FR2953340A1 - DEVICE AND METHOD FOR PREDICTIVE MANAGEMENT OF ELECTRIC ENERGY OF AN ELECTROCHEMICAL STORAGE SOURCE ON BOARD IN A HYBRID VEHICLE - Google Patents

Abstract

The invention relates to a device for managing the state of charge of an electrochemical storage source embedded in a hybrid vehicle, the hybrid vehicle comprising a hybrid traction system comprising a heat engine and an electric motor, means for measurement of the state of charge of the electrochemical storage source, and control means of the hybrid traction system according to a first so-called normal control law imposing a first reference value of the state of charge, characterized in that it comprises means for acquiring geographical coordinates of at least one position (F) for which the vehicle (VH) will be put in said zero emission mode for a predetermined distance or course, means for calculating the distance separating an instantaneous rolling position of the vehicle from the zero transmission mode setting position, means comparing this distance to a first predetermined distance value inée (d) and acting on the control means of the hybrid traction system when the distance becomes lower than this first distance value (d) to apply a second so-called specific control law imposing an increase in the state of charge (SOC,) so that it reaches a state of charge value greater than a second setpoint value of the state of charge (SOCmsécifique) greater than the first setpoint value (SOCmnormale).

Description

DEVICE AND METHOD FOR PREDICTIVE MANAGEMENT OF THE ELECTRIC POWER OF AN ELECTROCHEMICAL STORAGE SOURCE ON BOARD IN A HYBRID VEHICLE

The invention relates to a device and a method for optimized management of the electrical energy of an electrochemical storage source embedded in a hybrid vehicle, in a more precise manner of the charge level of such a source.

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 "super-capacitors". In what follows, without restricting in any way the scope of the invention, the term "battery" will be used to simplify the description. The invention is more particularly applicable to vehicles with a hybrid traction system, for example of the conventional type known by the Anglo-Saxon name "Full Hybrid", of the plug-in rechargeable hybrid type known under the name Anglo-Saxon. Hybrid ", etc.

The Full Hybrid application makes it possible to use either thermal traction alone or electric traction alone, or the coupling of these two traction modes, depending on the driving configurations. The mode using electric traction alone is called ZEV, for "zero emission". This mode is used for example to cross dense residential areas (downtown, etc.), to start noisily early in the day, and so on. In the case where the ZEV mode is used for crossing a densely populated area such as a city center, it is necessary that the battery is, at the entrance to this zone, at a charge level sufficiently high to cover the distance required. Currently, a hybrid vehicle approaches such a zone with a random state of charge, included in the state of charge range allowed by the application. Generally, for a full hybrid application, the state of charge of the battery, hereinafter called SOC, converges towards a setpoint close to 60%. Indeed, this state of charge corresponds to the best availability in terms of power, whether in charge or in discharge.

However, a state of charge close to 60% can prove to be clearly insufficient in certain occasions, in particular if the driver wishes to use his vehicle in ZEV mode over a great distance. Currently, known vehicles do not ship battery charge management system to ensure that the battery is in a sufficient state of charge if the driver wants to use his vehicle exclusively in ZEV mode over a long distance. Thus, because the state of charge of the battery is random when the vehicle starts the course in ZEV mode, the distance ultimately performed in electric traction mode may be lower than desired and expected by the driver. The object of the invention is to propose a system for managing the state of charge of the battery which, unlike the known systems, makes it possible to predict and ensure the state of charge of the required battery when the vehicle approaches. an area that the driver may wish to travel fully in electric traction mode. Thus, the invention relates to a device for managing the state of charge of an electrochemical storage source on board a hybrid vehicle, the hybrid vehicle comprising a hybrid traction system comprising a heat engine and an electric motor, means for measurement of the state of charge of the electrochemical storage source, and control means of the hybrid traction system according to a first so-called normal control law imposing a first reference value of the state of charge, characterized in that it comprises means for acquiring geographic coordinates of at least one position for which the vehicle will be put in the so-called zero emission mode for a predetermined distance or course, means for calculating the distance separating an instantaneous rolling position from the vehicle of the zero emission mode, means comparing this distance to a first predetermined distance value and acting on the control means of the hybrid traction system when the distance becomes less than this first distance value to apply a second so-called specific control law imposing an increase of the state of charge so that it reaches a value of d state of charge greater than a second setpoint value of the state of charge greater than the first setpoint value.

In one embodiment, the vehicle comprises a navigation system delivering data relating to the route followed and in that it comprises means for calculating the distance separating an instantaneous rolling position of the vehicle from the zero mode setting position. transmission from route data borrowed with a predetermined probability by the vehicle delivered by the navigation system. In one embodiment, the navigation system is an on-board geolocation-type embedded system of the "GPS" type associated with proprioceptive type sensors providing the geographical coordinates of the instantaneous position of the vehicle. In one embodiment, the navigation system is an off-the-shelf remote geolocation system of said type nomadic device connected to the control means of the hybrid power train. In one embodiment, the device comprises learning means storing, in memory means, geographical coordinates of successive zero-emission mode-setting destinations for which the vehicle is put in the so-called zero-emission mode, for a predetermined duration of time, in that it comprises an unspecified navigation system comprising a geolocation system of "GPS" type providing the instantaneous geographic coordinates, in that it comprises means for calculating the distance as the crow flies separating the position instantaneous running of the vehicle of the destination of zero emission mode, from the geographical coordinates of a destination of zero emission mode close to this instantaneous position and listed in the storage memory means geographical coordinates of the destinations of setting in zero emission mode and in that these calculation means act on the the control means of the hybrid traction system when the distance as the crow flies becomes less than the first distance value so as to apply the second so-called specific control law.

In one embodiment, the unspecified navigation system comprises a nomadic device connected to the mobile-type hybrid powertrain control means comprising a system of the so-called "GPS" type. In one embodiment, the calculation means comprise digital computers with a registered program.

In one embodiment, the electrochemical storage source is a lithium-ion, nickel-zinc or nickel-metal hydride type battery. The invention also relates to a method for managing the state of charge of an onboard electrochemical storage source in a hybrid vehicle using the device according to any one of the preceding claims, the hybrid vehicle comprising a hybrid traction system. comprising a heat engine and an electric motor, means for measuring the state of charge of the electrochemical storage source, and control means of the hybrid traction system according to a first so-called normal control law imposing a first value of setpoint of the state of charge, characterized in that it comprises a geographic coordinates acquisition step of at least one zero emission mode setting position for which the vehicle will be put in so-called zero emission mode for a duration of predetermined time, a step of calculating the distance separating an instantaneous rolling position of the vehicle from the placing position in zero emission mode, and a step of comparing this distance with a first predetermined distance value and activation of the control means of the hybrid traction system when the distance becomes less than this first distance value to apply a second so-called specific control law imposing a growth of the state of charge so that it reaches a higher state of charge value than a second setpoint value of the state of charge greater than the first setpoint value. In one embodiment, the distance separating an instantaneous vehicle running position (VH) from the zero transmission mode setting position (F) is calculated from route data taken with a predetermined vehicle probability delivered by the system. navigation. In one embodiment, the method comprises a learning step during which geographical coordinates of successive zero-emission setting positions for which the vehicle is put in the zero-emission mode, for a predetermined duration of time, are stored in means memory device, in that, the state of charge management device comprising an unspecified navigation system comprising a geolocation system of "GPS" type providing the instant geographical coordinates of the vehicle, it comprises a step of calculating the the bird's-eye distance separating the instantaneous rolling position of the vehicle from the zero-emission setting position, from the geographical coordinates of a zero-emission-mode setting position close to this instantaneous position and listed in the means of storage memory of geographical coordinates of the positions of setting in zero mode emission and in that it comprises a step of activating the control means of the hybrid traction system when the distance as the crow flies becomes less than the first value, so as to apply the second so-called specific control law.

The invention will be better understood on reading the detailed description which follows, description made with reference to the appended figures, among which: FIG. 1 is a diagram of the implementation of a device according to the invention in a vehicle with hybrid propulsion; - Figure 2 is a curve showing the state of charge of the battery according to the location of a vehicle, when it is equipped with a system according to the invention; - Figures 3 and 4 are flow charts detailing aspects of implementation of the invention.

According to the invention, the hybrid vehicle traction management system, or "hybrid drive train" computer, is informed of the approach of an area where the vehicle is frequently put in ZEV mode by the driver. This information can come from different sources depending on the case: For vehicles with a navigation system, by the geolocation system (GPS type) when approaching a location listed in the computer as having a setting mode ZEV is frequent. This requires a learning system that stores the positions of the areas in which the vehicle is frequently used in ZEV mode, as well as the distance traveled. For vehicles without a navigation system, the GPS measuring system of any device connecting to the vehicle information network, such as a mobile phone. This information is communicated to the calculator "hybrid power train", when approaching a destination listed in this calculator as presenting a setting in frequent ZEV mode. This also requires a learning system that stores the positions of the areas in which the vehicle is frequently put in ZEV mode, as well as the distance traveled. We can also consider a kilometric learning without GPS. As soon as the computer that manages the Hybrid drivetrain is informed that it is at a distance x from the location where there will be a ZEV setting or a significant probability of setting ZEV mode, it uses an algorithm specific to the end of course which adapts the contribution of the electric motor and the engine so that at the end of the journey, the state of charge of the battery is above a certain threshold of state of charge when putting in mode ZEV .

For an identified location where the user frequently uses the ZEV mode, a learning method also makes it possible to know the average distance traveled in ZEV mode near this location by the driver. Thus, a system according to the invention makes it possible to optimize the energy level of the battery, that is to say its state of charge, when approaching a location where the ZEV mode is frequently used, therefore according to the habits of the driver. The invention will now be described in relation to FIG. 1. This shows the diagram of a management system according to the invention such that it can be implemented in a vehicle equipped with a navigation system (1). ).

The navigation system (1) sends to the hybrid power train supervisor (4), via the vehicle computer (3) called BSI (for "Intelligent Service Enclosure"), one of the following information: the position of the vehicle (calculated by the GPS measuring device (2)), or the remaining distance (calculated by the navigation system (1)), or the law change instruction (calculated by the navigation system (1)). In any case, the frequent ZEV setting locations must be stored in a memory. This storage can be performed by the hybrid traction train supervisor (4) in the case where the navigation system (2) does not calculate itself the law change instruction. In the opposite cases, storage in memory is performed by the navigation system (1). When the vehicle arrives at a certain distance from a ZEV setting location, i.e., stored in memory according to the frequent ZEV setting positions, the hybrid power train supervisor (4) applies a "specific control law", which generates an increase in the contribution of the engine with respect to the so-called "normal" control law applied to the rest of the course. The calculation of this tipping instruction is carried out by the navigation system (1) or by the hybrid traction train supervisor (4) according to the technical choices made (see details of the hypotheses proposed below). This "specific control law" makes it possible to increase the state of charge (SOC) of the battery 6 calculated by a state of charge measurement module 5 called "BMS" (for "Battery Management System", according to the denomination commonly used Anglo-Saxon), so that the battery has a state of charge higher than a predefined threshold when the vehicle will approach the area to be traveled in ZEV mode. The operation of the management system is described in detail below. The "Hybrid Powertrain Supervisor" applies energy management algorithms that optimize fuel consumption and CO2 (carbon dioxide) emissions while preserving battery life. The driver imposes, via the vehicle controls, a torque setpoint C. According to the control laws, he defines two torque setpoints: a torque setpoint Cl for the heat engine and a torque setpoint C2 for the electric motor, the sum of Cl and C2 being equal to C. The part of the mechanical contribution of the electric motor depends in particular on the state of charge (SOC) and the temperature of the battery. For example, when the battery is at SOC levels close to the SOC's low limit (SOCmin), the contribution of the heat engine is preponderant. In this control law, the management algorithm ensures that the state of charge of the battery is aimed at a setpoint hereinafter referred to SOCmnormal normal setpoint. This control law, as mentioned above, is the "normal control law", as opposed to the "specific control law". Compared to the normal control law, the specific control law increases the contribution of the heat engine, thus raising the charge level of the battery so that it is, instead of setting ZEV mode, higher than a minimum threshold SOCzev. The SOCzev charge level therefore corresponds to the minimum state of charge to be reached before approaching a zone of frequent ZEV setting. Compared to the normal control law, the "specific" control law is therefore accompanied by an additional constraint related to the target SOC level threshold setpoint before the ZEV mode is set. Thus, according to the "specific" control law, the setpoint level of the charge state of the battery is a specific SOCms specific instruction. This specific SOCmspecific instruction is in all cases greater than the normal SOCmnormal setpoint. The operation of the management system according to the invention is described below with reference to FIGS. 2 to 4.

FIGS. 2 and 3 respectively show a curve of the state of charge SOC as a function of the position of the vehicle and a flowchart of the management of the load strategy. The "Hybrid Traction Line Supervisor" receives from the navigation system information representing the remaining distance X from a position F listed as subject to frequent ZEV setting. He applies the so-called "normal" command law. When the vehicle reaches the position D, located at a distance d estimated via the GPS measuring device from the position F of setting ZEV mode, the Supervisor 1 increments a counter which calculates the distance traveled Y from the position D to the F, ZEV setting position. Concomitantly, from position D, the hybrid traction train supervisor applies the so-called "specific" control law. However, if the user decides not to engage the ZEV mode at the location F, the Hybrid Drive Supervisor again applies the control law of the "normal" hybrid chain when the vehicle reaches a position G, located at a distance d + a of the position D. The point G where is performed the switching of the control law specific to the normal control law to correspond for example to the end of ZEV mode zone identified, position entered into memory and learned by the learning system.

Although any means for locating the position of the vehicle can be implemented in the context of the present invention, certain preferred means are described below, among which: an on-board GPS navigation system, in combination with sensors proprioceptive (odometry, flying angle, vehicle speed, ...), which gives a very precise position; - A GPS navigation system alone, embedded or remote, which gives sufficient accuracy in the context of the present invention; a nomadic device having a GSM access (telephone, etc.) which gives an approximate position (radius of about 2 km) but sufficient in the context of the present invention. Thus, depending on the geolocation data source available, these data will be taken into account differently by the supervisor. For example: if only the position of the ZEV location is available, the "specific law" will be triggered at a distance of "as the crow flies" from the ZEV location if the position of the final place and the navigation are available, the triggering of the "specific law" is made at a distance d remaining on the most probable course (estimated by learning or known via the guidance of the navigation system) . From a functional point of view, there are three main organs: the body providing the navigation function designated by the generic term "NAVIGATION" - the organ controlling the hybrid functions designated by the term "chain supervisor" "Hybrid traction engine" - the body responsible for the coordination of vehicle functions and the management of exchanges, designated by the term "BSI". In terms of the exchange of information between these different organs, there are several possibilities according to the calculator which carries the "remaining distance" functionality: 1. NAVIGATION can exchange information with the "hybrid traction train supervisor" via the BSI; 2. The exchanges between the BSI and the supervisor must be kept to a minimum to avoid cluttering the vehicle messaging system; 3. The information exchange can be done in three ways: - sending information on demand (event) - sending information continuously (periodic) - sending continuously after request (mixed) 4. the nature of the information exchangeable depends on the organ that implements the functionality "distance remaining d" and "comparison to threshold X"; 4.1 If the functionality is carried by the NAVIGATION: boolean conditioning change the law "normal" to "specific" ("distance remaining d <x km" true or false); 4.2 If the functionality is carried by the Supervisor: 4.21 a simple solution is based on a simple bird's-eye distance: the current position is exchanged to allow a calculation (by the "Hybrid Powertrain Supervisor") of the remaining distance as the crow flies ; 4.22 a more evolved solution is based on a calculation of course: the distance remaining before the setting in mode ZEV (according to the most probable course planned by the navigation) is transmitted to allow the change of the law "normal" to "specific" (by comparison of the remaining distance d to a threshold of x km). The operation of the invention is described below in the various cases described above.

When the "distance remaining d" and "comparison at threshold x" functionality is carried by the NAVIGATION, the following advantages are particularly advantageous: - software update possible (for example, new parameterisation of the remaining distance d) via the means updating the NAVIGATION (for example: USB port, CD / DVD, etc.). - More available computing power which allows a high accuracy, cost-effective performance ratio, and easy scalability, etc. - Minimum exchanges with the "Hybrid Traction Chain Supervisor 35" (1 bit is sufficient, excluding transmission protocol).

If you have a navigation function in the vehicle, given the benefits provided, it is more relevant to integrate the aforementioned functions in the navigation system. In a variant, provision can be made for the activation of this functionality in the NAVIGATION, or at the occasional request of the Supervisor via the BSI. The following is the case where the "distance remaining d" and / or "threshold comparison x" functionality is carried by the Supervisor. This solution has the particular advantage of combining the entire functional Hybrid drivetrain. However, this may represent a messaging burden between the Supervisor and the NAVIGATION, and also the need to increase the computational power of the "Hybrid Track Supervisor". Different variants can be provided depending on the information received: - if the information received is the "current position": the "distance remaining d" and "threshold x comparison" functionalities are carried by the "Hybrid power train supervisor" ". - if the information received is the "remaining distance d": only the "comparison at threshold x" functionality is carried by the "Hybrid power train supervisor".

Figure 4 shows a flowchart detailing the management of data stored in the database (s) of data implemented within the scope of the present invention. An example of structure of the database required for the implementation of the invention is given below. Such a database must contain at least the following parameters: ZEV start position, ZEV distance, and ASOC. These parameters correspond respectively to the following data: the ZEV setting position, the distance to be traveled in ZEV mode, and the change of state of charge. The example structure of the database is shown in the table below: Distance ZEV Position ASOC ---------------------- ----- ----------------- ---------------------------- The use of this database is described below. Based on the ASOC load state variation at a given ZEV setting position, then there are two possibilities for saving the ASOC load state variation to a given mode setting position. ZEV. Once we have the position position in ZEV mode and the variation of SOC, ASOC, over the distance traveled: if the position of setting in ZEV mode already exists: we keep the maximum ASOC, or we do the average and we keep the average (according to strategy) or we keep the last value of ASOC if the position is not known, we add the line. The processing to identify the ZEV setting positions is as follows: 1. Classify the ZEV setting positions according to the ASOC load state variation. 2. Select the potential ZEV setting positions as (according to strategy): - the n places where ASOC is the most important since a certain time has elapsed (a few months, a year ... since always) 20 - either the places where setting ZEV requires an ASOC> x% If based on the distance traveled D at a given ZEV setting position, in this case there are two possibilities for saving the distance traveled D to a given position of setting in ZEV mode. A -------------------------- ----------------------- ---- times we have the position of the position in ZEV mode and the distance traveled D: if the position to put in ZEV mode already exists: we keep the maximum D, or we do the average and we keep the average (according to strategy) or we keep the last value of D if the position is not known, we add the line. The processing to identify the ZEV setting positions is then as follows: 1. Classify the ZEV setting positions according to D, distance traveled 2. Select the potential ZEV setting positions as (according to strategy) : - either the n places where D is the most important since a certain elapsed time (a few months, a year ... since always) - or places where the setting in ZEV mode has a distance traveled D> x. The invention thus ensures the necessary energy for the driver to perform his usual zero-emission mode trips.

Claims (11)

REVENDICATIONS1. Device for managing the state of charge of an onboard electrochemical storage source in a hybrid vehicle, the hybrid vehicle comprising a hybrid traction system comprising a heat engine and an electric motor, means for measuring the state of charge of the electrochemical storage source, and control means of the hybrid traction system according to a first so-called normal control law imposing a first reference value of the state of charge, characterized in that it comprises means for acquisition of geographical coordinates of at least one position (F) for which the vehicle (VH) will be put in so-called zero emission mode for a predetermined distance or course, means for calculating the distance separating an instantaneous driving position of the vehicle of the zero emission mode, means comparing this distance to a first predetermined distance value (d) and acting on the control means of the hybrid traction system when the distance becomes less than this first distance value (d) for applying a second so-called specific control law requiring an increase in the state of charge (SOCi) so that it reaches a state of charge value greater than a second charge state setpoint (SOCmspecific) greater than the first setpoint value (SOCmnormal). 2. Device according to claim 1, characterized in that the vehicle comprises a navigation system delivering data relating to the route followed and in that it comprises means for calculating the distance between an instantaneous position of rolling of the vehicle the zero transmission mode setting position from route data taken with a predetermined probability by the vehicle delivered by the navigation system. 3. Device according to claim 2, characterized in that the navigation system is an on-board geolocation information system type said "GPS" associated with proprioceptive type sensors providing the geographical coordinates of the instantaneous position of the vehicle. 4. Device according to claim 3, characterized in that the navigation system is a geolocation system remote remote said type of nomadic device connected to the control means of the hybrid power train. 5. Device according to claim 1, characterized in that it comprises learning means storing in memory means geographic coordinates of successive zero emission mode (F) for which the vehicle is put in the mode said zero emission, for a predetermined period of time, in that it comprises an unspecified navigation system comprising a GPS-type geolocation system (GPS) providing the instantaneous geographical coordinates, in that it comprises means for calculating the bird's eye distance separating the instantaneous vehicle running position (VH) from the zero emission mode (F) setting destination, from the geographical coordinates of a zero emission mode destination destination close to this instantaneous position and listed in the storage memory means geographical coordinates zero emission mode destinations (F) and in that these calculating means act on the control means of the hybrid traction system when the distance as the crow flies becomes less than the first distance value (d) so as to apply the second law of so-called specific command. 6. Device according to claim 4, characterized in that the navigation system does not include information nomadic device connected to the hybrid drive system control means of the mobile phone type comprising a system called "GPS" type. 7. Device according to any one of the preceding claims, characterized in that the calculation means comprise digital computers with a registered program. 8. 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. 9. A method for managing the state of charge of an on-board electrochemical storage source in a hybrid vehicle, the hybrid vehicle comprising a hybrid traction system comprising a heat engine and an electric motor, means for measuring the state charge of the electrochemical storage source, and control means of the hybrid traction system according to a first so-called normal control law imposing a first reference value of the state of charge, characterized in that it comprises a step for acquiring geographical coordinates of at least one zero emission mode setting position (F) for which the vehicle (VH) will be set to said zero emission mode for a predetermined duration of time, a step of calculating the distance separating an instantaneous rolling position of the vehicle from the zero emission mode (F), and a step of comparing this distance with a first distance value predetermined manner (d) and activation of the control means of the hybrid traction system when the distance becomes less than this first distance value (d) for applying a second so-called specific command law requiring a growth of the state charge (SOCi) so that it reaches a higher state of charge value than a second charge state setpoint (SOCmspecific) higher than the first setpoint value (SOCmnormal). 10. Method according to claim 9, characterized in that the distance separating an instantaneous rolling position of the vehicle (VH) from the zero emission mode setting position (F) is calculated from route data taken with a probability. predetermined by the vehicle delivered by the navigation system. 11. The method of claim 9 or 10, characterized in that it comprises a learning step during which geographical coordinates of successive zero-emission setting positions for which the vehicle is put in the zero emission mode, during a predetermined duration of time, are stored in memory means, in that the state of charge management device comprising an unspecified navigation system comprising a geolocation system of the "GPS" type (GPS) providing the instant geographic coordinates of the vehicle, it comprises a step of calculating the distance as the crow flies separating the instantaneous rolling position of the vehicle from the zero emission mode setting position (F), from the geographical coordinates of a position to put in zero emission mode close to this instantaneous position and listed in the storage memory means geog coordinates of the zero emission mode setting positions and in that it comprises a step of activating the control means of the hybrid traction chain when the distance as the crow flies becomes lower than the first value (d), so as to apply the second so-called specific control law.