FR2974332A1 - Method for managing energy stored in battery of hybrid car, involves correcting initial driving operation profile from collected information to provide profile of corrected driving operation of vehicle to optimize energy balance of vehicle - Google Patents

Abstract

The method involves defining a starting point and an end point of a path (32) by geographical coordinates i.e. global positioning system (GPS) coordinates. A profile of an initial driving operation is determined (34) by determining a velocity profile when a vehicle is associated with the path on a road. Information relative to the path is collected during driving on the path. The initial driving operation profile is corrected (36) from the collected information to provide a profile of the corrected driving operation of the vehicle for optimizing an energy balance of the vehicle. An independent claim is also included for a car energy management system.

Description

The present invention relates to a method for managing the energy of a motor vehicle. It also relates to a corresponding management system. More particularly, the invention relates to the field of motor vehicles, in particular hybrid motor vehicles. In general, a hybrid vehicle uses a plurality of distinct energy sources for its traction. These sources commonly include a heat engine and an electric motor associated with battery-type energy storage means. Compared to a conventional exclusively thermal traction vehicle, the presence of a second energy source in a hybrid vehicle introduces an additional degree of freedom to obtain the power demanded by the driver of the vehicle. It is therefore necessary to find an effective way to use the different sources available. Indeed, poor energy management could result in a similar consumption, or even higher than that of a conventional equivalent vehicle due, in particular, the overweight generated by an electric motor and the associated power electronics. There are currently energy management methods of a hybrid motor vehicle for a distribution of the power demanded by the driver between the different sources so as to minimize fuel consumption or pollutant emissions.

These methods control in particular the starting and / or stopping of the heat engine as well as alternating phases of charging and / or discharging of the battery. However, the optimization strategies of these methods rarely take into account the actual path followed by the vehicle. The orders generated may then be unsuitable for the actual journey of the vehicle as well as the driving pleasure of the driver. The present invention aims to remedy these disadvantages.

To this end, the invention firstly relates to a method for managing the energy of a motor vehicle comprising the steps of: determining a motor operation profile, said initial, of the vehicle associated with a path said vehicle on a road; collecting at least one information relating to the journey during the journey; and - correcting the initial engine operating profile from said at least one piece of information collected to provide a corrected engine operating profile of the vehicle optimizing a vehicle energy balance. The profile in question is, for example, a motor torque profile (in Nm) or a motor speed profile (in revolutions / min) or an engine load. By correcting the engine operating profile from information collected during the vehicle journey, the method of the invention allows a more efficient optimization of the energy consumption of the vehicle by taking into account the actual conditions of operation of the vehicle. path.

In the case of an electric and / or hybrid vehicle, the optimization relates, for example, to the operating mode of an electric motor, in particular, propulsion / traction mode or recuperative braking mode. In the case of a hybrid vehicle this optimization may also relate to a distribution of the propulsion power of the vehicle between the vehicle engines, for example a heat engine and an electric motor. In one example, the propulsion power corresponds to the engine torque. In other words, in the case of a hybrid vehicle, the corrected engine operating profile makes it possible to optimize the energy balance of the vehicle, for example by: operating a heat engine and / or an electric vehicle propulsion / traction machine ; choosing a mode of operation of the motor or generator of the electric motor, in particular with a view to charging or discharging a battery for powering the electric motor. An optimization of the energy balance aims for example a minimization of the energy consumption and / or the level of emission of pollutants. The collection of information takes place, for example, during the rolling of the vehicle, especially along its journey. It aims information about the journey

3 remaining vehicle, that is to say information relating to the path between the actual position of the vehicle and the point of arrival. According to a preferred embodiment, collected information consists of topological data of the road. These topological data are for example cartographic or geometric data. The topological data of the road includes, in particular, data relating to the longitude, the latitude and the profile of the road. More particularly, the topological data of the road include data selected from a slope and / or a radius of curvature and / or a tilt angle of the road.

Advantageously, information collected consists of traffic information along the route, that is to say information relating to the state of road traffic. Preferably, the traffic information is selected from a traffic density and / or a traffic light state along the road and / or an inter-distance between vehicles.

Advantageously, information collected consists of information relating to the external meteorological environment of the vehicle. Advantageously, information collected consists of information related to a local area located at the front of the vehicle. This information includes data related to a limited range area at the front of the vehicle.

According to one variant, information collected consists of an electronic horizon (or e-horizon). The electronic horizon is a map of the possible paths of the vehicle from a position of the vehicle at a time t. The electronic horizon also associates with segments and points of the map information describing the vehicle environment (number of lanes, speed limits associated with the segments, indications on the structures, among others). According to a variant, the method further comprises a step of correcting the initial engine operating profile from information relating to a state of the vehicle to provide said corrected motor operating profile of the vehicle. It may be a state of charge or discharge of a battery.

Advantageously, the determination of the initial and / or corrected engine operating profile comprises a substep of determining a speed profile. In a particular example, the speed profile makes it possible to determine a torque profile

4 engine, in particular using topological data of path associated with the path, such as a slope of the road. By way of example, the sub-step of determining the speed profile of the vehicle comprises receiving information relating to a speed limit along the road. Preferably, the method comprises a step of defining a starting point and a finish point of the path. Advantageously, the starting point and the arrival point are defined by their geographical coordinates, in particular their GPS coordinates.

The end point can be entered by a user. Alternatively, the end point may be defined from a learning of a user's habit. This can be done by memorizing successive trips made by the vehicle. The journeys are memorized in association with the departure time of the journey and the relevant user of the vehicle. During a new use of the vehicle, the time and the user of the vehicle are detected to determine the most likely arrival point desired by the user. According to another variant, the arrival point can be defined from the most probable path determined with an electronic horizon.

According to a preferred embodiment, the collection and correction steps are performed in real time, in particular periodically. The information may be collected periodically, for example with a higher periodicity for information relating to nearby path points than for information relating to more distant points of the path.

Preferably, a plurality of information relating to the path is collected during the journey and the correction step comprises a substep of merging said plurality of collected information. For example, the plurality of information comes from a plurality of sources. According to a preferred embodiment, the correction step comprises a substep of determining a confidence index relating to the relevance of the at least one piece of information collected. Advantageously, the method comprises steps of: learning at least one driving behavior of a driver of the vehicle; and - correction of the engine operating profile from the driving behavior of the driver. The invention also relates to a motor vehicle energy management system comprising means for: determining an initial motor operating profile of the vehicle associated with a path of said vehicle on a road; collecting at least one information relating to the journey during the journey; and - correcting the initial engine operating profile from said at least one piece of information collected to provide a corrected engine operating profile of the vehicle optimizing a vehicle energy balance. According to one variant, the system comprises means for correcting the initial engine operating profile from information relating to a state of the vehicle to provide said corrected motor operating profile of the vehicle. Advantageously, the means for determining an operating profile initial engine include a location device, including GPS, and / or mapping. Preferably, the management system further comprises means of communication with a user of the vehicle, in particular a man-machine interface. This interface makes it possible to inform the driver of the operating state of the system. It also allows the driver to choose a criterion for optimizing the energy balance: minimum consumption, minimum emission, charged batteries at the end of the trip, etc. Advantageously, the collection means comprise at least one sensor embedded in the vehicle. Preferably, the sensor is chosen from the group comprising a camera and / or a radar and / or a lidar ("Light Detection and Ranging" in English) and / or an ultrasonic sensor. Advantageously, the management system also comprises a means of telecommunication with the outside of the vehicle. This means may be, for example, a

6 cell phone, Wi-Fi, optical communication, etc., more generally called 12C communication means. Embodiments of the invention will now be described more precisely, but not limitatively, with reference to the accompanying drawings, in which: FIG. 1 is a diagram showing the structure of a power management system according to a embodiment of the invention; and FIG. 2 is a flowchart illustrating the steps of the energy management method according to one embodiment of the invention. FIG. 1 illustrates a management system 2 for the energy of a motor vehicle, for example a hybrid vehicle. This management system is preferably embedded in the vehicle. The management system 2 comprises data storage means (not shown) storing a digital map for example. The management system 2 further comprises a plurality of sensors 4 embedded on the vehicle. These sensors 4 comprise in particular a positioning device of the GPS ("Global Positioning System") type. These sensors 4 also include a camera and / or a radar and / or a lidar and / or an ultrasonic sensor. The management system 2 further comprises means 6 for determining an electronic horizon of the vehicle. The management system 2 also includes 12C communication means 8 for data communication with the outside of the vehicle. The sensors 4, the means 6 for determining an electronic horizon of the vehicle and / or the communication means 12C 8 are connected to means for assisting the driver 10. These driver assistance means 10 comprise a first Central Unit ECU1. In a known manner, they will be able to use said information to help the driver to have a driving adapted to the journey and / or the traffic. The driving assistance means 10 are also connected to energy management means 12. The energy management means 12 comprise a second central unit ECU2.

The energy management means 12 are connected to a driving chain 14 of the vehicle. The powertrain 14 comprises traction motors, in particular a heat engine and an electric motor, and a transmission chain.

The energy management means 12 are also connected to energy sources 16. These energy sources 16 comprise energy storage means, in particular a battery or a fuel tank, and energy producers. for example a solar panel. The energy management means 12 are furthermore connected to energy consumers 18. These energy consumers 18 comprise, for example, a heating, ventilation and air conditioning system ("HVAC"), a system lighting, a wiper system, etc. Preferably, the driving assistance means 10 and the energy management means 12 are connected to an HMI man-machine interface 20 enabling them to communicate with a driver 22 of the vehicle. The human-machine interface 20 thus makes it possible to inform the driver 22 of the state of the fuel consumption, the state of charge of the battery, the cost of the energy, the emission of 002, the carbon footprint, etc. The flowchart of FIG. 2 details the steps of the energy management method according to a preferred embodiment of the invention. At the start of the vehicle, the energy management system 2 is activated, in step 30, by the driver 22 of the vehicle through the man-machine interface 20. In a variant, the energy management system 2 is automatically activated at the start of the vehicle inherently in said system.

In step 32, the starting point and the arrival point of the path are defined by their geographical coordinates, in particular GPS. The starting point corresponds to the geographical position of the vehicle when it starts and / or when the system is activated. It is given by the GPS. According to a first embodiment, the arrival point is grasped by the driver 22 through the man-machine interface 20. Alternatively, the arrival point can be defined from a training of a driver's habit 22 .

The learning can be performed by the energy management system 2 by storing successive paths made by the vehicle. The paths are stored in the data storage means, in association with the departure time of the journey and the relevant user of the vehicle.

When starting the vehicle, the time and the driver 22 are detected to determine the most likely arrival point desired by the driver. For example, the driver 22 has a habit of starting his vehicle at 8 am every morning to go to his office. When the driver 22 starts the vehicle at 8 o'clock in the morning, the management system 2 defines the arrival point as being the geographical position of the driver's desk 22. As the car travels, during the first minutes, the system compares the journey current with the stored path to determine if it is one of the stored routes. In step 34, the management system 2 determines a path profile leading from the start point to the end point and an associated initial speed profile. The velocity profile gives velocity as a function of time and distance along the path. The initial speed profile is determined by taking into account speed limitation information along the route as well as route information received from the digital map relating to intersections, roundabouts, work areas, areas schools, tunnels, urban areas, etc. In step 36, the management system 2 corrects the initial speed profile determined in step 34 to provide a so-called practical speed profile. This practical speed profile takes into account topological data of the road such as a slope and / or a radius of curvature of the road. This data is collected, for example, by the means 6 for determining an electronic horizon and is communicated to the driving assistance means 10. In step 38, the management system 2 corrects the determined practical speed profile. in step 36 to provide a real speed profile. This real speed profile takes into account traffic information collected by the sensors 4 and by the communication means 12C 8 along the path of the vehicle, in particular, the traffic density and / or the state of the traffic lights along the road. of the road.

In any of steps 36 or 38, the state of the vehicle is taken into account in the correction. The state of the vehicle comprises, for example, a level of vehicle energy consumption and / or a vehicle emission level of 002, for example a desired level, and / or a state of charge of the battery and / or or a fuel level. In step 40, the management system 2 corrects in real time the real speed profile by performing a fusion of the information collected in real time by the sensors 4. This information may relate to weather conditions, temporary work areas, etc. .

All sensors 4 participate in the collection of such information. By way of example, the camera makes it possible to detect, in an area with a range of about one hundred meters, the presence of another vehicle and / or to process images of the tracks, road signs, etc. . It can thus provide the distance of the vehicle to static objects and identify specific information of the infrastructure of the road (lines, traffic lights, ...). The ultrasonic sensor collects information in a range limited to a few meters, which makes it particularly useful in intersections. The central unit ECU1 driver assistance means 10 determines a confidence index relating to the relevance of the information collected and performs a merger of all of this information taking into account the confidence index. In step 42, the management system 2 performs corrections of the speed profile on the basis of a previously learned driving behavior of the driver 22 of the vehicle. This driving behavior relates in particular to the monitoring of speeds by the driver 22 and an assessment of his driving style. Steps 36 to 42 may be iterated with the corrected speed profile, as indicated by arrow 43. Steps 30 to 42 above are performed by the driving assistance means. They make it possible to obtain a corrected speed profile that is particularly adapted to the actual path followed by the driver. This speed profile is then transmitted to the energy management means 12.

The ECU2 of the energy management means 12 then defines, in step 44, from the corrected speed profile, an appropriate energy management strategy to optimize the energy consumption of the vehicle. and / or the emission of 002. In step 46, the energy management means 12 control the driving chain 14, the energy sources 16 and the energy consumers 18 according to the results of the optimization. performed in step 44. In this regard, as already said, a state of charge of the battery can be taken into account and the energy management means 12 can, for example, control a charge or a discharge of the battery . Preferably, a synthesis of the state of the system is displayed in real time, using the man-machine interface 20, to inform the driver 22. Two scenarios illustrating the implementation of the management method of the energy of the invention are described below, for illustrative purposes. The first scenario concerns a portion of a path having a downward slope. Advantageously, the initial engine operating profile determined corresponds to a regenerative braking. During this regenerative braking, the kinetic energy dissipated during braking is recovered and converted into electrical energy to charge a battery. None of the collected information results in a modification of the initial profile. The corrected motor operating profile corresponds here to the initial motor operation. Thus, when the vehicle travels this portion of the path, the regenerative braking takes place. The second scenario concerns the same portion of the path having a downward slope. The energy management system has this time information that the battery is fully charged when the vehicle starts the slope. This information on the state of charge of the battery is taken into account by the method of the invention by controlling a propulsion of the vehicle by the electric motor on a first portion of the path portion. Then, when the state of charge of the battery reaches below a certain threshold, the vehicle continues the descent with a regenerative braking operation, during which the battery is charged.

Claims (26)

REVENDICATIONS1. A method of managing the energy of a motor vehicle comprising the steps of: - determining (34) a motor operation profile, said initial, of the vehicle associated with a path of said vehicle on a road; collecting at least one information relating to the journey during the journey; and - correcting the initial engine operating profile from said at least one piece of information collected to provide a corrected engine operating profile of the vehicle optimizing a vehicle energy balance. The method of claim 1, further comprising a step of correcting the initial engine operating profile from vehicle state information to provide said corrected engine operating profile of the vehicle. The method of claim 1 or 2, wherein determining (34) the initial and / or corrected engine operating profile comprises a sub-step of determining a speed profile. 20 The method of claim 3, wherein the substep of determining the vehicle speed profile comprises receiving information relating to a speed limit along the road. 5. A method as claimed in any one of the preceding claims comprising a step of defining (32) a start point and a path end point. 6. The method of claim 5, wherein the starting point and the arrival point are defined by their geographical coordinates, including their GPS coordinates. 7. The method of claim 5 or 6, wherein the end point is entered by a user (22). 30 12 The method of claim 5 or 6, wherein the arrival point is defined from a learning of a user's habit (22). 9. A method according to any one of the preceding claims, wherein a collected information consists of topological data of the road. The method of claim 9, wherein the topological data of the road includes data selected from a slope and / or a radius of curvature and / or a tilt angle of the road. The method of any one of the preceding claims, wherein information collected consists of traffic information along the route. The method of claim 11, wherein the traffic information is selected from a traffic density and / or a traffic light state along the road and / or an inter-distance between vehicles. 13. A method according to any one of the preceding claims, wherein a collected information consists of information relating to the external meteorological environment of the vehicle. 14. A method according to any one of the preceding claims, a collected information consists of information related to a local area at the front of the vehicle. The method of any one of the preceding claims, wherein a collected information consists of an electronic horizon. The method of any one of the preceding claims, wherein the collecting and correcting steps are performed in real time. A method according to any one of the preceding claims, wherein a plurality of path information is collected during the course of the journey, and wherein the correcting step comprises a substep of merging said plurality of information. collected. 18. The method as claimed in any one of the preceding claims, wherein the correction step comprises a substep of determining a confidence index relating to the relevance of the at least one piece of collected information. 10 19. A method according to any one of the preceding claims, comprising steps of: learning at least one driving behavior of a driver of the vehicle; and - correcting (42) the engine operating profile from the driving behavior of the driver. 20. A motor vehicle energy management system (2) comprising means for: - determining a motor operating profile, said initial, of the vehicle associated with a path of said vehicle on a road; - collecting (4, 6, 8) at least one information relating to the path during the journey; and - correcting (10) the initial engine operating profile from said at least one collected information to provide a corrected engine operating profile optimizing a vehicle energy balance. The system of claim 19 including means for correcting the initial engine operating profile from vehicle state information to provide said corrected engine operating profile of the vehicle. 30 22. The system of claim 19 or 20, wherein the means for determining an initial engine operating profile comprise a location device, including GPS, and / or mapping. 25 14 23. System according to any one of claims 19 to 21, further comprising means of communication (20) with a user (22) of the vehicle, in particular a man-machine interface. 24. System according to any one of claims 19 to 22, wherein the collection means comprise at least one sensor (4) embedded in the vehicle. 25. The system of claim 23, wherein the sensor (4) is selected from the group consisting of a camera and / or a radar and / or a lidar and / or an ultrasonic sensor. 26. System according to any one of claims 19 to 24, wherein the collection means comprise a telecommunication means (8) with the outside of the vehicle.