WO2013026973A1

WO2013026973A1 - Method and device for checking the remaining range of a hybrid or electric automobile

Info

Publication number: WO2013026973A1
Application number: PCT/FR2012/051826
Authority: WO
Inventors: Cedric Nouillant; Melaine Migaud; Mathias GALVIN
Original assignee: Peugeot Citroen Automobiles Sa
Priority date: 2011-08-23
Filing date: 2012-08-02
Publication date: 2013-02-28
Also published as: FR2979312B1; FR2979312A1

Abstract

The invention relates to a method for checking the remaining range of an automobile, said automobile comprising an electric power train (16) powered by an electric storage device (14), said power train being suitable for: rotating a wheel (15) of said automobile; recovering at least a portion of the kinetic energy from said wheel when the vehicle decelerates; converting said kinetic energy into electric energy; and recharging said storage device with said electric energy, said method comprising the steps of: calculating a first remaining range of said automobile, said range corresponding to a distance that said vehicle can travel without changing the driving style; calculating the amount of additional electric energy that can actually be used to recharge said storage device; calculating a second remaining range of said automobile, said second range including said amount of electric energy; and informing said driver, via a man/machine interface, of said two ranges.

Description

AUTONOMY CONTROL METHOD AND DEVICE

REMAINING KILOMETRIC OF A HYBRID MOTOR VEHICLE

OR ELECTRIC

[01] TECHNICAL FIELD OF THE INVENTION

[02] The present invention relates to a method and device for monitoring the remaining mileage of a vehicle of the automotive type. The technical field of the invention is, in general, that of hybrid and electric motor vehicles. More particularly, the invention relates to the communication to the driver of information relating to the power consumption of his vehicle and therefore the remaining mileage of said vehicle.

[03] BACKGROUND OF THE INVENTION [04] In the state of the art, it is known that on vehicles comprising a traction chain and / or electric propulsion, it is possible to recover kinetic energy during deceleration phases and transform it into electrical energy to recharge the electric storage and thus increase the autonomy of said vehicles. This principle is commonly called regenerative braking.

[05] More specifically, this regenerative braking is active when the driver lifts the foot of the accelerator pedal, in a first zone of displacement of said pedal where the interpreted torque is braking, and possibly when the driver presses his pedal of brake, the electric machine then still taking the braking torque.

[06] Therefore, the skilled person has an interest in maximizing this recovery phase, without degrading the driving pleasure because a high recovery torque maximizes the recovered energy but strongly degrades the feeling of the driver . A compromise must therefore be reached in the control law between the depression of the brake and accelerator pedals and the braking torque taken by the electric machine. [07] Once this compromise is achieved, it is the driver's nervous, sporty or calm driving style that will greatly influence the vehicle's fuel consumption. Therefore, any pressure on the brake pedal activating the hydraulic or mechanical braking system has the effect of dissipating energy in thermal form today not recovered in the brake discs and calipers. Any anticipation of braking, by raising the foot of the accelerator pedal without braking by pressing the brake pedal, then allows the best use of recovery by the electric machine and thus extend the range of the electric vehicle or hybrid. This behavior is of course to be tempered vis-à-vis an emergency braking where the priority is safety and not consumption.

[08] US7798578 is the closest state of the art identified. This document discloses a device for assisting the driving of a hybrid vehicle comprising an energy storage member, a regenerative braking system coupled to the energy storage device and a dissipative braking member. The device provides the driver with information that can be visual, auditory or haptic when the braking level requested by the brake pedal is for example greater than that can achieve the regenerative braking system, or in anticipation when the dissipative braking is on the point of being activated. The system is deactivated when the storage level of the storage device exceeds a certain threshold value. It is known in this document to have a routine determining the performance of the driver on a complete route and providing the driver a rating on its use of dissipative braking compared to regenerative braking to educate on the quality of its braking. The results are saved to inform the driver of his progress.

[09] In the prior art, there is therefore no evaluation and display on a human / machine interface (HMI) of the impact of the use of a regenerative braking system on the autonomy an electric or hybrid vehicle. In other words, today, drivers can not adjust their driving style based on the distance to the next electric charging station. [010] GENERAL DESCRIPTION OF THE INVENTION

[011] The invention proposes to solve the technical problem described above.

[012] The subject of the invention is therefore a method for controlling the remaining mileage autonomy of an automobile-type vehicle, said vehicle comprising a traction and / or electric propulsion chain powered by an electrical storage unit, said chain being adapted to

- rotate at least one wheel of said vehicle,

recovering at least partially the kinetic energy of said wheel when the vehicle is decelerating,

transforming said kinetic energy into electrical energy, and

reloading said storer with said electrical energy,

said method comprising steps in which

a first kilometric autonomy remaining of said vehicle is calculated, said autonomy corresponding to a distance that can be traveled by said vehicle if its driver maintains the same driving style throughout his journey,

said driver is informed, via a man / machine interface, of said first autonomy,

characterized in that

a quantity of additional electrical energy effectively usable over said distance is calculated for recharging said storer, if no energy is lost during dissipative mechanical braking,

a second remaining mileage of said vehicle is calculated, said second range including said quantity of usable electrical energy,

said driver is informed, via the man / machine interface, of said second autonomy and / or of the difference between the two autonomies.

[013] With these provisions, the driver can anticipate, as much as possible, engine braking to optimize the remaining mileage of his vehicle. [014] To do this, an algorithm interpreting the actions of the driver on these pedals vis-à-vis the possibilities of the vehicle to know if it has acted wisely. These estimates are then retranscribed to the driver via an HMI to enhance the anticipation of braking and enhance this type of driving by giving it prospects for improvement.

[015] The first calculated autonomy calculation takes into account the actual energy consumption at the storeroom. The second calculation of autonomy is made from a fictitious consumption evaluated assuming that all the kinetic energy dissipated by the braking system has been recovered by the electric machine. In one example, when the deceleration level of the vehicle exceeds 0.3 g, it is considered that the driver is facing an emergency situation and that the additional kinetic energy during this braking was not recoverable.

[016] According to particular characteristics,

- the speed of the vehicle is measured for a predetermined period,

a distance traveled by the vehicle is calculated since its storer was reloaded according to the following equation distance (t) = distance (t-At) + v (tt in which distance (t-At) is

predetermined and corresponds to a distance traveled by said vehicle at the beginning of the period during which said speed is measured,

a distance traveled by said vehicle during said period is calculated,

- by means of a sensor, the electric current coming out of the storage unit is measured,

a first remaining energy quantity of said reserve is calculated and a first energy consumption of said vehicle during said period, said first remaining energy quantity being a real state of charge of said battery calculated according to the following equation SOC {t) = SOC {t - At) + - f - I

Jt-At _st0Ckeu Mdt in which SOC (t-At) is the storage state

the state of charge of said battery at the beginning of said period and C _st0 ck _e ur is its predetermined nominal capacity 64. [017] According to particular characteristics,

the first autonomy is calculated as a function of the energy contained in the battery by means of the following equation

autonomy _E (t) = (Adistance (t) / AE (t)). E (SOC (t)), in which

Adistance (t) = distance (t) - distance (t-At) and AE (t) = E (SOC (t)) -

E (SOC (t-At)), E (t) being the contained energy of the battery defined by

E {t) = Cf _o ^{OC (t)} u {SOC) .dSOC,

- the first autonomy is calculated according to the following equation

U + ^ SOCit) autonomy _E (t) = Adistance (t) / AE (t). E (SOC (t)) -

U, + -. {SOC {t) + SOC {t - At)) _is autonomy _E - autonomy. f {) _{ayQC a} nondimensional corrective _actor defined by the following equation

autonomy (t) = soc (t) .Adistance (t) / ASOC (t), where Ui represents the voltage of the null battery at zero SOC and the slope of the no-load voltage.

[018] According to particular characteristics,

a second remaining energy quantity of said reserve is calculated and a second energy consumption, including the energy recoverable under braking, of said vehicle during said period,

the second autonomy is calculated according to the following equation autonomy _E (t) = Adistance (t) / AE (t) (E (S0C (t)) + E _{recoverable, effective} ).

[019] The main technical difficulty is to estimate this recoverable energy. To do this, according to particular characteristics,

calculating a force corresponding to a set of forces applied to the vehicle by means of a first observer, or

an acceleration due to said effort is calculated by means of an alternative of said observer or according to the following equation

F (t)

where m is the total mass of said vehicle, m

- one calculates or measures a pressure of a master cylinder of a braking system of said vehicle,

a surplus of potentially recoverable pressure is calculated during the period as a function of the following equation AP _mc (t) = P _mc (t) {t],

in which k _f is a ratio equivalent to the braking system and R is the radius of the wheel,

- calculating an amount of mechanical energy theoretically recoverable from the remaining distance according to the following equation E = ^ _rable. f AP _mc {t) .v {t) .dt,

a quantity of electrical energy that is theoretically recoverable over the distance remaining to be calculated is calculated according to the following equation: ## _EQU1 _## where W _cdT is an average efficiency of the chain traction,

the amount of additional electrical energy is calculated according to the following equation

_{Récuférable} E ^ _E = min (E ^ c _re _CH, _Oar;. E (l00%) - E (5OC _(i)))! where E (100%) is the maximum electrical quantity that the battery can hold.

[020] Thanks to these provisions, the acceleration to _others (t) makes it possible to know if it is sloping or if other types of forces are applied to the vehicle and thus to know if the mechanical braking was legitimate or if, on the contrary, it could have been done by a recuperative braking.

[021] According to particular characteristics,

- the driver is informed of the second autonomy and / or the difference between the two autonomies either permanently, or as soon as the vehicle decelerates,

the driver's driving style is recorded as a function of a quantity of kinetic energy recovered by the traction chain and / or electric propulsion and according to the following equation

[022] The invention also relates to a device for controlling the remaining mileage of a vehicle of the automotive type, said vehicle comprising a traction chain and / or electric propulsion powered by an electrical storage device, said device comprising a supervisor and a man / machine interface, said channel being adapted to

- rotate at least one wheel of said vehicle,

transforming said kinetic energy into electrical energy, and

reloading said storer with said electrical energy,

said supervisor being adapted to

calculating a first remaining kilometric autonomy of said vehicle, said autonomy corresponding to a distance that can be traveled by said vehicle if its driver maintains the same driving style throughout his journey,

inform said driver, via said man / machine interface, of said first autonomy,

characterized in that the supervisor is further adapted to

calculating a maximum amount of electrical energy that can be effectively used to recharge said storer, if no energy is lost during dissipative mechanical braking,

calculating a second remaining kilometric range of said vehicle, said second range including said quantity of usable electrical energy,

informing said driver, via the man / machine interface, of said second autonomy and / or of the difference between the two autonomies.

The advantages, aims and particular characteristics of this device being similar to those of the method that is the subject of the present invention are not recalled here.

[024] According to particular characteristics,

the vehicle further comprises a heat engine fed with fuel by a fuel tank comprising a remaining fuel measurement probe,

the storer is a high voltage rechargeable electrochemical battery which has a sensor adapted to measure its outgoing electric current, - A first energy consumption of the vehicle for a predetermined period corresponds to a fuel volume burned by said engine and the amount of current exiting said battery.

[025] According to particular characteristics,

the storer is a high voltage rechargeable electrochemical battery which has a sensor adapted to measure its outgoing electric current,

a first energy consumption of the vehicle during a predetermined period corresponds to the quantity of current leaving said battery.

[026] The invention also relates to a vehicle of the automotive type characterized in that it comprises such a device.

[027] The advantages, aims and particular characteristics of this vehicle being similar to those of the method and device objects of the present invention, are not recalled here.

[028] The invention and its various applications will be better understood by reading the following description and examining the figures that accompany it.

[029] BRIEF DESCRIPTION OF THE FIGURES [030] These are presented only as an indication and in no way limitative of the invention. The figures show:

- Figure 1: a schematic representation of an overall view of an embodiment of the vehicle according to the invention;

FIG. 2: a representation, in the form of a logic diagram, of one embodiment of the method according to the invention;

FIG. 3: a representation, in the form of a logic diagram, of a first calculation step of the method according to the invention;

FIG. 4: a representation, in the form of a logic diagram, of a second calculation step of the method according to the invention. [031] In these figures, the identical elements retain the same references.

[032] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION [033] FIG. 1 details the equipment on board a vehicle. The vehicle 10 comprises a power train and / or electric propulsion 16 powered by an electric storage unit 14, an accelerator pedal 20, a brake pedal 22, a braking system 12 with ABS and ESP not shown, and four wheels 15 and 17. [034] In the example, it is a traction chain 16 and the electrical storage 14 is a high voltage rechargeable electrochemical battery which has a sensor adapted to measure 50 its outgoing electrical current Stacker (t In a variant, the vehicle further comprises a thermal propulsion chain supplied with fuel by a fuel tank comprising a remaining fuel measurement probe.

[035] The electric traction chain 16 is adapted to

- rotating at least one wheel 15 of said vehicle,

recovering at least partially the kinetic energy of said wheel when the vehicle decelerates,

transforming said kinetic energy into electrical energy, and

reloading said storer with said electrical energy,

[036] The remaining kilometer-range control device of the vehicle 10 according to the invention comprises a supervisor 18 and an HMI man / machine interface. The supervisor 18 in particular manages the will of the driver by interpreting the depression of the accelerator pedal 20 to generate a torque demand to the electric power train 16.

[037] Figure 2 shows, in the form of a logic diagram, an embodiment of the method 40 according to the invention. The supervisor 18 is adapted to implement said method. In other words, the supervisor 18 is configured to

calculate a first remaining kilometric autonomy autonomy _E (t) of said vehicle, said autonomy corresponding to a distance that can be traveled by the vehicle 10 if its driver maintains the same driving style throughout his journey,

informing said driver, via said man / machine interface, of said first autonomy,

calculating 82 a maximum amount of electrical energy Ereced _P embie, actual effectively usable to recharge said storer, if no energy is lost in dissipative mechanical braking,

calculating 84 a second remaining kilometric range autonomy (t) of said vehicle, said second range including said quantity of electrical energy,

informing said driver, via the human / machine interface HMI, of said second autonomy and / or of the difference between the two autonomies.

[038] In this way, the driver knows how much autonomy he can gain by making maximum use of the engine brake of his vehicle rather than the mechanical brake that converts kinetic energy into thermal energy at the discs and calipers of the braking system. 12.

[039] To calculate 72 the first autonomy autonomyE (t), the supervisor is also adapted to

measuring 42, with the aid of sensors not shown of the ABS, the speed v (t) of the vehicle 10 for a predetermined period At long enough for the charge state SOC of the battery 14 and the distance traveled by the vehicle 10 have varied significantly,

calculate a distance traveled distance (t) by the vehicle 10 since its storer 14 has been reloaded as a function of the following equation tan ce (t) = dis tan ce (t - At) + Γ v (tt in which distance (t-At) is

JF-N

predetermined and corresponds to a distance traveled by said vehicle at the beginning t-At of the period At during which said speed is measured,

calculating a distance traveled Adistance (t) = distance (t) - distance (t-At) by said vehicle during said period,

calculating 46 a first remaining energy quantity SOC (t) of said reserve and a first energetic consumption ASOC (t) = SOC (t) - SOC (t-At) of said vehicle during said period, said first quantity remaining energy SOC (t) being, in the example, a state of actual charge of said battery calculated according to the following equation

1

SOC {t) = SOC {t - At) +

CJ Γ ¹ stockeuX -dt in which SOC (t-At) is the state t-At

stocker

charging said battery at the beginning t-At of said period and C _st0 ck _e ur is its predetermined nominal capacity,

calculate the first autonomy according to the energy contained in the battery by means of the following equation

autonomy _E (t) = (Adistance (t) / AE (t)). E (SOC (t)), in which

Adistance (t) = distance (t) - distance (t-At) and AE (t) = E (SOC (t)) - E (SOC (t-At)), from the battery defined by

the voltage of the battery is supposed to depend on the SOC in the following manner u (SOC) = U + SOC, with U _i the voltage of

defined by the following equation

and

autonomy (t) = soc (t) .Adistance (t) / ASOC (t), in which Ui represents the voltage of the null battery at zero SOC and the slope of the no-load voltage,

calculating 80 a second remaining energy quantity of said reserve and a second energy consumption, including the recoverable energy during braking, of said vehicle during said period.

[040] In one example, the second energy quantity being a potential state of charge of said battery calculated according to the following equation E (t) = CJ U (SOC) .dSOC, which is known to those skilled in the art , and in which ESOC (t-At) is the potential state of charge of said battery at beginning of the said period.

[041] In a variant, to simplify the calculation of said first autonomy, this corrective factor is neglected, that is to say it is considered that

[042] In the hybrid powertrain variant, the first energy consumption of the vehicle corresponds to a volume of fuel burned by the heat engine and a quantity of current exiting said battery.

[043] To calculate 84 the second autonomy autonomy E (t), the supervisor is further adapted to calculate 80 a second remaining energy quantity E (SOC (t)) of said reserve and a second energy consumption AE (t) = ESOC (t) -ESOC (t-At) of the vehicle 10 during said period, said second energy amount being a potential charge state of said battery. [044] The second autonomy is here calculated as a function of the following equation: autonomy ' _E (t) = Adistance (t) / AE (t) (E {SOC {t)) + E _{recoverable effectively} ).

[045] Typically, the driver is informed 84 of the second autonomy and / or the difference between the two autonomies either permanently or as soon as the thermal control system is in operation.

[046] To calculate the amount of additional electric power Ereced _P embie, effective, the supervisor 18 is further adapted to

- calculate 52 a force F _others (t) corresponding to a set of forces applied to the vehicle 10 by means of a first observer said Margolis shown in Figure 3, or

calculating an acceleration to _others (t) due to said effort by means of an alternative, represented in FIG. 4, of the so-called Margolis observer or

F (t)

according to the following equation at _others (t) = ^other , in which m is the m

total mass of said vehicle,

measuring 56, using sensors not shown in the ESP, a pressure P _mc (t) of a master cylinder of the braking system 12,

calculating a potentially recoverable pressure surplus AP _mc (t) during the period Δΐ according to the following equation

(ti, where k _f is a ratio equivalent to

braking system and R is the radius of the wheel,

calculating a quantity of mechanical energy E ™ meca recoverable theoretically recoverable over the distance remaining to be traveled according to the following equation,

- 62 calculate an amount of electric energy E ^c _ec _{u ≠ maple} theoretically recoverable from the remaining distance according to the equation elec méca

Next proces E ^J, r _r a _a b _b l e _l _e = η IC _α dT _τ 'r ^ .Ε recovered ° maple', where _CDT is an average of recharging the traction system 16.

[047] In other words, we need the F _other observers to estimate the â _other e _r écupérable, effective- [048] In one embodiment, the pressure P _mc (t) is calculated according to a depression of the brake pedal 22.

[049] The observer of Margolis has the advantage of presenting himself in the form of a conventional control scheme with a method G to be regulated by a corrector C by feedback having as input the difference between the speed measured by a sensor and the estimated speed at the output of the method G.

[050] The main idea of the Margolis observers is to carry out a control loop converging the estimated speed at the output of the method G towards the measured speed. To do this, a feedback corrector C is synthesized which takes the input speed difference and which will dictate the _other effort F to reduce this difference. The _other effort F serves as input to the method G and is also the effort that one wishes to estimate.

[051] The second variant proposed is to reason directly in terms of acceleration and not in terms of effort, which simplifies the calculations but remains theoretically equivalent. [052] In a variant, to estimate the effort F _other which includes among others the slope of the road (unknown a priori), we can also use the Fundamental Principle of the Dynamics of a vehicle along a longitudinal axis defined by the the following equation + ^F has _Utni s (t) + mlu) _taiigage {t), in which ûhngage is a

pitch speed of the vehicle, C _m is a torque of the electric motor including regenerative braking, is a torque of the brake system 12 and / is a length equivalent to the pitch lever arm.

[053] An acceleration at _cf (t) due to the braking circuit by pressing on the

k

The brake pedal 22 is defined by the following equation: _rf (t) = - P _mc (t). If mR

the latter remains confined to a neighborhood of zero around the acceleration to _others {t) then, the driver could certainly anticipate his braking maneuver using the recuperative brake. If, on the other hand, this acceleration is greater than a threshold value that can only be achieved by the braking system to ensure the safety of the occupants, then there is no need to reason in terms of energy optimization.

[054] The range where anticipation of braking could have been possible is defined according to the following equation | _{c c /} (t) + _{fl flHej} (t) | <<¾ / m, in which the limit acceleration <¾ _m is dependent

- a _safety acceleration where the braking is safe, that is to say outside the case of energy optimization,

- Limited acceleration due to the capacity of the electric power train 16 which depends in particular on the capabilities of the electric machine and the state of the battery. [055] More precisely, a _{] m} is calculated as a function of the following equation at _lim = mm {a _security ; a} with for example a _security "0.3. $.

[056] The amount of additional electrical energy E _re-C errable, effective is calculated according to the following equation

E ^ _rgcupgrable _ctive r = _n m _(r ^ Eélec _inue - E {l00%) - E {SOC {t))), wherein E (100%) is the maximum electrical quantity that the battery can hold.

[057] In a preferred embodiment of the invention, the driver's driving style is recorded as a function of a quantity of kinetic energy recovered by the electric traction train 16 and according to the following equation

. When the recoverable energy tends towards 0, the note tends towards the maximum of 10. It is possible to display this note between 0 and 10 permanently to value the progression of the driver.

[058] In the claims, the word "comprising" does ^not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude a plurality. The mere fact that the different features are recited in the mutually different dependent claims does not indicate that the combination of these features can be advantageously used.

Claims

1 - Method (40) for controlling the remaining mileage of a vehicle (1 0) of automobile type, said vehicle comprising a traction chain and / or electric propulsion (1 6) powered by an electrical storage (14), said chain being adapted to

- rotate at least one wheel (1 5) of said vehicle,

transforming said kinetic energy into electrical energy, and

reloading said storer with said electrical energy,

said method comprising steps in which

a first remaining kilometric autonomy (autonomy _{Ε) of} said vehicle is calculated (72), said autonomy corresponding to a distance that can be traveled by said vehicle if its driver maintains the same driving style throughout his journey,

said driver is informed (72), via a human / machine interface (HMI), of said first autonomy,

characterized in that

an additional amount of electrical energy is calculated (82)

{E _r écupémbie, effective) effectively usable on said distance to charge said storage device, if no energy is wasted in dissipating mechanical braking,

a second remaining mileage (autonomy E (t)) of said vehicle is calculated (84), said second range including said quantity of usable electrical energy,

said driver, via the man / machine interface, is informed (84) of said second autonomy and / or of the difference between the two autonomies.

2 - Process according to claim 1, characterized in that

the speed (v (t)) of the vehicle is measured (42) for a predetermined period {Δή,

calculating (44) a distance traveled {distance (t)) by the vehicle since its storer has been reloaded according to the following equation distance (t) = distance (t-At) + Γ v (tt in which distance (t-Δή is predetermined and corresponds to a distance traveled by said vehicle at beginning (t-At) of the period (At) during which said speed is measured,

calculating (44) a distance traveled {Adistance (t) = distance (t) - distance (t-At)) by said vehicle during said period,

measuring (50), by means of a sensor, the electrical current leaving the hopper (t),

a first remaining energy quantity (SOC (t)) of said reserve is calculated (46) and a first energy consumption (ASOC (t) = SOC (t) -SOC (t-At)) of said vehicle during said period, said first remaining energy quantity {SOC (t)) being a real state of charge of said battery calculated according to the following equation

SOC {t) = SOC {t - At) + - - Γ I _storer {t) .dt in which SOC (t-At) is the state

(Jt-At

stocker

charging said battery at the beginning (t-At) of said period (At) and C _st0 ck _e ur is its predetermined nominal capacity (64).

3 - Process according to claim 2, characterized in that

the first autonomy is calculated (72) as a function of the energy contained in the battery by means of the following equation

autonomy _E (t) = (Adistance (t) / AE (t)). E (SOC (t)), in which Adistance (t) = distance (t) - distance (t-At) and AE (t) = E (SOC (t)) - E (SOC (t-At)), E (t) being the contained energy of the battery defined by E {t) = Cf _o ^{OC {t)} u {SOC) .dSOC,

- the first autonomy is calculated (72) according to the following equation

U ^ -SOCif) autonomy _E (t) = Adistance (t) / AE (t). E (SOC (t)). _j

U _l + (SOC (t) + SOC (t - At)) _is autonomy, = autonomy. f {) _{ayQC a} nondimensional corrective _actor defined by the following equation

U _l + - {SOC (t) + SOC (t - At))

2 and

4 - Method according to one of claims 2 to 3, characterized in that a second remaining energy quantity _E (t) of said reserve is calculated (80) and a second energy consumption, including the recoverable energy during braking, of said vehicle during said period,

the second autonomy is calculated as a function of the following equation: autonomy _E (t) = Adistance (t) / AE (t) (E {SOC (t)) + E _{recoverable effectively} ).

5 - Process according to one of claims 2 to 4, characterized in that

calculating (52) a force (F _other (t)) corresponding to a set of forces applied to the vehicle by means of a first observer, or

calculating (54) an acceleration {to _others (t)) due to said effort by means of an alternative of said observer or according to the following equation

F (t)

^ other 0) = ^a "where m is the total mass of said vehicle,

m

a pressure (P _mc (t)) of a master cylinder of a braking system of said vehicle is calculated or measured (56),

a pressure surplus (AP _mc (t)) is calculated that can be recovered during the period (At) as a function of the following equation P _mc (t) = P _mc {t) {ti, in which k _f is a ratio equivalent to

braking system and R is the radius of the wheel,

calculating (60) a theoretically recoverable quantity of mechanical energy {E} which _{can be} recovered over the distance remaining to be traveled as a function of the following equation,

- calculating (62) a quantity of electrical energy E _{ec _upérable ^c) theoretically recoverable from the remaining distance according to the following equation E = ff ^ _ermE _CDT _maple .E ^ wherein rf _CDT es. an average efficiency of the traction chain

- the amount of additional electrical energy E _{D c _UP érabie, actual) is calculated according to the following equation

is the maximum electrical quantity that the battery can hold.

6 - Process according to claim 5, characterized in that

- the driver is informed of the second autonomy and / or difference between the two autonomies either permanently, or as soon as the vehicle decelerates,

7 - Device for monitoring the remaining mileage of a vehicle (10) of the automotive type, said vehicle comprising a power train and / or electric propulsion (16) powered by an electrical storer (14), said device comprising a supervisor (18) and a human-machine interface (HMI), said channel being adapted to

- rotating at least one wheel (15) of said vehicle,

transforming said kinetic energy into electrical energy, and

reloading said storer with said electrical energy,

said supervisor being adapted to

calculating (72) a first remaining kilometric autonomy (autonomy _Ε (of said vehicle, said autonomy corresponding to a distance that can be traveled by said vehicle if its driver maintains the same driving style throughout his journey,

informing (72) said driver, via said man / machine interface, of said first autonomy,

characterized in that the supervisor is further adapted to

calculating (82) a quantity of maximum electrical energy (E _re- upbeat, effective) that can actually be used to recharge said storer, if no energy is lost during dissipative mechanical braking,

calculating (84) a second remaining kilometric range (autonomy'E (t)) of said vehicle, said second range including said quantity of usable electrical energy,

- Inform (84) said driver, via the man / machine interface, said second autonomy and / or the difference between the two autonomies.

8 - Device according to claim 7, characterized in that

the vehicle also comprises a heat engine fed with fuel by a fuel tank comprising a measurement probe of remaining fuel,

- the storer is a rechargeable electrochemical battery with high voltage, which has a sensor adapted to measure (50) the outgoing electric current (l _s tockeur (t)),

- A first energy consumption (SOC (t) - SOC (t-At)) of the vehicle for a predetermined period (Δί) corresponds to a volume of fuel burned by said engine and to the amount of current exiting said battery.

9 - Device according to claim 7, characterized in that

- A first energy consumption (SOC (t) - SOC (t-At)) of the vehicle for a predetermined period (Δί) corresponds to the amount of current exiting said battery.

1 0 - Vehicle (40) of the automotive type characterized in that it comprises a device according to one of claims 7 to 9.