WO2016193560A1

WO2016193560A1 - Method for monitoring the discharge of the electric battery of a hybrid vehicle for driving in a controlled-traffic zone

Info

Publication number: WO2016193560A1
Application number: PCT/FR2016/051077
Authority: WO
Inventors: Ludovic Gaudichon
Original assignee: Peugeot Citroen Automobiles Sa
Priority date: 2015-06-05
Filing date: 2016-05-09
Publication date: 2016-12-08
Also published as: CN107683235A; FR3037025B1; FR3037025A1; EP3303087A1

Abstract

The present invention relates to a method for monitoring the discharge of an electric battery (BAT) of a hybrid vehicle for executing a planned route (PP) comprising a controlled-traffic zone (ZC) in which access is restricted to electric driving. The method comprises calculating (10) the planned route, and, before executing the planned route, a step of reserving (11) a first available depth of discharge (DOD1) of the battery in order to drive in the traffic zone in accordance with the planned route using only the electric drive mode, and a step (11) of reserving a second available depth of discharge (DOD2) so that the distribution (12) of the torque setpoints is controlled to discharge the second depth (DOD2) over the remaining portion of the route (PR) while operating in the electric and/or heat drive modes, the distribution of the torque setpoints between a heat engine (MTH) and an electric power train (ME) depending only on a torque threshold to the wheels determining the starting and the stopping of the heat engine (MTH), said torque threshold to the wheels being calculated in accordance with the second depth of discharge (DOD2) for executing the remaining portion of the route (PR).

Description

METHOD FOR CONTROLLING THE DISCHARGE OF THE ELECTRICAL ACCUMULATOR OF A HYBRID VEHICLE FOR RUNNING IN A CONTROLLED CIRCULATION AREA

The present invention relates to a method for controlling the discharge of an electric energy accumulator of a hybrid vehicle powertrain for carrying out a planned route comprising a controlled circulation zone whose access is restricted to an electric taxi.

[0002] Anti-pollution legislation requires car manufacturers to design low-emission vehicles. Hybrid and electric vehicles can significantly reduce the emission of gaseous pollutants by offering an all-electric driving mode or intelligent control between the thermal driving mode and the electric driving mode.

[0003] New legislation proposes to reduce pollution locally by imposing controlled circulation zones, called ZAPA zones for priority action zone for air. These traffic areas restrict access to so-called polluting vehicles. Municipalities even want to completely reduce gaseous emissions by limiting all-electric driving.

In the case of a hybrid vehicle this is problematic because it is necessary to impose an all-electric driving mode during traffic in the controlled area. Patent application US20140207321A1 is known which describes a system for switching the way of propelling a vehicle according to the rolling area. Also known is the European patent EP1297982B1 proposing a hybrid vehicle associated with a navigation system to impose in advance a recharge of the electric accumulator operated by the heat engine to cross a controlled circulation zone. Although the latter method provides electric driving to cross the controlled area, it is very likely that electric power charging causes excessive fuel consumption. This results in a degraded energy balance on the total journey.

There is therefore a need to improve the energy management of a hybrid vehicle to circulate in a controlled traffic zone.

The proposed invention is a method of controlling the discharge of an electric energy accumulator of a hybrid vehicle powertrain to perform a planned route comprising a controlled circulation zone whose access is restricted to a electric rolling, the group power train comprising a heat engine and an electric traction chain powered by the accumulator, the distribution of the torque setpoints can be controlled according to an available charge level of the accumulator to run the course.

According to the invention, the method comprises, before the execution of the planned run, a step of reserving at least a first available depth of discharge of the accumulator to circulate in the circulation zone in accordance with the planned route in operating solely according to the electric traction mode.

According to a preferred variant, it also comprises, before the execution of the planned run, the reservation of a second available discharge depth so that the distribution of the torque setpoints is controlled so as to discharge the second depth on the remaining part of the route. operating according to the electric and / or thermal traction mode.

In particular, the distribution of the torque setpoints is a function of a torque threshold to the wheels determining the starting and stopping of the engine, the threshold torque to the wheels being calculated according to the second depth of discharge for run the remaining part of the course. [Ooio] According to one variant, the path consists of a plurality of sections identified by a local average speed, and the method comprises for each section of the remaining portion of the route a step of calculating a coefficient of variation of the load. of the accumulator determined by a bijective function associating the threshold of torque with the wheels and the local average speed.

[Ooii] According to one variant, the local average speed of a section is calculated as a function of navigation attributes from a navigation system, in particular a maximum legal speed, the slope and the road traffic.

According to a variant, the method comprises, when the vehicle reaches the entrance of a section of the route, the calculation of a target load level of the accumulator at the end of the section according to the actual load level of the vehicle. the input accumulator of the section, the coefficient of variation of the load and the local distance of the section.

Alternatively, the first and second depth of discharge are provided to be completely discharged at the finish of the course. Preferably, the method also comprises the estimation of an available charge amplitude of the accumulator between a minimum state of charge and a maximum state of charge for the need of the electric traction system when the second depth is unloaded.

Preferably, the method also comprises the reservation of a third available discharge depth for a thermal need of the passenger determined according to the outside temperature of the vehicle and the planned route.

The invention provides a hybrid motor vehicle comprising a navigation system capable of planning a route comprising a controlled circulation zone whose access is restricted to an electric taxi and a powertrain comprising a heat engine and a traction chain. electric powered by an electric energy accumulator whose distribution of the torque setpoints is controlled according to an available charge level of the accumulator to run the course. According to the invention, the power unit executes the method of controlling the discharge of the accumulator according to any one of the preceding variants to execute the planned route.

Thanks to the invention, the crossing of a controlled traffic zone is provided for the hybrid vehicle due to the reservation of the discharge depth. In addition, the control strategy is preferably calculated to consume the electrical energy in priority to execute the planned route and according to a quantity of available energy. This strategy is particularly advantageous for a rechargeable electric hybrid vehicle, also called "plug-in" in English. Indeed, electrical energy from the power grid is less expensive than fuel. Other details and advantageous features of the invention appear from the detailed description given below with reference to the accompanying figures which show: Figure 1 which shows a model of a hybrid power train; Figure 2 which shows the driving functions of a hybrid powertrain; FIG. 3, which shows the control method of the powertrain for executing the planned route comprising the controlled circulation zone; Figure 4 which shows the segmentation of a charge of an electric accumulator in several discharge depths attributed to specific electrical needs to execute the planned route; • Figure 5 shows the controlled discharge of the accumulator for the planned route.

The invention is directed to electric hybrid vehicles and preferably to rechargeable vehicles via a mains electrical outlet. The hybrid vehicle comprises a power train comprising a heat engine and an electric traction machine for an electric driving mode. The hybrid vehicle concerned also includes a navigation system for planning a route that may include a controlled traffic zone whose access is restricted to non-polluting vehicles. Controlled zones, also known as ZAPA zones in the French legislation, are limited for example to a category of vehicle, electric vehicle, hybrid vehicle or vehicle respecting a ceiling pollution index. The invention proposes a method of discharging the electric energy accumulator of the powertrain assuring the driver that the hybrid vehicle will be able to operate with an electric driving mode in the controlled circulation zone. Furthermore, the invention provides an energy management management so that an available discharge depth of the battery is discharged for the execution of the course.

Figure 1 shows a simplified model of a traction chain of a hybrid electric vehicle that can implement the method according to the invention. The powertrain includes the MTH heat engine, a MEL electric power train powered by an BAT electric energy accumulator.

The MEL electric traction chain can be hitched to the front axle or the rear axle and preferably can operate as a kinetic energy recovery system, also called regenerative braking. The BAT electric energy accumulator is for example of nickel or lithium-ion technology and provides a range of up to several tens to several hundred kilometers.

The heat engine MTH is coupled to the front wheel train and can provide torque to the wheels and recharge BAT accumulator via another electrical machine preferably operating as an electric generator. The heat engine is driven according to a set torque torque to the wheels and according to a need for recharging the accumulator. The generator may be a so-called facade accessory driven by a belt.

In a variant, the heat engine MTH does not provide torques to the wheels and is only intended to recharge the energy accumulator by means of the generator. This is for example a hybridization for an increase of autonomy of an electric vehicle. In this variant, the control of the heat engine is defined in particular according to a level of electric charge of the accumulator.

Note that the control of the engine can be controlled by a quick start system, also called "stop and start" in English. The starting system makes it possible to control the extinction and the restart of the heat engine instantaneously during the driving, for example in a stopping situation at a red light or a recuperative braking phase. This system reduces fuel consumption.

Furthermore, in the case of a rechargeable electric hybrid vehicle, it comprises a charging system BAT BATTER via a mains plug operating on a mains 110V or 220V mains. The charging system allows the battery to be fully charged within a few hours and to ensure the full charge of the battery before starting a trip.

Note also that to promote the consumption of electrical energy with respect to fuel the operation of the hybrid powertrain is controlled in particular as a function of a torque setpoint to the wheels, or a power threshold to the wheels, determining the start and the extinction of the heat engine MTH according to a desired depth of discharge of the BAT accumulator and a path to be executed. A predetermined powertrain operating table identifies the torque threshold at the starting and stopping wheels of the heat engine for which the energy consumption is lowest and providing discharge of the desired discharge depth on the planned run and constantly. A powertrain control supervisor calculates the torque threshold for the wheels for controlling the ignition and stopping of the MTH engine. Starting in particular from this torque threshold and from the torque setpoint to the driver's wheels, the distribution of the torque setpoints between the heat engine MTH and the electric traction chain MEL is determined. The functions developed by the supervisor for the implementation of the method will be described more precisely in the following description.

As an indication, the supervisor is an on-board electronic calculator responsible for the execution of software functions or logic calculation functions. The supervisor is a microprocessor integrated electronic circuit or a set of electronic circuits distributed between the powertrain components. It will be noted that the powertrain of the hybrid vehicle allows an electric traction mode and a thermal traction mode. The electric traction mode provides that the MEL electric drivetrain only transmits torque to the wheels. The thermal traction mode provides either the transmission of a torque to the wheels by the engine, or in another variant a BAT accumulator charging mode by driving a generator without transmitting torque to the wheels directly. It is conceivable that the thermal rolling mode includes both the transmission of a torque to the wheels and the recharging of the accumulator.

In addition, the hybrid vehicle is equipped with a navigation system including access to a map and navigation attributes of the environment of the course. Mapping is a database containing routes identified by distance, slope and altitude map information, facilities or points of interest for example. In the context of the invention, the map contains controlled circulation zones whose access is restricted to electric taxiing. The navigation system also has access to real-time navigation information, including road traffic on the course, weather information on the course and also stored driver experience information for specific routes. The mapping may be an on-board or remote database accessible via a wireless communication system.

Furthermore, the navigation system is associated with a satellite location device, for example GPS type for "Global Positioning System" in English for the system set up by the United States of America, or Galileo for the European system. The location device informs the navigation system of the precise position of the vehicle on the map.

In the context of the invention, the supervisor forces a traction mode depending on the location of the vehicle and mapping. In particular, when the vehicle is located in the controlled traffic zone ZC, the supervisor controls the electric traction mode.

Figure 2 recalls the functions of the supervisor for the control of the powertrain and the provision of torque instructions to the wheels MTH engine and the electric traction chain MEL. A first function 31 is responsible for operating the human-machine interface with the driver. A second function 32 of the supervisor elaborates the torque setpoint to the wheels, called the driver instruction. A third function 33 determines the organic limitations of the heat engine MTH and the electric traction chain MEL. In the context of the invention, a fourth function 34 for distributing the available energy of the BAT accumulator calculates discharge depths of the accumulator that can be specifically reserved for various needs of a planned route, especially for taxiing in a ZC controlled traffic zone or a passenger compartment heat requirement. The depths of discharge will be described more precisely later. The distribution function 34 of the available energy is advantageous, particularly for the variant of a rechargeable hybrid vehicle because it is assumed that the accumulator can be fully recharged at the arrival point of the course.

A fifth navigation function 35 determines navigational information from the navigation system, for example the location of the vehicle, distances remaining before the end of the journey, distance before a controlled traffic zone, average speed of circulation of a vehicle. section, meteorological data. The navigation information is transmitted to a torque distribution function and the function of the discharge of the accumulator.

A sixth function 36 of torque distribution between the heat engine and the traction chain calculates the torque setpoints to operate the torque to be provided in response to the driver setpoint, the navigation information and the current operating parameters of the engine. accumulator and the available discharge depth. The sixth function determines in particular the torque threshold for switching on and off the thermal engine MTH and the resulting torque setpoints for the thermal rolling mode and the electric driving mode.

It will be noted in particular that in the context of the invention, the torque distribution function can provide two distribution modes. In a first mode, the distribution is controlled according to a depth of discharge of the accumulator BAT reserved for the execution of a planned route that was previously provided by the navigation system. In this case, the discharge of the BAT accumulator is controlled so that at the end of the planned path the reserved discharge depth is discharged. This is a so-called battery drain mode consisting in favoring the use of electrical energy because of the possibility of completely recharging the battery via an electrical outlet. The starting and stopping threshold of the heat engine is determined according to a depth of discharge and the course. This first method of distribution is described in patent application FR 2 980 148 A1 of the applicant entitled "METHOD OF CONTROLLING THE ELECTRICAL ENERGY DELIVERED BY BATTERIES OF A VEHICLE THE HYBRID". In a second mode, the distribution is controlled using available energy from the accumulator and by providing for maintaining a state of charge of the minimum accumulator for the needs of the electric traction system. In this second distribution mode, there is no consideration of a planned route or a desired depth of discharge. Draining of the battery charge is not allowed to keep the MEL electric power train running. The charging of the BAT accumulator from the MTH heat engine can be forced to ensure a state of charge of the minimum accumulator.

The first and second modes of distribution of the torque setpoints provide for the use of electric and thermal rolling modes, and also ensure the recovery of kinetic energy when an opportunity arises.

Seventh and eighth functions 37, 38 determine the inherent commands of the MTH engine and the electric power train to operate the respective torque instructions.

Note that in the context of the invention, the sixth function 36 of distribution of torque setpoints takes into account the location of the vehicle, especially when it is in the controlled traffic zone to force the driving mode electric.

FIG. 3 represents the method of controlling the discharge of the electric energy accumulator BAT of the powertrain to execute a planned route PP comprising a controlled circulation zone ZC.

From the information of the map and the location device, the navigation system operates a calculation step 10 of a planned route PP before starting rolling from the navigation information from the navigation system. A planned path PP is preferably formed of a plurality of sections identified by own navigation attributes.

Preferably, each section is identified by a local average speed VMT for calculating a coefficient of variation of the CV load of the BAT accumulator. The local average speed VMT of a section is determined from several navigation attributes, including a maximum legal speed, the slope, the road traffic and if necessary information from previous driving experiences. Note that the planned path PP is entered by the driver and calculated before the start of rolling. The planned route may also be a known route already stored in the navigation system and may use stored information from previous experiences. Once the planned route is calculated, it is presented to the driver with the navigation estimates inherent in the planned route PP. The navigation estimates include the possibility of crossing the controlled traffic zone in electric taxi mode. At this moment, the driver validates the course, asks for an alternative option of course if it does not suit him, or refuses the course. When a route is validated, the running of the planned route PP in assistance of the navigation system begins. When the planned path PP is validated, the method comprises before the execution of the planned path, a reservation step 11 of at least a first DOD1 discharge depth available from the BAT accumulator to circulate in the traffic zone. ZC in accordance with the planned path PP operating solely according to the electric traction mode. The first discharge depth DOD1 is calculated according to the navigation information relating to the controlled traffic zone ZC, in particular the distance to be traveled, the slope, the traffic, the legal average speed of the zone, and according to the estimation of discharge under the conditions of navigation inherent to the controlled traffic zone ZC, in particular for the execution of an electric traction mode.

It is conceivable that the controlled circulation zone ZC is a single zone or several zones distributed over the planned route PP. In the latter case, the reservation provides a depth of discharge DOD1 covering the energy needs of vehicle circulation in all traffic areas.

The navigation system therefore identifies the controlled circulation zone ZC and the remaining portion of the PR course outside the controlled circulation zone.

In addition, the reservation step 11 of the method provides, prior to the execution of the planned run, the reservation of an available discharge depth DOD2 so that the distribution of the torque setpoints is controlled to discharge the second depth DOD2 on the remaining portion of the PR run by operating in the electric and / or thermal traction mode. The distribution of the torque setpoints corresponds to the first mode of distribution called emptying of the accumulator of the function 36 described previously in FIG. 2. The allocation of the second depth of discharge DOD2 for the distribution of the torque setpoints on the remaining part of the course PR ensures optimum energy consumption and the emptying of the depth DOD2 at the end of the journey.

On the other hand, the reservation of the discharge depth DOD2 for rolling the remaining portion of the course PR ensures to reserve the DODl discharge depth to the access of the controlled circulation zone ZC for electric taxiing.

Preferably, the reservation step 11 also provides for the reservation of an available discharge depth DOD3 for a thermal need of the passenger determined according to the outside temperature of the vehicle and the planned path PP. The reservation of the discharge depth DOD3 is calculated from the navigation information inherent in the entire planned route PP and in particular from the outside temperature. The outside temperature can be provided by a vehicle sensor or a connected remote weather system.

The thermal requirement is estimated as a function of the power required to converge from an initial temperature to a target temperature over a predetermined period of time and to maintain the target temperature for the course. Note that the thermal need of the passenger compartment of a hybrid vehicle for heating or cooling of the passenger compartment by means of an electric heater or air conditioning can reach 30% of the total state of charge of the vehicle. BAT accumulator. For this reason, it is preferable to provide this DOD3 discharge depth for calculating the available discharge depth for electrical traction requirements outside the ZC controlled circulation zone. By the reservation of a depth of discharge is meant the fact of calculating and allocating a quantity of energy available in the BAT accumulator at the moment of the reservation 11 to keep it available at the identified need. In this case, the depth DOD1 is reserved for driving in electric traction mode in order to cross the controlled circulation zone ZC in accordance with the planned route PP, the depth DOD3 for the thermal need for heating or cooling the passenger compartment for the PP planned course and DOD2 depth for electric taxiing on the remaining part of the PR course. The reservation is made by controlling the discharge on the course to reach a target level at the end of the course.

In a variant, the reservation is made by imposing a minimum level of charge to maintain available from the beginning of the journey to the controlled zone ZC. In a variant, the reservation of the second and third depths DOD2, DOD3 is not mandatory. However, their reservation ensures the use of electrical energy optimally for anticipated needs.

It is also provided that the method comprises the reservation of an AmHEV available charge amplitude of the BAT accumulator between a minimum state of charge SOCmin and a maximum state of charge SOChev for the need of the electric traction system. MEL when the second depth DOD2 is completely discharged. This AmHEV charge amplitude is used for the second distribution mode of the function 36 described above. It corresponds to a mode of distribution of the setpoints of torque not taking into account the planned course PP, nor a depth of discharge to be emptied at the end of the course. This mode of distribution of the torque setpoints is controlled in particular to maintain the state of charge of the accumulator between the minimum state of charge to maintain SOCmin and the state of maximum charge SOChev when the second depth DOD2 is discharged.

In a variant, it can be envisaged that the second distribution mode is controlled only when the second and third discharge depths DOD2, DOD3 are discharged.

For example, the AmHEV charge amplitude corresponds to about 10 to 20% of the maximum charge state SOCmax of the BAT accumulator. The charge amplitude AmHEV is a charge level ensuring the hybrid operation in the case where the discharge depths DOD1, DOD2, D03 are not sufficient to complete the path PP. It is conceivable that in an exceptional taxi situation, the estimates of the depth of discharge reservations do not cover the real needs of the situation.

FIG. 4 illustrates the segmentation of the charge state SOCmax BAT accumulator for the first, second and third discharge depths available DOD1, DOD2, DOD3 for the planned path PP and the charge amplitude AmHEV for the second mode of distribution of the setpoints of torque. The useful area of operation of the BAT accumulator corresponds to the state of charge between the minimum state of charge SOCmin and the state of maximum charge SOCmax. If the estimate of the discharge depths DOD1, DOD2, DOD3 is correct, these will be emptied at the arrival of the course.

The method provides when the discharge depth DOD2 is reserved, the start of the assisted taxi mode navigation. The method comprises calculating a torque threshold of Starting and stopping the MTH heat engine. The torque threshold at the wheels is calculated according to the second depth of discharge DOD2 to execute the remaining portion of the course PR.

The torque threshold to the wheels is readjusted according to the actual power consumption of the accumulator, in particular according to the remaining distance and the remaining charge of the accumulator.

The method then comprises during rolling of the remaining part of the path PR, a distribution step 13 of the torque setpoints between the thermal engine MTH and the electric traction chain MEL which is a function of the torque threshold to the wheels determining the starting and stopping the engine. This distribution of the torque setpoints, corresponding to the first distribution mode described previously in FIG. 2, ensures during the rolling on the remaining part of the path PR the discharge of the second depth DOD2.

This distribution mode also ensures the reservation of the first discharge depth DODl for the need for electric taxiing in the controlled area ZC, and the reservation for the cabin thermal need if necessary. In addition, it optimizes the electric ride in consideration of the planned path PP and an available discharge depth. It avoids excessive use of electric rolling or reduced use with regard to available energy.

When the vehicle is located in the controlled zone ZC, the vehicle operates in electric taxi mode. The electric driving mode is forced by the vehicle location information. The distribution of the torque setpoints in the controlled traffic zone provides for the entire conductive torque setpoint to be distributed to the electric power train. The MTH engine is stopped when the vehicle is in the ZC controlled zone.

It may be envisaged that, during the running of the remaining path PR, the distribution of the instructions is not provided for the purpose of discharging the second discharge depth DOD2. The driving mode of the powertrain is then in accordance with the second mode of distribution. This mode is not preferred because it is then not certain that the vehicle reaches the finish of the course having consumed the electrical energy.

In a step 14, the discharge process ends when the vehicle is located at the finish of the course. FIG. 5 shows the discharge of the BAT accumulator to execute a planned route. The figure includes four graphs arranged vertically. By describing from top to bottom, the first describes the evolution of the speed of the vehicle on the sections of the path PP. If the navigation system estimation model is well calibrated, the local average speeds of the sections are corresponding. The second graph is a Boolean signal indicating a controlled circulation zone ZC. The signal is generated from the vehicle location data and mapping information.

The third graph shows the coefficient of variation of load CV for each section. For example, for the section A of a road in town, the local average speed VMT is low but the coefficient of variation is high. This is typical of a city taxi. Whereas for the section B corresponding to a non-city road run, the local average speed is higher but the coefficient of variation of the load is lower.

In the case of the second distribution mode, it is expected that the method comprises for each section A, B, C, E of the remaining portion of the course PR a step of calculating a coefficient of variation of the load CV of the accumulator BAT determined by a bijective function associating the threshold of torque with the wheels and the local average speed VMT. For a determined average speed, there is a coefficient of variation of the charge CV of the BAT accumulator. It is recalled that the threshold of torque to the wheels for the distribution of the setpoints of torque is adjusted according to the actual power consumption.

In a preferred embodiment, the local average speed VMT of a section is calculated according to navigation attributes from a navigation system which are the maximum legal speed, the slope and the road traffic. Other coefficients can be used in the calculation of the local average speed VMT, for example a learning coefficient. In a simpler variant, only the legal average speed is taken into account.

Preferably, when the vehicle reaches the entrance of a section of the path TP, the method comprises the calculation of a target charge level of the BAT accumulator at the end of the section as a function of the actual charge level of the circuit. the input accumulator of the section, the load variation coefficient CV of the section and the local distance of the section DT. At the entrance of each section, the navigation system provides navigation information relating to said section for calculating a target charge level of the accumulator. Thus, the calculation of the target state of charge is calculated over the course and can be adjusted according to the CV load variation coefficient. It is therefore not necessary to calculate in advance all the target load states for all the sections of the path PP. In addition, the supervisor communication bus data bandwidth is not overloaded for powertrain control.

It will be noted that the variation of the charge of the accumulator for the purpose of the electric taxiing and to execute the sections A, B, C, E corresponds to the second discharge depth DOD2. On the sections A, B, C, E, the vehicle rolls alternately in electrical and thermal mode depending on the wheel torque setpoint and the calculated torque threshold. The variation of the charge of the BAT accumulator for the electric rolling and to execute the section D, corresponding to the controlled zone ZC, is equivalent to the first discharge depth DOD1. We see that the coefficient of variation of the CV load is high because the electric driving mode is constant throughout the taxiing of the controlled circulation zone ZC.

In addition, for example, when the vehicle enters the section B, the state of charge of the battery is at a SOCl level. The target state of charge calculation SOC2 is calculated at this time, as a function of the actual charge level of the input accumulator of the SOCl section, the load variation coefficient CV of the section and the local distance of the section DT.

As an indication, the dotted lines of the section A illustrates a readjustment of the coefficient of variation of the load as a function of the actual power consumption. The invention is intended for hybrids of hybrid series, parallel hybrid type as well as electric vehicles with range extension by the presence of a heat engine. It is particularly suitable for rechargeable hybrid vehicles with greater autonomy for improved management of the discharge of the battery.

Claims

A method of controlling the discharge of an electric energy accumulator (BAT) of a hybrid vehicle power train to perform a planned route (PP) comprising a controlled circulation zone (CZ) whose access is restricted to an electric taxi, the power train comprising a heat engine (MTH) and an electric traction train (ME) powered by the battery (BAT) whose distribution of the torque setpoints can be controlled according to a level of charge available from the accumulator for executing the path (PP), said method comprising, before the execution of the planned path, a step of reserving (11) at least a first available discharge depth (DOD1) of the accumulator for circulate in the traffic zone (ZC) in accordance with the planned route (PP) operating solely according to the electric traction mode and before the execution of the planned route the reservation (11) of a second available discharge depth (DOD2) so that the distribution (12) of the torque setpoints is controlled to discharge the second depth (DOD2) on the remaining part of the path (PR) operating in the electric traction mode and / or thermal, said method being characterized in that the distribution of the torque setpoints is a function of a torque threshold to the wheels determining the starting and stopping of the engine (MTH), the torque threshold to the wheels being calculated according to the second depth of discharge (DOD2) to execute the remaining part of the course (PR).

2. Method according to claim 1, characterized in that the path consists of a plurality of sections identified by a local mean speed (VMT), and in that the method comprises for each section of the remaining part of the route (PR). ) a step of calculating a coefficient of variation of the load (CV) of the accumulator (BAT) determined by a bijective function associating the torque threshold with the wheels and the local mean speed (VMT).

3. Method according to claim 2, characterized in that the local mean speed (VMT) of a section is calculated according to navigation attributes from a navigation system, including a maximum legal speed, the slope and the road traffic.

4. Method according to any one of claims 2 to 3, characterized in that it comprises, when the vehicle reaches the entrance of a section of the route, the calculation of a target load level (SOC2) of the accumulator (BAT) at the end of the section according to the actual charge level of the accumulator (SOC1) at the input of the section, the coefficient of variation of load (CV) and the local distance of the section.

5. Method according to any one of claims 1 to 4, characterized in that the first and second discharge depths (DOD1, DOD2) are provided to be completely discharged at the arrival of the course (PP).

6. Method according to any one of claims 1 to 5, characterized in that the method also comprises the estimation of an available charge amplitude (AmHEV) of the accumulator (BAT) between a minimum charge state ( SOCmin) and a maximum state of charge (SOChev) for the need of the electric power train (MEL) when the second depth (DOD2) is unloaded.

7. Method according to any one of claims 1 to 6, characterized in that it also comprises the reservation of a third available discharge depth (DOD3) for a thermal need of the cabin determined according to the outside temperature of the vehicle and the planned route (PP).

8. Hybrid motor vehicle comprising a navigation system capable of planning a route comprising a controlled circulation zone (CZ) whose access is restricted to an electric taxi and a power train comprising a heat engine (MTH) and a traction chain electric power supply (ME) powered by an electric energy accumulator (BAT) whose torque setpoint distribution is controlled according to an available charge level of the accumulator for executing the path (PP), characterized in that the Power train executes the accumulator discharge control (BAT) method according to any one of claims 1 to 7 to execute the planned path (PP).