunction display screen (17) and the data input means comprise a keyboard (170). 4. Device according to any one of claims 1 to 3, characterized in that the first memory means (39) comprise a database comprising a table with two sets of inputs, a first series of entries representing the coordinates. geographical locations of the final locations reached by the vehicle (VH, VE) in which the vehicle is put in so-called parking mode and the electrochemical storage source (BAT) is loaded and a second series of entries representing the downtimes of the vehicle. vehicle (VH, VE) at the final locations and means (38) for updating this table. 5. Device according to any one of claims 1 to 4, characterized in that the geolocation means of the instantaneous position of the vehicle comprises a GPS-type geographic coordinate acquisition system (161) and in that the second Learning means (10, 20) store data characterizing regular vehicle paths (VH, VE) said routines and the electrical energy consumption associated with these paths, the data being determined from geographical coordinates acquired during the journeys. 6. Device according to claim 1 to 4, characterized in that the means for geolocation of the instantaneous position of the vehicle (VH, VE) comprise a navigation system (160) and in that the second learning means (10, 20) store data representing exceptional paths of the vehicle (VH, VE) and the electrical power consumption associated with these paths, the data being determined from planned path data in the navigation system (160). 7. Device according to any one of claims 1 to 6, characterized in that the vehicle (VH, VE) comprises traction chain control means comprising a computer called "traction chain supervisor" (10, 20). ) and in that this calculator integrates the first to third calculation means. 8. Device according to any one of claims 1 to 6, characterized in that the vehicle comprises a calculator called "Intelligent Service Enclosure" (15) and in that the calculator integrates the first to third calculation means. 9. Device according to any one of claims 1 to 8, characterized in that the vehicle (VE) is a so-called all-electric type of vehicle whose traction chain comprises at least one electric motor (MTE). 10. Device according to any one of claims 1 to 8, characterized in that the vehicle is a hybrid vehicle (VH) of the type called "Plug-in Hybrid" whose traction chain comprises at least one electric motor (MTE) and a heat engine (MTH). 11. Device according to any one of claims 1 to 10, characterized in that the external electrical power supply member for recharging the electrochemical storage source (BAT) is a fast charging terminal (180) providing a voltage continues to charge the electrochemical storage (BAT) source at the predetermined charge rate. 12. Device according to any one of claims 1 to 10, characterized in that the external electrical power supply member for recharging the electrochemical storage source is a domestic network (191) providing an alternating voltage and in that the vehicle (VH, VE) comprises an on-board charger (19) of the electrochemical storage source (BAT) for connection to the home network (191) for charging the electrochemical storage (BAT) source at the predetermined charge rate. 13. Device according to any one of the preceding claims, characterized in that the electrochemical storage source is a battery (BAT) type lithium-ion, nickel-zinc or nickel-metal hydride. 14. A method for managing the state of charge of an on-vehicle electrochemical storage source using the device according to any one of the preceding claims, the vehicle comprising at least one electric motor constituting a traction chain. means for geolocating 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 energy supply member for recharging the electrochemical storage source, characterized in that it comprises a first calculation step for the acquisition of geographical coordinates of so-called final locations in which the electrochemical storage source (BAT) is loaded, a second calculation step for the generation of consumption data in electrical energy of the vehicle (VH, VE) during successive journeys in so-called rolling mode, a first learning step for storing data series representing final location coordinates meeting predetermined criteria in first memory means, a second learning step for storing second series of data representing paths made by the first memory means; vehicle in so-called 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 (VH, VE) for predetermined periods of time, a third step during which the first and second series of data are combined to determine, when the vehicle (VH, VE) reaches a final loading location of the electrochemical storage source (BAT), a minimum charge rate value covering electrical energy needs ensuring sufficient autonomy of the vehicle (VH, VE) for a foreseeable use of this vehicle after the charging of the electrochemical storage source (BAT), and a step of controlling the connection means (18, 19, 190) to the external body of supplying electrical energy (180, 191) followed by a step of charging the electrochemical storage source (BAT) to a predetermined charge rate value. 15. Method according to claim 14, characterized in that it comprises a step of displaying the minimum charge rate on display means (17) and an optional validation or refusal step by a user of the vehicle (VH, VE) of the displayed charge rate followed by a step of transmitting to the connection means (18, 19, 190) to the external electrical power supply member (180, 191) of a charge order of the source electrochemical storage (BAT) up to a predetermined charge rate value. 16. The method as claimed in claim 15, characterized in that, when the user validates the displayed minimum load rate value, the order transmitted to the connection means (18, 19, 190) to the external supply member electrical energy (180, 191) causes the charge of the electrochemical storage (BAT) source to reach the minimum charge rate value determined in the third calculation step. 17. The method of claim 15, characterized in that, when the user refuses the displayed minimum load rate value, it comprises an additional step of inputting a particular charge rate value by the user and the order transmitted to the connection means (18, 19, 190) to the external electrical power supply member (180, 191) causes charging of the electrochemical storage source to the particular charge rate value entered by the 'user. 18. The method as claimed in claim 17, characterized in that the inputting step consists in the user directly entering a particular value of charge rate using a keyboard (170), a remote control or a voice recognition system. 19. The method of claim 17, characterized in that the input step is that the user enters a particular value of desired autonomy for the vehicle (VH, VE) and that it includes an additional step of conversion of this autonomy value into a charge rate. 20. Method according to one of claims 17 or 19, characterized in that it comprises a step of displaying a list of distinct calculated minimum charge rate values on specific areas of a touch screen display (17). ) and in that the input step is for the user to point to one of the display areas a particular charge rate or autonomy rate. 21. Method according to claim 15, characterized in that in the absence of validation or refusal by the user for a predetermined period of time after displaying the calculated minimum charge rate, it comprises a step of transmission to the connection means (18, 19, 190) to the external electrical power supply member (180, 191) of a load order to a charge rate value of 100% causing a full charge of the electrochemical storage source (BAT). 22. Method according to any one of claims 16 to 21, characterized in that it comprises, at any time of the charging step of the electrochemical storage source (BAT), a first additional step of capture by the user of a modified charge rate and a second additional step of transmitting this modified rate to the connection means (18, 19, 190) to the external electrical power supply member (180, 191) of a charging order of the electrochemical storage (BAT) source so that it is charged up to the modified charge rate value. 23. The method of claim 14, characterized in that the first learning step comprises storing data series representing final location coordinates in which the vehicle (VH, VE) is most often put in parking mode and the Electrochemical storage source (BAT) is loaded into a database (39) 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 vehicle downtime (VH, VE) associated with final locations. 24. The method as claimed in claim 23, characterized in that the learning step comprises substeps for updating the series of entries stored in the table when the vehicle (VH, VE) reaches a final placing location. in 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 carried out according to a predetermined calculation mode: the new time spent at the final location is summed 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 previously passed 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. 25. The method of claim 23, characterized in that in the first learning step, the two sets of matched entries are classified by stopping time values at the final locations. 26. The method as claimed in claim 23, characterized in that the first learning step comprises the determination of potential locations for parking the vehicle (VH, VE) obtained by scanning the series of matched entries of the table and by retaining n geographical coordinates of final locations associated with the longest downtimes stored in the table, where n is a predefined number. 27. The method of claim 23, characterized in that the first learning step comprises the determination of potential locations for setting vehicle parking mode (VH, VE) obtained by scanning the series of matched entries of the table and by retaining the geographical coordinates of final locations for which the associated downtime is greater than a predefined duration m. 28. The method as claimed in claim 14, characterized in that, the vehicle comprising a GPS-type geographic coordinate acquisition system (151), the second learning step comprises the recording of data characterizing regular vehicle journeys. (VH, VE) said routines and the electrical energy consumption associated with these paths, the data being determined from geographical coordinates acquired during these trips. 29. The method of claim 14, characterized in that, the vehicle comprising a navigation system (160), the second step comprises the recording of data representing exceptional paths of the vehicle (VH, VE) and the consumption of electrical energy. associated with these paths, the data being determined from planned path data in the navigation system (160).