US20220032896A1 - Method for calculating a management setpoint for the comsumption of fuel and electric current by a hybrid motor vehicle - Google Patents

Method for calculating a management setpoint for the comsumption of fuel and electric current by a hybrid motor vehicle Download PDF

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US20220032896A1
US20220032896A1 US17/278,510 US201917278510A US2022032896A1 US 20220032896 A1 US20220032896 A1 US 20220032896A1 US 201917278510 A US201917278510 A US 201917278510A US 2022032896 A1 US2022032896 A1 US 2022032896A1
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journey
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internal combustion
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Abdel-Djalil OURABAH
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Renault SAS
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Renault SAS
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Definitions

  • the present invention relates generally to rechargeable hybrid vehicles.
  • It relates more particularly to a method for calculating a management setpoint for the consumption of fuel and electric current by a hybrid motor vehicle comprising at least one electric motor supplied with electric current by a traction battery, and an internal combustion engine supplied with fuel.
  • the invention is particularly advantageously applicable to hybrid vehicles with great electrical range, that is to say vehicles likely to run using just their electric motor over a distance greater than 10 kilometers.
  • a rechargeable hybrid vehicle comprises a conventional thermal traction chain (with an internal combustion engine and a fuel tank) and an electric traction chain (with an electric motor and a traction battery that can notably be set to charge at a current outlet).
  • Such a hybrid vehicle can be driven just by its electric traction chain, or just by its thermal traction chain, or even simultaneously by both its electric and thermal traction chains.
  • the strategy currently implemented to use one or other of the traction chains consists in systematically beginning by discharging the traction battery at the start of the journey until a minimal energy level is reached, then in using the thermal traction chain. In this way, when the driver performs short journeys and he or she regularly has the possibility of recharging the traction battery, he or she uses the electric traction chain to the maximum, which reduces the polluting emissions of the vehicle.
  • This strategy does not however always guarantee a minimal fuel consumption when the length of the journey exceeds the electric range of the vehicle. It is notably the case when the user begins a journey with a part on a motorway and ends it with a part in town.
  • the use of the electric traction chain on a motorway, at high power, is unsuitable because the electric losses are high, and the use of the thermal traction chain is unsuitable in town because the efficiency of the internal combustion engine is lower in a town than on a motorway.
  • zero-emission zones certain urban zones
  • the legislation sometimes prohibits the use of the internal combustion engine in certain urban zones (called “zero-emission zones”), which prohibition may be permanent or temporary, for example in the case of alternating traffic systems. It is then understood that the driver no longer has access to these zero-emission zones if the traction battery of his or her vehicle is discharged.
  • One drawback of this method is that it does not make it possible to ensure an all-electric operation of the vehicle over all the zero-emission zones of the journey. Thus, if two zero-emission zones are situated in proximity to one another, the method described does not make it possible to ensure that the vehicle can run in “all-electric” mode in the second zone.
  • Another drawback is that this method is not designed to best reduce the fuel consumption of the vehicle over all of the journey.
  • the present invention proposes a method for calculating a management setpoint for the consumption of fuel and electric current by a hybrid motor vehicle, which comprises steps of:
  • the invention makes it possible to minimize the fuel consumption over the entire journey, so as to reduce as much as possible the polluting emissions released into the atmosphere.
  • FIG. 1 is a table illustrating the values of attributes characterizing sections of a journey that a vehicle must make
  • FIG. 2 is a table illustrating the parameters of reference curves characterizing the sections of the journey to be made
  • FIG. 3 is a graph illustrating the distribution of specific consumption curves acquired in test runs
  • FIG. 4 is a graph illustrating several reference curves
  • FIG. 5 is a table associating, with each attribute value assigned to a section, a probability that this section is associated with one or other of the reference curves of FIG. 4 ;
  • FIG. 6 is a graph illustrating the corrections to be made to a reference curve, taking account of the electrical consumption of auxiliary devices of the vehicle;
  • FIG. 7 is a graph illustrating the corrections to be made to a reference curve, taking account of the slope of the section of the corresponding journey.
  • FIG. 8 is a graph illustrating different points for each reference curve associated with each section and a curve passing through the optimal points of these reference curves.
  • a motor vehicle comprises a chassis which notably supports a power chain, bodywork elements and vehicle interior elements.
  • the power train comprises a thermal traction chain and an electric traction chain.
  • the thermal traction chain notably comprises a fuel tank and an internal combustion engine supplied with fuel by the tank.
  • the electric traction chain for its part, comprises a traction battery and one or more electric motors supplied with electric current by the traction battery.
  • the motor vehicle here also comprises a current outlet that makes it possible to locally charge the traction battery, for example on the electrical network of a residence or on any other electrical network.
  • the motor vehicle also comprises auxiliary devices, which are here defined as electrical devices supplied with current by the traction battery.
  • Auxiliary devices that can be cited include the air conditioning motor, the motors of the electric windows, or even the geolocation and navigation system.
  • This geolocation and navigation system conventionally comprises an antenna making it possible to receive signals relating to the geolocated position of the motor vehicle, a memory making it possible to store a map of a country or of a region, and a screen making it possible to show the position of the vehicle on this map.
  • this screen is a touch screen to allow the driver to input information thereon. It could obviously be otherwise.
  • the geolocation and navigation system comprises a controller making it possible to calculate a journey to be made given information input by the driver, the map stored in its memory and the position of the motor vehicle.
  • the motor vehicle 1 also comprises an electronic control unit (or ECU), here called computer, notably making it possible to control the abovementioned two traction chains (notably the powers developed by the electric motor and by the internal combustion engine).
  • ECU electronice control unit
  • this computer is connected to the controller of the geolocation and navigation system, so that these two elements can have information communicated to them.
  • the main inter-unit communication network of the vehicle typically by the CAN bus.
  • the computer comprises a processor and a storage unit (hereinafter called memory).
  • This memory stores data used in the context of the method described hereinbelow.
  • It also stores a computer application, consisting of computer programs comprising instructions, the execution of which by the processor allows the method described hereinbelow to be implemented by the computer.
  • the term “journey” can be defined as being a path that the motor vehicle must take from a departure station to arrive at a destination station.
  • This destination station the aim of the journey, will be considered to be equipped with a charging station making it possible to recharge the traction battery via the current outlet with which the vehicle is equipped.
  • Each journey may be subdivided into “adjacent segments” or into “adjacent sections”.
  • each segment corresponds to a part of the journey which extends between two road intersections.
  • the controller will therefore determine the road segments through which the journey must pass.
  • each section of the journey corresponds to a part of the journey on which the characteristics of the road do not substantially change.
  • the journey could be subdivided into several sections on each of which the maximum authorized speed is constant.
  • a first attribute will be the “road category FC”.
  • the controllers with which the geolocation and navigation systems are equipped generally use this type of category to distinguish the different types of roads.
  • this category may take an integer value between 1 and 6.
  • An attribute equal to 1 may correspond to a motorway, an attribute equal to 2 may correspond to a national road, etc.
  • a second attribute will be the “slope RG” of the section, expressed in degrees or as a percentage.
  • the third, fourth, fifth and sixth attributes will relate to characteristic speeds of the vehicles using the section.
  • the third attribute will be the “speed category SC” of the section.
  • the controllers with which the geolocation and navigation systems are equipped generally also use this type of category to distinguish the different types of roads.
  • this category may take an integer value of between 1 and 6.
  • An attribute equal to 1 may correspond to a very high speed road (greater than 120 km/h), an attribute equal to 2 may correspond to a high speed road (between 100 and 120 km/h), etc.
  • the fourth attribute will be the “maximum speed limit SL” on the section.
  • the fifth attribute will be the “average speed SMS” observed over the section (whose value is derived from statistical measurement performed on each road).
  • the sixth attribute will be the “instantaneous speed TS” observed on the section (whose value is derived from a real time traffic status information system).
  • the seventh attribute will be the “length LL” of the section.
  • the eighth attribute will be the “average bend radius LC” of the section.
  • the ninth attribute will be the “number of lanes NL” of the section in the direction of travel taken by the vehicle.
  • the tenth attribute will relate to whether or not use of the internal combustion engine is authorized in the section considered.
  • the tenth attribute will be called “zero-emission ZE”.
  • it will be a boolean equal to 0 if use of the internal combustion engine is authorized on the section considered, and equal to 1 otherwise.
  • each section of the journey may be characterized by a lesser or greater number of attributes, the use of the tenth attribute however being unavoidable.
  • the state of energy SOE of the traction battery will be defined as being a parameter that makes it possible to characterize the energy remaining in this traction battery.
  • another parameter may be used, such as the state of charge SOC of the battery or any other parameter of the same type (internal resistance of the battery, voltage at the terminals of the battery, etc.).
  • the charge or discharge ⁇ SOE of the traction battery will then be considered equal to the difference between two states of energy considered at two distinct moments.
  • the “specific consumption curve” of the vehicle over a section considered is then defined as being a curve which associates with each fuel consumption value CC of the vehicle, a traction battery charge or discharge value ⁇ SOE.
  • a traction battery charge or discharge value ⁇ SOE is then defined as being a curve which associates with each fuel consumption value CC of the vehicle, a traction battery charge or discharge value ⁇ SOE.
  • the method which is implemented jointly by the controller of the geolocation and navigation system and by the computer of the vehicle, is a method for calculating a management setpoint for the consumption of fuel and electric current by the vehicle.
  • This method consists more specifically in determining how, on a predefined journey, the electric traction chain and the thermal traction chain must be used so as to:
  • the method comprises the following six main steps:
  • the first step consists in acquiring the journey that the motor vehicle must make.
  • This step may be carried out by the controller embedded in the geolocation and navigation system.
  • This step is then implemented in a conventional manner.
  • the controller of this system calculates the journey to be made, based notably on the routing parameters selected by the driver (fastest journey, shortest journey, etc.).
  • the method will have to be reinitialized when the vehicle makes a journey that is different from that defined by the geolocation and navigation system.
  • this first step may be performed otherwise.
  • the controller may detect the habits of the driver and automatically deduce therefrom the destination station.
  • this journey can be automatically acquired without the driver having to input any information on the touch screen of the geolocation and navigation system.
  • the controller embedded in the geolocation and navigation system knows the journey of the vehicle, which is then composed of a plurality of adjacent segments, which, it will be recalled, each extend between two road intersections.
  • the second step consists in dividing the journey into sections T i .
  • the characteristics of the road on one and the same segment can vary substantially (one part of the segment may correspond to a road with zero slope and another part of this segment may correspond to a road with a steep slope).
  • the aim is to divide the journey into sections, on each of which the characteristics of the road are uniform.
  • Each section T i will be defined here as being a portion of the journey which comprises at least one attribute that is invariable over all of its length.
  • This attribute may consist of the slope RG and/or the speed category SC and/or the road category FC.
  • Each section T i will also be defined in such a way that the “zero-emission ZE” attribute is invariable over all of its length.
  • this second step will be implemented by the controller embedded in the geolocation and navigation system. It will to this end subdivide the journey into sections T i of maximum lengths in which the abovementioned four attributes (RG, SC, FC, zero-emission ZE) are constant.
  • the controller has thus defined N sections (the index i therefore varying from 1 to N).
  • the third step consists in acquiring the attributes of each section T i .
  • this third step is performed as follows.
  • the controller embedded in the geolocation and navigation system informs the computer that a new journey has been calculated.
  • the computer then asks for the attributes of each section to be sent, in the form for example of a table of the type illustrated in FIG. 1 .
  • the controller then acquires the attributes of each section as follows.
  • a last part of these attributes is communicated to it by another device, notably the instantaneous speed TS that the real time traffic status information system communicates to it.
  • the “zero-emission ZE” attribute can, for its part, either be read in the memory of the geolocation and navigation system (for the zones where the law permanently prohibits the use of the internal combustion engine), or be communicated by another device (for example communicated by a radio station adapted to emit radio signals indicating the zones where the law currently prohibits the use of the internal combustion engine). It is also possible to provide for the user to him or herself choose zones of the journey in which he or she does not want to allow the use of the internal combustion engine.
  • the controller then transmits all of this information to the main computer of the vehicle, via the CAN bus.
  • the advantage of using the controller embedded in the geolocation and navigation system rather than the main computer of the vehicle to carry out the first three steps is to reduce the quantity of information to be transmitted to the computer by the CAN bus. In fact, by merging the adjacent segments of the journey which have the same attributes, the volume of data transmitted is reduced, which speeds up the transmission of the data by the CAN bus.
  • the computer implements the following steps.
  • the fourth step thus consists, for each of the sections T i , in determining, from among the reference curves CE j stored in the memory of the computer, that which will make it possible to best estimate the energy consumption (fuel and current) of the vehicle on the section T i considered.
  • This step thus makes it possible to switch from a characterization of each section by attributes to a characterization by an energy cost.
  • the computer will use the table TAB illustrated in FIG. 5 , which is stored in its memory.
  • this table TAB has rows which each correspond to a value (or to a range of values) of one of the attributes. It has columns each corresponding to one of the reference curves CE j .
  • the memory of the computer stores M reference curves CE j , with M equal here to eleven.
  • this table TAB will be stored in the memory of the computer with values in each of these cells.
  • These values will be probability values (lying between 0 and 1) corresponding to the probability that each attribute value corresponds to one or other of the reference curves CE j .
  • the computer can then note down each probability value corresponding to the value of each attribute of the section T i considered.
  • the computer notes down the values denoted a 1 to a 11 , b 1 to b 11 , c 1 to c 11 , d 1 to d 11 , e 1 to e 11 and f 1 to f 11 .
  • the computer then adds up the probabilities that the section T i considered is indeed characterized in terms of energy cost by each of the eleven reference curves CE j .
  • the computer to this end adds up the values denoted a 1 to f 1 , then a 2 to f 2 , and so on.
  • the computer can then acquire, in its memory, the values of the parameters characterizing this reference curve CE j .
  • test runs make it possible to determine the fuel and electric current consumption of the vehicle on different sections whose attributes are known. For that, the vehicle is made to move several times over each section, each time increasing the share of the traction developed by the electric motor.
  • each specific consumption curve CCS describes the average energy consumption of the vehicle for the situation of a run on a horizontal road (zero slope), without electrical consumption by the auxiliary devices.
  • Each specific consumption curve CCS can be modeled by a second order polynomial for which the charge and discharge variations ⁇ SOE of the traction battery are bounded between a minimum threshold ⁇ SOE min and a maximum threshold ⁇ SOE max , which can be written as follows:
  • FIG. 3 then illustrates points whose coordinates correspond to these two variables ⁇ 0 and ⁇ SOE max . It shows the distribution of the specific consumption curves CCS obtained in the test runs made. Here, it is considered that these points are distributed in eleven distinct zones. Each zone is then defined by its barycenter.
  • each section T i is then defined, as FIG. 2 shows, by the abovementioned parameters ⁇ 0 , ⁇ 2 , ⁇ SOE min , ⁇ SOE max , and by the length LL i of each section T 1 , by its slope RG i , and by the “zero-emission ZE” attribute.
  • the selected energy curve CE i does not take account of the slope of the section T i , or of the electric current consumption of the auxiliary devices (air-conditioning motor, etc.), or of whether or not use of the internal combustion engine is authorized on the section considered.
  • this correction step consists simply in shifting the reference curve CE i associated with the section T i upward or downward (that is to say with constant charge or discharge ⁇ SOE), by a value that is a function of the slope RG i .
  • the correction step will consist in correcting the parameter ⁇ 0 according to the following formula:
  • the electrical power value P aux considered is the value which can be measured at the time of the calculations. In this method, it is therefore assumed that the electrical power consumed will remain substantially constant over the journey. If the computer were to detect a great variation in this electrical power over a long period (for example because the air-conditioning has been started up), it could be programmed to recommence the method at this step in order to take account of the new electrical power value P aux .
  • the method could be reinitialized at this second correction step if the difference between the electrical power considered in the calculations and that measured were to remain above a threshold (for example 10%) for a duration exceeding a threshold (for example 5 minutes).
  • a threshold for example 10%
  • the second correction step consists simply in shifting the reference curve CE i associated with the section T i to the left (that is to say with constant fuel consumption), by a value that is a function of the electrical power P aux .
  • the correction step will consist in shifting the reference curve CE 1 by a value E AUX calculated from the following formula:
  • v represents the average speed over the section (in km/h). This value can be supplied directly by the geolocation and navigation system, estimating that it will be equal to the traffic speed value or to the statistical average speed or to the speed limit.
  • the fifth step of the method then consists in determining, on each reference curve CE j , the optimal point P i which will make it possible to minimize the fuel consumption of the hybrid motor vehicle over all of the journey and obtain a complete discharge of the traction battery at the end of said journey, while observing the constraint defined by the “zero-emission ZE” attribute.
  • This step could be performed by means of any algorithm (quadratic programming, dynamic programming, etc.).
  • each point is then equal to the energy state SOE of the traction battery that would remain at the end of the section if the vehicle were driven according to the corresponding point of the reference curve CE j , given the charge or discharge applied to the traction battery.
  • Each point therefore constitutes a node n i,x (the index i corresponding to the section T i considered and the index x corresponding to the energy state SOE of the traction battery at the end of the section T 1 considered).
  • the objective of the algorithm A* is thus to find the path CI which will make it possible to minimize the fuel consumption of the vehicle while respecting the zero-emission zones of the journey.
  • the cost function g represents the quantity of fuel needed to arrive at the node n from the initial node (start of the journey) over the best available route based on the choices relating to charge or discharge ⁇ SOE to be applied to the battery in the preceding sections
  • the heuristic function h represents an optimistic estimation of the quantity of fuel remaining to be consumed with a charge or discharge ⁇ SOE which could be applied to the traction battery to go from the node n to the final node, considering the case of a linear discharge of the traction battery from the node n.
  • the cost function g can thus be expressed, to represent the cost of a transition from a node n i,x (defined by a curvilinear abscissa d i and by an energy level SOE x ) to a node (defined by a curvilinear abscissa d i,1 and by an energy level SOE y ) by the expression:
  • the heuristic function h of the node n i,x can, for its part, be expressed by the expression:
  • the function f allows the algorithm to explore, on each calculation step, the route which both minimizes the cost to arrive at the current node while also minimizing the cost remaining from this node to the end of the journey.
  • the use of the function f urges this algorithm to explore the routes closest to the optimal route, which limits the exploration of sub-optimal routes and which makes it possible to obtain good results in a minimum of computation time.
  • the function f is parameterized so as to ensure an “all-electric” mode of operation on the sections where the “zero-emission ZE” attribute is equal to 1.
  • the computer of the motor vehicle implements three distinct operations.
  • the first two operations are provided to assign the operation of the algorithm A* while the third operation is provided to act directly on the internal combustion engine.
  • the first operation consists, for the sections T i where the “zero-emission ZE” attribute is equal to 1, in forcing the use of the nodes n i,x which maximize the discharge of the traction battery.
  • the algorithm A* is provided to be able to choose only a single node n i+1,y such that:
  • ⁇ SOE i,min represents the electrical consumption in “all-electric” mode of the vehicle on the section T i (between the nodes n i,x and n i+1,y ).
  • the second operation consists in applying penalties in the calculation of the heuristic function h to all the routes which would result in a fuel consumption over the section T i so as to make that route less advantageous from the point of view of the algorithm.
  • This second operation thus makes it possible to improve the rate of convergence of the algorithm A*.
  • the penalty is modeled here by the abovementioned multiplying coefficient ⁇ i ZE .
  • this multiplying coefficient is chosen such that:
  • ⁇ i ZE A>1 on the sections for which the “zero-emission ZE” attribute is equal to 1, A being a predetermined constant.
  • the computer creates an energy management setpoint based on the coordinates of the optimal points P i .
  • This energy management setpoint is then used during the journey by the computer in order to follow the route, so that the energy state SOE of the traction battery follows the path CI illustrated in FIG. 8 .
  • the third operation consists in creating the energy management setpoint so that it includes an inhibition signal that inhibits the starting of the internal combustion engine on the sections for which the “zero-emission ZE” attributes are equal to 1.
  • the inhibition signal is then transmitted to the computer which therefore prevents any starting of the internal combustion engine on these sections.
  • the computer will be designed to alert the driver, for example via a screen situated in the central console of the vehicle, to the fact that passing through such sections will be impossible.
  • the computer may then propose another journey that does not have this problem.

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