WO2021069356A1 - Method for stabilising the charge state of a traction battery - Google Patents

Method for stabilising the charge state of a traction battery Download PDF

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Publication number
WO2021069356A1
WO2021069356A1 PCT/EP2020/077809 EP2020077809W WO2021069356A1 WO 2021069356 A1 WO2021069356 A1 WO 2021069356A1 EP 2020077809 W EP2020077809 W EP 2020077809W WO 2021069356 A1 WO2021069356 A1 WO 2021069356A1
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WO
WIPO (PCT)
Prior art keywords
current
traction
optimum
network
traction battery
Prior art date
Application number
PCT/EP2020/077809
Other languages
French (fr)
Inventor
Jérôme LACHAIZE
Damien Verdier
Yannis GUILLOT
Original Assignee
Vitesco Technologies GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vitesco Technologies GmbH filed Critical Vitesco Technologies GmbH
Publication of WO2021069356A1 publication Critical patent/WO2021069356A1/en

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1438—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in combination with power supplies for loads other than batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/00714—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery charging or discharging current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • TITLE PROCESS FOR STABILIZING THE STATE OF A LOAD OF A
  • the technical sector of the present invention relates to methods of controlling traction batteries and more particularly to methods of monitoring the state of charge of a traction battery.
  • a traction battery is found in particular in an electric motor vehicle or in the electric part of a hybrid motor vehicle. It also makes it possible to supply a high voltage electric current to a traction network and to an on-board network.
  • the on-board network includes consumer elements and in particular equipment allowing the management of the motor vehicle such as an electronic control unit.
  • the on-board network is connected to the traction battery via a DC / DC converter.
  • the traction network comprises an electric machine for propelling the vehicle and possibly auxiliary components such as an electric turbocharger and an electrically heated catalyst.
  • traction battery does not necessarily have the energy or the power necessary for their operation and in this case it is necessary to stabilize the state of charge of the battery in order to prevent the battery from draining. traction is disconnected from the network.
  • the electrical machine is then controlled so as to compensate for the electrical consumption of the traction network so as to ensure the nominal operation of the equipment of the traction network.
  • This control is based on an estimate of the electrical consumption of network equipment. In general, the estimate is based on real-time measurements of the consumption of auxiliary equipment or on pre-established models.
  • the electric machine is controlled so as to deliver a certain torque.
  • it is necessary to convert the current necessary for the operation of the auxiliary equipment into power and then into torque.
  • the aim of the present invention is to provide a method making it possible to overcome the aforementioned drawbacks.
  • the invention therefore relates to a method for determining an optimal current to be delivered to a traction network so as to stabilize the state of charge of a traction battery present in a traction network of a motor vehicle.
  • a traction battery comprising said traction battery, an electric machine controlled in torque control so as to allow delivery of the optimum electric current to the traction network, an inverter, a DC / DC converter and auxiliary equipment, said method comprising:
  • the method also comprises a step of measuring the voltage in progress on the traction network so as to determine the optimum electric power to be supplied to the traction network, the optimum electric power depending on the optimum current and the current voltage on the traction network.
  • the method comprises a step of converting the optimum electric power into optimum motor torque to be imposed on the electric machine so as to allow the delivery of the optimum electric current to the traction network.
  • the method also comprises a step of determining the maximum engine torque that can be imposed on the electric machine.
  • the method also comprises a step of converting the maximum engine torque into maximum electrical power that can be supplied to the traction network.
  • the method also comprises a step of measuring the current voltage on the traction network so as to determine the maximum current that can be delivered to the traction network, the maximum current being a function of the maximum electrical power and of the current voltage on the traction network.
  • the method comprises a preliminary step for determining whether stabilization of the state of charge of the traction battery is required.
  • stabilization of the state of charge of the traction battery is also required if the current required is greater than the maximum electric current that can be delivered by the traction battery.
  • the invention also relates to an engine control unit characterized in that it is configured for the implementation of the method according to the invention.
  • An advantage of the present invention lies in the precise stabilization of the state of charge of a traction battery.
  • Figure 1 shows a schematic view of an electrical network of a motor vehicle
  • FIG. 2 is a flowchart illustrating the preliminary steps for starting the process for stabilizing the state of charge of the traction battery
  • FIG. 3 is a block diagram illustrating the different steps of the process according to the invention.
  • the invention relates to a method for determining the optimum current to be delivered to a traction network so as to stabilize the state of charge of a traction battery.
  • Figure 1 shows an electrical network in a hybrid motor vehicle further comprising a heat engine 7 and an electric machine 2.
  • the electrical network comprises a traction battery 1 supplying a high voltage traction network equipped in particular with an inverter 3 and an electric machine 2 for propelling the vehicle.
  • the traction battery 1 also supplies auxiliary equipment 5 such as an electrically heated catalyst and an electric turbocharger.
  • the traction network also includes a DC / DC converter 4 supplied by the traction battery 1 and connected to an on-board network.
  • the on-board network includes equipment 9 necessary for the operation of the motor vehicle and a low-voltage battery 8.
  • the method according to the invention also makes it possible to stabilize the state of charge of the traction battery 1 when such stabilization is required.
  • the electric machine 2 is then controlled in torque control so as to allow the delivery of an electric current to the traction network in order to ensure nominal service of the traction network while minimizing the current entering or leaving the traction battery. 1.
  • the method according to the invention makes it possible to determine the optimum COPT current to be delivered to the traction network so as to stabilize the state of charge of the traction battery 1.
  • current is called optimal COPT the current determined according to the steps of the method and allowing nominal operation of the equipment of the traction network while ensuring that the current entering or leaving CBAT of the traction battery is equal to zero.
  • the stabilization of the state of charge of the traction battery 1 may be required as a function of various parameters which are in particular the state of charge of the traction battery 1, the current or forecast electrical consumption of the auxiliary equipment. 5 and the DC / DC converter 4 but also when the temperature of the traction battery reaches high or low limits.
  • the current CNEC necessary for the operation of the traction network corresponding to the sum of the current necessary for the operation of the auxiliary equipment 5 CAUX and the current necessary for the operation of the DC / DC converter 4 CDCDC. It is possible to estimate or determine the required current CNEC in real time. For example, the required current CNEC corresponds to the nominal current necessary for the proper functioning of an electrically heated catalyst, an electric compressor and the DC / DC converter 4.
  • FIG. 2 a flowchart illustrating the preliminary steps to the implementation of the steps of the method allowing the stabilization of the state of charge of the traction battery 1.
  • a stabilization of the state of charge of the traction battery 1 is required when it is lightly charged, or when the charging or discharging current limits of the battery traction conditions are low, or when the temperature of the traction battery reaches low or high limits.
  • the stabilization of the state of charge of traction battery 1 is required when the long-term estimate of the consumption of auxiliary equipment exceeds the capacities of traction battery 1.
  • the stabilization of the state of charge of the traction battery 1 is also required if the required current CNEC is greater than the maximum electric current that can be delivered by the traction battery. 1. It goes without saying that there are many situations not listed in the description which require stabilization of the state of charge of the traction battery 1.
  • the traction battery 1 is able to ensure the delivery of the current necessary for the operation of the traction network.
  • the electric machine 2 is controlled in torque control so as to allow the delivery of the optimum COPT electric current to the traction network.
  • the electric machine 2 is imposed a gradual decrease in the motor torque of the electric machine 2 until it reaches a zero value. This makes it possible to ensure a smooth transition between the different operating modes, for example avoiding speed jumps.
  • the electric machine 2 is controlled so as to allow the delivery of a current to the traction network.
  • the engine torque reference of the electric machine 2 is determined to ensure a zero balance of the current flowing in the traction battery 1.
  • the method according to the invention makes it possible to determine the optimum COPT current to be delivered to the traction network so as to stabilize the state of charge of a traction battery 1.
  • the various steps of the method are carried out in a closed loop of so as to continuously adjust and determine the optimum COPT current.
  • FIG. 3 shows the various steps of the method according to the invention in the form of a diagram.
  • the method according to the invention comprises a step of determining the current CNEC necessary for the operation of the traction network.
  • the required current CNEC can be determined using consumption sensors, consumption histories or consumption estimates in order to determine the CAUX and CDCDC currents.
  • the value of the necessary current CNEC can for example be stored in the memory of an engine control unit 6.
  • a step is also carried out for measuring the current entering or leaving CBAT of the traction battery 1.
  • the current entering or leaving CBAT is generally measured using sensors and its value can also be stored in the memory. a motor control unit 6.
  • the measurement of the incoming or outgoing current CBAT makes it possible to determine a reference value CREF.
  • the value of the current required CNEC and the reference value CREF make it possible to precisely determine an optimal current COPT making it possible to operate the traction network while ensuring that the incoming or outgoing current CBAT is equal to zero.
  • the optimum COPT current thus corresponds to the necessary current CNEC increased by the CREF reference value obtained in the previous steps. For example, the optimum COPT current is determined according to the law of knots.
  • the method according to the invention comprises a step of measuring the current UR voltage on the traction network so as to determine the optimum electrical power PEOPT to be supplied to the traction network.
  • the optimum electrical power PEOPT is therefore a function of the optimum COPT current and of the current UR voltage on the traction network.
  • the determination of the optimum electrical power PEOPT the knowledge of the engine speed of the electric machine 2 as well as the measurement of the voltage UR in progress on the traction network allows the conversion of the electrical power PEOPT into engine torque optimum TOPT to be imposed on the electric machine 2 so as to allow delivery of the optimum electrical current COPT to the traction network.
  • the process steps are reiterated so that the current entering or leaving CBAT of the traction battery 1 is equal to zero.
  • This makes it possible to know with precision and permanently the current entering or leaving CBAT of traction battery 1 and thus adjust the CREF reference value.
  • the current returned indirectly by the electric machine 2 is vitiated by error by the steps of determining the optimum electrical power POPT as well as by the conversion of the optimum electrical power POPT into optimum motor torque TOPT, but also by the predictions or measurements of consumption of the traction network.
  • This closed-loop operation of the method according to the invention overcomes these drawbacks by continuously determining the optimum COPT current as a function of the required current CNEC and the incoming or outgoing CBAT current of the traction battery 1.
  • the method also comprises a step of determining the electric current CMAX that can be delivered to the traction network. Indeed, it may turn out that the value of the optimum current COPT exceeds the value of the maximum current CMAX that can be delivered.
  • an embodiment of the method includes an additional step of determining the motor torque TMAX which can be imposed on the electric machine 2. By knowing the motor speed of the electric machine 2 as well as the voltage UR, the optimum motor torque TOPT is then converted into maximum electric power PEMAX which can be delivered by the electric machine 2.
  • the value of PEMAX then makes it possible to determine the value of the maximum current CMAX that can be supplied to the traction network.
  • the CMAX value is determined according to the value of PEMAX and the value of the current UR voltage on the voltage network.
  • the maximum current CMAX is thus equal to the quotient of the maximum power PEMAX on the voltage UR.
  • the optimum current CMAX also makes it possible to define an operating interval of the electric machine 2 so as to allow the delivery of the optimum current COPT. Indeed, the value of the optimum COPT current defined above must be in the interval between 0 and CMAX. If this is not the case, this means that the electric machine 2 is not able to allow the delivery of the current necessary for the traction network while ensuring that the incoming or outgoing CBAT current is equal to zero. It is then necessary to adapt the value of the necessary current CNEC. It is for example possible to reduce the consumption of the auxiliary equipment 5 or the equipment of the on-board network.
  • the method according to the invention can be implemented by an engine control unit 6 present in the traction network of a motor vehicle comprising a traction battery 1, an electrical machine 2, an inverter 3, a converter DC / DC 4 and auxiliary equipment 5.
  • the engine control unit notably collects the CMAX, CNEC, CBAT, UR data and thus determines the value of COPT and PEOPT.
  • the motor control unit also makes it possible to control the electric machine 2 so that it delivers the optimum COPT current to the traction network.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)

Abstract

Disclosed is a method for determining an optimum current (COPT) to be delivered to a traction system so as to stabilise the charge state of a traction battery present in a traction system of a motor vehicle, comprising: - a step of determining a necessary current (CNEC) for the operation of the traction system, - a step of measuring an incoming or outgoing current (CBAT) of the traction battery so as to determine a reference value (CREF), - a step of determining an optimum current (COPT), said optimum current (COPT) corresponding to the necessary current (CNEC) increased by the reference value (CREF), - a step of delivering the optimum current (COPT) to the traction system, the steps of the method being reiterated so that the incoming or outgoing current (CBAT) of the traction battery is equal to zero.

Description

DESCRIPTION DESCRIPTION
TITRE : PROCEDE DE STABILISATION DE L’ETAT D’UNE CHARGE D’UNETITLE: PROCESS FOR STABILIZING THE STATE OF A LOAD OF A
BATTERIE DE TRACTION TRACTION BATTERY
[Domaine technique] [Technical area]
[0001] Le secteur technique de la présente invention concerne les procédés de contrôle des batteries de traction et plus particulièrement les procédés de contrôle de l’état de charge d’une batterie de traction. The technical sector of the present invention relates to methods of controlling traction batteries and more particularly to methods of monitoring the state of charge of a traction battery.
[Etat de la technique antérieure] [State of the prior art]
[0002] Une batterie de traction se retrouve notamment dans un véhicule automobile électrique ou dans la partie électrique d’un véhicule automobile hybride. Elle permet en outre de fournir un courant électrique haute tension à un réseau de traction et à un réseau de bord. [0002] A traction battery is found in particular in an electric motor vehicle or in the electric part of a hybrid motor vehicle. It also makes it possible to supply a high voltage electric current to a traction network and to an on-board network.
[0003] Le réseau de bord comprend des éléments consommateurs et notamment des équipements permettant la gestion du véhicule automobile comme une unité électronique de commande. Le réseau de bord est relié à la batterie de traction via un convertisseur DC/DC. [0003] The on-board network includes consumer elements and in particular equipment allowing the management of the motor vehicle such as an electronic control unit. The on-board network is connected to the traction battery via a DC / DC converter.
[0004] Le réseau de traction comprend une machine électrique pour la propulsion du véhicule et éventuellement des composants auxiliaires comme un turbocompresseur électrique et un catalyseur réchauffé électriquement. [0004] The traction network comprises an electric machine for propelling the vehicle and possibly auxiliary components such as an electric turbocharger and an electrically heated catalyst.
[0005] Les composants auxiliaires prennent une place de plus en plus prépondérante dans les véhicules automobiles. Ces composants consomment une quantité d’énergie non négligeable et il n’est désormais plus concevable de ne pas les activer lors du démarrage du véhicule par exemple ni de les désactiver. Or, la batterie de traction ne dispose pas obligatoirement de l’énergie ou de la puissance nécessaire à leur fonctionnement et dans ce cas-là il est requis une stabilisation de l’état de charge de la batterie afin d’éviter que la batterie de traction ne soit déconnectée du réseau. [0005] Auxiliary components are taking an increasingly prominent place in motor vehicles. These components consume a significant amount of energy and it is no longer conceivable not to activate them when starting the vehicle, for example, or to deactivate them. However, the traction battery does not necessarily have the energy or the power necessary for their operation and in this case it is necessary to stabilize the state of charge of the battery in order to prevent the battery from draining. traction is disconnected from the network.
[0006] Il est par exemple nécessaire de requérir une stabilisation de l’état de charge d’une batterie de traction lorsqu’elle est peu chargée, lorsque les limites de courant de charge ou de décharge de la batterie de traction sont faibles, lorsque la température de la batterie de traction atteint des limites basses ou hautes ou encore lorsque l’estimation sur le long terme de la consommation des équipements auxiliaires dépasse les capacités de la batterie de traction. [0007] La machine électrique est alors contrôlée de façon à compenser la consommation électrique du réseau de traction de façon à assurer le fonctionnement nominal des équipements du réseau de traction. Ce contrôle est basé sur une estimation de la consommation électrique des équipements du réseau. De façon générale, l’estimation repose sur des mesures en temps réel de la consommation des équipements auxiliaires ou sur des modèles préétablis. [0006] For example, it is necessary to require stabilization of the state of charge of a traction battery when it is lightly charged, when the charging or discharging current limits of the traction battery are low, when the temperature of the traction battery reaches low or high limits or when the long-term estimate of the consumption of auxiliary equipment exceeds the capacities of the traction battery. [0007] The electrical machine is then controlled so as to compensate for the electrical consumption of the traction network so as to ensure the nominal operation of the equipment of the traction network. This control is based on an estimate of the electrical consumption of network equipment. In general, the estimate is based on real-time measurements of the consumption of auxiliary equipment or on pre-established models.
[0008] De surcroît, la machine électrique est contrôlée de façon à délivrer un certain couple. Ainsi, il est nécessaire de convertir le courant nécessaire au fonctionnement des équipements auxiliaires en puissance puis en couple. Ces calculs génèrent des imprécisions sur la restitution par la machine électrique de la puissance nécessaire au fonctionnement des équipements auxiliaires. In addition, the electric machine is controlled so as to deliver a certain torque. Thus, it is necessary to convert the current necessary for the operation of the auxiliary equipment into power and then into torque. These calculations generate inaccuracies in the return by the electrical machine of the power necessary for the operation of the auxiliary equipment.
[0009] L’estimation de la puissance nécessaire aux équipements auxiliaires ainsi que l’imprécision sur la restitution de puissance par la machine électrique conduisent à des imprécisions dans le contrôle de l’état de charge de la batterie de traction. La stabilisation est alors le plus souvent incomplète dans le sens où la balance du courant circulant dans la batterie de traction est non nulle. Cela induit une faible charge ou décharge de la batterie de traction et peut conduire à la détection d’erreur dans la batterie de traction et éventuellement à sa déconnection du réseau. [0009] The estimation of the power required for the auxiliary equipment as well as the imprecision of the power output by the electric machine lead to imprecision in the control of the state of charge of the traction battery. Stabilization is then most often incomplete in the sense that the balance of the current flowing in the traction battery is not zero. This induces a weak charge or discharge of the traction battery and can lead to the detection of an error in the traction battery and possibly to its disconnection from the network.
[Exposé de l’invention] [Disclosure of the invention]
[0010] Le but de la présente invention est de proposer un procédé permettant de remédier aux inconvénients précités. The aim of the present invention is to provide a method making it possible to overcome the aforementioned drawbacks.
[0011] L’invention concerne donc un procédé de détermination d’un courant optimal à délivrer à un réseau de traction de façon à stabiliser l’état de charge d’une batterie de traction présente dans un réseau de traction d’un véhicule automobile comprenant ladite batterie de traction, une machine électrique commandée en contrôle en couple de façon à permettre la délivrance du courant électrique optimal au réseau de traction, un onduleur, un convertisseur DC/DC et des équipements auxiliaires, ledit procédé comprenant : The invention therefore relates to a method for determining an optimal current to be delivered to a traction network so as to stabilize the state of charge of a traction battery present in a traction network of a motor vehicle. comprising said traction battery, an electric machine controlled in torque control so as to allow delivery of the optimum electric current to the traction network, an inverter, a DC / DC converter and auxiliary equipment, said method comprising:
- une étape de détermination d’un courant nécessaire au fonctionnement du réseau de traction, - a step of determining a current necessary for the operation of the traction network,
- une étape de mesure d’un courant entrant ou sortant de la batterie de traction de façon à déterminer une valeur de référence, - a step of measuring a current entering or leaving the traction battery so as to determine a reference value,
- une étape de détermination du courant optimal, ledit courant optimal correspondant au courant nécessaire majoré de la valeur de référence, - une étape de délivrance au réseau de traction du courant optimal, les étapes du procédé étant réitérées de façon que le courant entrant ou sortant de la batterie de traction soit égal à zéro. - a step of determining the optimum current, said optimum current corresponding to the necessary current increased by the reference value, a step of delivering the optimum current to the traction network, the steps of the method being reiterated so that the current entering or leaving the traction battery is equal to zero.
[0012] Selon un mode de réalisation de l’invention, le procédé comprend également une étape de mesure de la tension en cours sur le réseau de traction de façon à déterminer la puissance électrique optimale à fournir au réseau de traction, la puissance électrique optimale étant fonction du courant optimal et de la tension en cours sur le réseau de traction. According to one embodiment of the invention, the method also comprises a step of measuring the voltage in progress on the traction network so as to determine the optimum electric power to be supplied to the traction network, the optimum electric power depending on the optimum current and the current voltage on the traction network.
[0013] Avantageusement, le procédé comprend une étape de conversion de la puissance électrique optimale en couple moteur optimal à imposer à la machine électrique de façon à permettre la délivrance du courant électrique optimal au réseau de traction. Advantageously, the method comprises a step of converting the optimum electric power into optimum motor torque to be imposed on the electric machine so as to allow the delivery of the optimum electric current to the traction network.
[0014] Selon un autre mode de réalisation de l’invention, le procédé comprend également une étape de détermination du couple moteur maximal pouvant être imposé à la machine électrique. [0014] According to another embodiment of the invention, the method also comprises a step of determining the maximum engine torque that can be imposed on the electric machine.
[0015] Avantageusement encore, le procédé comprend également une étape de conversion du couple moteur maximal en puissance électrique maximale pouvant être fournie au réseau de traction. Further advantageously, the method also comprises a step of converting the maximum engine torque into maximum electrical power that can be supplied to the traction network.
[0016] Avantageusement encore, le procédé comprend également une étape de mesure de la tension en cours sur le réseau de traction de façon à déterminer le courant maximal pouvant être délivré au réseau de traction, le courant maximal étant fonction de la puissance électrique maximale et de la tension en cours sur le réseau de traction. Further advantageously, the method also comprises a step of measuring the current voltage on the traction network so as to determine the maximum current that can be delivered to the traction network, the maximum current being a function of the maximum electrical power and of the current voltage on the traction network.
[0017] Selon encore un autre mode de réalisation de l’invention, le procédé comprend une étape préliminaire permettant de déterminer si une stabilisation de l’état de charge de la batterie de traction est requise. [0017] According to yet another embodiment of the invention, the method comprises a preliminary step for determining whether stabilization of the state of charge of the traction battery is required.
[0018] Avantageusement, une stabilisation de l’état de charge de la batterie de traction est en outre requise si le courant nécessaire est supérieur au courant électrique maximum pouvant être délivré par la batterie de traction. Advantageously, stabilization of the state of charge of the traction battery is also required if the current required is greater than the maximum electric current that can be delivered by the traction battery.
[0019] Avantageusement encore, lorsqu’une stabilisation de l’état de charge de la batterie de traction est requise, l’on impose une baisse progressive du couple moteur de la machine électrique jusqu’à atteindre une valeur nulle, la machine électrique étant alors commandée de façon à permettre la délivrance du courant électrique optimal au réseau de traction. Advantageously also, when stabilization of the state of charge of the traction battery is required, a gradual decrease in the motor torque of the electric machine is imposed until it reaches a zero value, the electric machine being then controlled so as to allow delivery of the optimum electric current to the traction network.
[0020] L’invention concerne également une unité de contrôle moteur caractérisée en ce qu’elle est configurée pour la mise en œuvre du procédé selon l’invention. [0021] Un avantage de la présente invention réside dans la stabilisation précise de l’état de charge d’une batterie de traction. The invention also relates to an engine control unit characterized in that it is configured for the implementation of the method according to the invention. An advantage of the present invention lies in the precise stabilization of the state of charge of a traction battery.
[Description des dessins] [Description of the drawings]
[0022] D’autres caractéristiques, avantages et détails de l’invention seront mieux compris à la lecture du complément de description purement illustrative qui va suivre en rapport avec les dessins annexés dans lequel : [0022] Other characteristics, advantages and details of the invention will be better understood on reading the additional purely illustrative description which follows in connection with the accompanying drawings in which:
[Fig. 1] : la figure 1 représente une vue schématique d’un réseau électrique d’un véhicule automobile, [Fig. 1]: Figure 1 shows a schematic view of an electrical network of a motor vehicle,
[Fig. 2] : la figure 2 représente un logigramme illustrant les étapes préliminaires à la mise du procédé de stabilisation de l’état de charge de la batterie de traction, [Fig. 2]: Figure 2 is a flowchart illustrating the preliminary steps for starting the process for stabilizing the state of charge of the traction battery,
[Fig. 3] : la figure 3 représente un schéma bloc illustrant les différentes étapes du procédé selon l’invention. [Fig. 3]: Figure 3 is a block diagram illustrating the different steps of the process according to the invention.
[Description des modes de réalisation] [Description of embodiments]
[0023] Comme décrit précédemment, l’invention concerne un procédé de détermination du courant optimal à délivrer à un réseau de traction de façon à stabiliser l’état de charge d’une batterie de traction. As described above, the invention relates to a method for determining the optimum current to be delivered to a traction network so as to stabilize the state of charge of a traction battery.
[0024] La figure 1 montre un réseau électrique dans un véhicule automobile hybride comprenant en outre un moteur thermique 7 et une machiné électrique 2. Figure 1 shows an electrical network in a hybrid motor vehicle further comprising a heat engine 7 and an electric machine 2.
[0025] Le réseau électrique comprend une batterie de traction 1 alimentant un réseau de traction à haute tension équipé notamment d’un onduleur 3 et d’une machine électrique 2 pour la propulsion du véhicule. La batterie de traction 1 alimente également des équipements auxiliaires 5 tels qu’un catalyseur réchauffé électriquement et un turbocompresseur électrique. Le réseau de traction comprend également un convertisseur DC/DC 4 alimenté par la batterie de traction 1 et relié à un réseau de bord. Le réseau de bord comprend des équipements nécessaires 9 au fonctionnement du véhicule automobile et une batterie basse tension 8. The electrical network comprises a traction battery 1 supplying a high voltage traction network equipped in particular with an inverter 3 and an electric machine 2 for propelling the vehicle. The traction battery 1 also supplies auxiliary equipment 5 such as an electrically heated catalyst and an electric turbocharger. The traction network also includes a DC / DC converter 4 supplied by the traction battery 1 and connected to an on-board network. The on-board network includes equipment 9 necessary for the operation of the motor vehicle and a low-voltage battery 8.
[0026] Le procédé selon l’invention permet en outre de stabiliser l’état de charge de la batterie de traction 1 lorsqu’une telle stabilisation est requise. La machine électrique 2 est alors commandée en contrôle en couple de façon à permettre la délivrance d’un courant électrique au réseau de traction afin d’assurer un service nominal du réseau de traction tout en minimisant le courant entrant ou sortant de la batterie de traction 1. [0027] Ainsi, le procédé selon l’invention permet de déterminer le courant optimal COPT à délivrer au réseau de traction de façon à stabiliser l’état de charge la batterie de traction 1. Dans le cadre de la présente invention, on appelle courant optimal COPT le courant déterminé selon les étapes du procédé et permettant un fonctionnement nominal des équipements du réseau de traction tout en s’assurant que le courant entrant ou sortant CBAT de la batterie de traction est égal à zéro. The method according to the invention also makes it possible to stabilize the state of charge of the traction battery 1 when such stabilization is required. The electric machine 2 is then controlled in torque control so as to allow the delivery of an electric current to the traction network in order to ensure nominal service of the traction network while minimizing the current entering or leaving the traction battery. 1. Thus, the method according to the invention makes it possible to determine the optimum COPT current to be delivered to the traction network so as to stabilize the state of charge of the traction battery 1. In the context of the present invention, current is called optimal COPT the current determined according to the steps of the method and allowing nominal operation of the equipment of the traction network while ensuring that the current entering or leaving CBAT of the traction battery is equal to zero.
[0028] La stabilisation de l’état de charge de la batterie de traction 1 peut être requise en fonction de différents paramètres que sont notamment l’état de charge de la batterie de traction 1, la consommation électrique en cours ou prévisionnelle des équipements auxiliaires 5 et du convertisseur DC/DC 4 mais encore lorsque la température de la batterie de traction atteint des limites hautes ou basses. The stabilization of the state of charge of the traction battery 1 may be required as a function of various parameters which are in particular the state of charge of the traction battery 1, the current or forecast electrical consumption of the auxiliary equipment. 5 and the DC / DC converter 4 but also when the temperature of the traction battery reaches high or low limits.
[0029] On parle alors de courant nécessaire CNEC au fonctionnement du réseau de traction correspondant à la somme du courant nécessaire au fonctionnement des équipements auxiliaires 5 CAUX et du courant nécessaire au fonctionnement du convertisseur DC/DC 4 CDCDC. Il est possible d’estimer ou de déterminer en temps réel le courant nécessaire CNEC. Par exemple, le courant nécessaire CNEC correspond au courant nominal nécessaire à la bonne marche d’un catalyseur réchauffé électriquement, d’un compresseur électrique et du convertisseur DC/DC 4. This is then referred to as the current CNEC necessary for the operation of the traction network corresponding to the sum of the current necessary for the operation of the auxiliary equipment 5 CAUX and the current necessary for the operation of the DC / DC converter 4 CDCDC. It is possible to estimate or determine the required current CNEC in real time. For example, the required current CNEC corresponds to the nominal current necessary for the proper functioning of an electrically heated catalyst, an electric compressor and the DC / DC converter 4.
[0030] On a représenté sur la figure 2 un logigramme illustrant les étapes préliminaires à la mise en œuvre des étapes du procédé permettant la stabilisation de l’état de charge de la batterie de traction 1. There is shown in Figure 2 a flowchart illustrating the preliminary steps to the implementation of the steps of the method allowing the stabilization of the state of charge of the traction battery 1.
[0031] Dans un premier temps, l’on détermine si une stabilisation de l’état de charge de la batterie de traction 1 est requise. Selon un mode de réalisation du procédé selon l’invention, une stabilisation de l’état de charge de la batterie de traction 1 est requise lorsqu’elle est peu chargée, ou lorsque que les limites de courant de charge ou de décharge de la batterie de traction sont faibles, ou encore lorsque la température de la batterie de traction atteint des limites basses ou hautes. De la même façon la stabilisation de l’état de charge de la batterie de traction 1 est requise lorsque l’estimation sur le long terme de la consommation des équipements auxiliaires dépasse les capacités de la batterie de traction 1. First, it is determined whether a stabilization of the state of charge of the traction battery 1 is required. According to one embodiment of the method according to the invention, a stabilization of the state of charge of the traction battery 1 is required when it is lightly charged, or when the charging or discharging current limits of the battery traction conditions are low, or when the temperature of the traction battery reaches low or high limits. Likewise, the stabilization of the state of charge of traction battery 1 is required when the long-term estimate of the consumption of auxiliary equipment exceeds the capacities of traction battery 1.
[0032] Selon un mode de réalisation de l’invention, la stabilisation de l’état de charge de la batterie de traction 1 est en outre requise si le courant nécessaire CNEC est supérieur au courant électrique maximum pouvant être délivré par la batterie de traction 1. [0033] Il va de soi qu’il existe de nombreuses situations non listées dans la description qui nécessitent une stabilisation de l’état de charge de la batterie de traction 1. According to one embodiment of the invention, the stabilization of the state of charge of the traction battery 1 is also required if the required current CNEC is greater than the maximum electric current that can be delivered by the traction battery. 1. It goes without saying that there are many situations not listed in the description which require stabilization of the state of charge of the traction battery 1.
[0034] Dans les cas où une stabilisation de l’état de charge n’est pas requise, la batterie de traction 1 est apte à assurer la délivrance du courant nécessaire au fonctionnement du réseau de traction. In cases where a stabilization of the state of charge is not required, the traction battery 1 is able to ensure the delivery of the current necessary for the operation of the traction network.
[0035] Ainsi, lorsqu’une stabilisation de l’état de charge de la batterie de traction 1 est requise, la machine électrique 2 est commandée en contrôle en couple de façon à permettre la délivrance du courant électrique optimal COPT au réseau de traction. [0035] Thus, when a stabilization of the state of charge of the traction battery 1 is required, the electric machine 2 is controlled in torque control so as to allow the delivery of the optimum COPT electric current to the traction network.
[0036] Comme décrit sur la figure 2, l’on impose à la machine électrique 2 une baisse progressive du couple moteur de la machine électrique 2 jusqu’à atteindre une valeur nulle. Cela permet d’assurer une transition douce entre les différents modes de fonctionnement en évitant par exemple les sauts de régime. Une fois le couple moteur de la machine électrique 2 nul, la machine électrique 2 est commandée de façon à permettre la délivrance d’un courant au réseau de traction. Ainsi, lorsqu’une stabilisation de l’état de charge de la batterie de traction est requise, la référence de couple moteur de la machine électrique 2 est déterminée pour assurer une balance nulle du courant circulant dans la batterie de traction 1. As described in Figure 2, the electric machine 2 is imposed a gradual decrease in the motor torque of the electric machine 2 until it reaches a zero value. This makes it possible to ensure a smooth transition between the different operating modes, for example avoiding speed jumps. Once the motor torque of the electric machine 2 is zero, the electric machine 2 is controlled so as to allow the delivery of a current to the traction network. Thus, when a stabilization of the state of charge of the traction battery is required, the engine torque reference of the electric machine 2 is determined to ensure a zero balance of the current flowing in the traction battery 1.
[0037] Le procédé selon l’invention permet de déterminer le courant optimal COPT à délivrer au réseau de traction de façon à stabiliser l’état de charge d’une batterie de traction 1. Les différentes étapes du procédé sont réalisées en boucle fermée de façon à continuellement ajuster et déterminer le courant optimal COPT. The method according to the invention makes it possible to determine the optimum COPT current to be delivered to the traction network so as to stabilize the state of charge of a traction battery 1. The various steps of the method are carried out in a closed loop of so as to continuously adjust and determine the optimum COPT current.
[0038] On a représenté sur la figure 3 les différentes étapes du procédé selon l’invention sous forme d’un schéma. Ainsi, le procédé selon l’invention comprend une étape de détermination du courant nécessaire CNEC au fonctionnement du réseau de traction. Le courant nécessaire CNEC peut être déterminé à l’aide de capteurs de consommation, d’historiques de consommation ou encore d’estimations de consommation de façon à déterminer les courants CAUX et CDCDC. Ainsi, la valeur du courant nécessaire CNEC peut par exemple être stockée dans la mémoire d’une unité de contrôle moteur 6. FIG. 3 shows the various steps of the method according to the invention in the form of a diagram. Thus, the method according to the invention comprises a step of determining the current CNEC necessary for the operation of the traction network. The required current CNEC can be determined using consumption sensors, consumption histories or consumption estimates in order to determine the CAUX and CDCDC currents. Thus, the value of the necessary current CNEC can for example be stored in the memory of an engine control unit 6.
[0039] L’on réalise également une étape de mesure du courant entrant ou sortant CBAT de la batterie de traction 1. Le courant entrant ou sortant CBAT est généralement mesuré à l’aide de capteurs et sa valeur peut également être stockée dans la mémoire d’une unité de contrôle moteur 6. La mesure du courant entrant ou sortant CBAT permet de déterminer une valeur de référence CREF. [0040] La valeur du courant nécessaire CNEC et la valeur de référence CREF permettent de déterminer de façon précise un courant optimal COPT permettant de faire fonctionner le réseau de traction tout en s’assurant que le courant entrant ou sortant CBAT est égal à zéro. Le courant optimal COPT correspond ainsi au courant nécessaire CNEC majoré de la valeur de référence CREF obtenus aux étapes précédentes. Par exemple, le courant optimal COPT est déterminé selon la loi des nœuds. A step is also carried out for measuring the current entering or leaving CBAT of the traction battery 1. The current entering or leaving CBAT is generally measured using sensors and its value can also be stored in the memory. a motor control unit 6. The measurement of the incoming or outgoing current CBAT makes it possible to determine a reference value CREF. The value of the current required CNEC and the reference value CREF make it possible to precisely determine an optimal current COPT making it possible to operate the traction network while ensuring that the incoming or outgoing current CBAT is equal to zero. The optimum COPT current thus corresponds to the necessary current CNEC increased by the CREF reference value obtained in the previous steps. For example, the optimum COPT current is determined according to the law of knots.
[0041] Une fois la valeur du courant optimal COPT déterminée, l’on délivre au réseau de traction le courant optimal COPT. Afin de permettre la délivrance du courant optimal COPT, le procédé selon l’invention comprend une étape de mesure de la tension UR en cours sur le réseau de traction de façon à déterminer la puissance électrique optimale PEOPT à fournir au réseau de traction. La puissance électrique optimale PEOPT est donc fonction du courant optimal COPT et de la tension UR en cours sur le réseau de traction. Once the value of the optimum COPT current has been determined, the optimum COPT current is delivered to the traction network. In order to allow the delivery of the optimum COPT current, the method according to the invention comprises a step of measuring the current UR voltage on the traction network so as to determine the optimum electrical power PEOPT to be supplied to the traction network. The optimum electrical power PEOPT is therefore a function of the optimum COPT current and of the current UR voltage on the traction network.
[0042] Ainsi, la détermination de la puissance électrique optimale PEOPT, la connaissance du régime moteur de la machine électrique 2 ainsi que la mesure de la tension UR en cours sur le réseau de traction permet la conversion de la puissance électrique PEOPT en couple moteur optimal TOPT à imposer à la machine électrique 2 de façon à permettre la délivrance du courant électrique optimal COPT au réseau de traction. [0042] Thus, the determination of the optimum electrical power PEOPT, the knowledge of the engine speed of the electric machine 2 as well as the measurement of the voltage UR in progress on the traction network allows the conversion of the electrical power PEOPT into engine torque optimum TOPT to be imposed on the electric machine 2 so as to allow delivery of the optimum electrical current COPT to the traction network.
[0043] Une fois le courant optimal COPT délivré au réseau de traction, les étapes du procédé sont réitérées de façon à ce que le courant entrant ou sortant CBAT de la batterie de traction 1 soit égal à zéro. Cela permet de connaître avec précision et en permanence le courant entrant ou sortant CBAT de la batterie de traction 1 et ainsi d’ajuster la valeur de référence CREF. En effet, le courant restitué de manière indirecte par la machine électrique 2 est entachée d’erreur par les étapes de détermination de la puissance électrique optimale POPT ainsi que par la conversion de la puissance électrique optimale POPT en couple moteur optimal TOPT, mais également par les prédictions ou les mesures de consommation du réseau de traction. Once the optimum COPT current delivered to the traction network, the process steps are reiterated so that the current entering or leaving CBAT of the traction battery 1 is equal to zero. This makes it possible to know with precision and permanently the current entering or leaving CBAT of traction battery 1 and thus adjust the CREF reference value. Indeed, the current returned indirectly by the electric machine 2 is vitiated by error by the steps of determining the optimum electrical power POPT as well as by the conversion of the optimum electrical power POPT into optimum motor torque TOPT, but also by the predictions or measurements of consumption of the traction network.
[0044] Ce fonctionnement en boucle fermée du procédé selon l’invention permet de remédier à ces inconvénients en déterminant continuellement le courant optimal COPT en fonction du courant nécessaire CNEC et du courant entrant ou sortant CBAT de la batterie de traction 1. This closed-loop operation of the method according to the invention overcomes these drawbacks by continuously determining the optimum COPT current as a function of the required current CNEC and the incoming or outgoing CBAT current of the traction battery 1.
[0045] Selon un mode de réalisation de l’invention, le procédé comprend également une étape de détermination du courant électrique CMAX pouvant être délivré au réseau de traction. En effet, il peut s’avérer que la valeur du courant optimal COPT dépasse la valeur de courant maximal CMAX pouvant être délivré. Ainsi, un mode de réalisation du procédé comprend une étape supplémentaire de détermination de couple moteur TMAX pouvant être imposé à la machine électrique 2. En connaissant le régime moteur de la machine électrique 2 ainsi que la tension UR, le couple moteur optimal TOPT est alors converti en puissance électrique maximale PEMAX pouvant être délivrée par la machine électrique 2. According to one embodiment of the invention, the method also comprises a step of determining the electric current CMAX that can be delivered to the traction network. Indeed, it may turn out that the value of the optimum current COPT exceeds the value of the maximum current CMAX that can be delivered. Thus, an embodiment of the method includes an additional step of determining the motor torque TMAX which can be imposed on the electric machine 2. By knowing the motor speed of the electric machine 2 as well as the voltage UR, the optimum motor torque TOPT is then converted into maximum electric power PEMAX which can be delivered by the electric machine 2.
[0046] La valeur de PEMAX permet ensuite de déterminer la valeur du courant maximal CMAX pouvant être fourni au réseau de traction. La valeur CMAX est déterminée en fonction de la valeur de PEMAX et de la valeur de la tension UR en cours sur le réseau de tension. Le courant maximal CMAX est ainsi égal au quotient de la puissance maximale PEMAX sur la tension UR. The value of PEMAX then makes it possible to determine the value of the maximum current CMAX that can be supplied to the traction network. The CMAX value is determined according to the value of PEMAX and the value of the current UR voltage on the voltage network. The maximum current CMAX is thus equal to the quotient of the maximum power PEMAX on the voltage UR.
[0047] Le courant optimal CMAX permet également de définir un intervalle de fonctionnement de la machine électrique 2 de façon à permettre la délivrance du courant optimal COPT. En effet, la valeur du courant optimal COPT précédemment défini doit se trouver dans l’intervalle compris entre 0 et CMAX. Si ce n’est pas le cas cela induit que la machine électrique 2 n’est pas en mesure de permettre la délivrance du courant nécessaire au réseau de traction tout en s’assurant que le courant entrant ou sortant CBAT soit égal à zéro. Il est alors nécessaire d’adapter la valeur du courant nécessaire CNEC. Il est par exemple possible de diminuer la consommation des équipements auxiliaires 5 ou des équipements du réseau de bord. The optimum current CMAX also makes it possible to define an operating interval of the electric machine 2 so as to allow the delivery of the optimum current COPT. Indeed, the value of the optimum COPT current defined above must be in the interval between 0 and CMAX. If this is not the case, this means that the electric machine 2 is not able to allow the delivery of the current necessary for the traction network while ensuring that the incoming or outgoing CBAT current is equal to zero. It is then necessary to adapt the value of the necessary current CNEC. It is for example possible to reduce the consumption of the auxiliary equipment 5 or the equipment of the on-board network.
[0048] Le procédé selon l’invention peut être mis en œuvre par une unité de contrôle moteur 6 présente dans le réseau de traction d’un véhicule automobile comprenant une batterie de traction 1, une machine électrique 2, un onduleur 3, un convertisseur DC/DC 4 et des équipements auxiliaires 5. L’unité de contrôle moteur collecte notamment les données CMAX, CNEC, CBAT, UR et détermine ainsi la valeur de COPT et de PEOPT. L’unité de contrôle moteur permet en outre d’asservir la machine électrique 2 de façon qu’elle délivre le courant optimal COPT au réseau de traction. The method according to the invention can be implemented by an engine control unit 6 present in the traction network of a motor vehicle comprising a traction battery 1, an electrical machine 2, an inverter 3, a converter DC / DC 4 and auxiliary equipment 5. The engine control unit notably collects the CMAX, CNEC, CBAT, UR data and thus determines the value of COPT and PEOPT. The motor control unit also makes it possible to control the electric machine 2 so that it delivers the optimum COPT current to the traction network.

Claims

Revendications Claims
[Revendication 1] Procédé de détermination d’un courant optimal (COPT) à délivrer à un réseau de traction de façon à stabiliser l’état de charge d’une batterie de traction (1) présente dans un réseau de traction d’un véhicule automobile comprenant ladite batterie de traction (1), une machine électrique (2) commandée en contrôle en couple de façon à permettre la délivrance du courant électrique optimal (COPT) au réseau de traction, un onduleur (3), un convertisseur DC/DC (4) et des équipements auxiliaires (5), ledit procédé comprenant : [Claim 1] Method for determining an optimum current (COPT) to be delivered to a traction network so as to stabilize the state of charge of a traction battery (1) present in a traction network of a vehicle automobile comprising said traction battery (1), an electric machine (2) controlled in torque control so as to allow the delivery of the optimum electric current (COPT) to the traction network, an inverter (3), a DC / DC converter (4) and auxiliary equipment (5), said method comprising:
- une étape de détermination d’un courant nécessaire (CNEC) au fonctionnement du réseau de traction, - a step of determining a current necessary (CNEC) for the operation of the traction network,
- une étape de mesure d’un courant entrant ou sortant (CBAT) de la batterie de traction (1) de façon à déterminer une valeur de référence (CREF), - a step of measuring an incoming or outgoing current (CBAT) of the traction battery (1) so as to determine a reference value (CREF),
- une étape de détermination du courant optimal (COPT), ledit courant optimal (COPT) correspondant au courant nécessaire (CNEC) majoré de la valeur de référence (CREF),- a step of determining the optimum current (COPT), said optimum current (COPT) corresponding to the necessary current (CNEC) increased by the reference value (CREF),
- une étape de délivrance au réseau de traction du courant optimal (COPT), les étapes du procédé étant réitérées de façon que le courant entrant ou sortant (CBAT) de la batterie de traction (1) soit égal à zéro. a step of delivering the optimum current (COPT) to the traction network, the steps of the method being reiterated so that the current entering or leaving (CBAT) of the traction battery (1) is equal to zero.
[Revendication 2] Procédé selon la revendication 1, caractérisé en ce qu’il comprend également une étape de mesure de la tension (UR) en cours sur le réseau de traction de façon à déterminer la puissance électrique optimale (PEOPT) à fournir au réseau de traction, la puissance électrique optimale (PEOPT) étant fonction du courant optimal (COPT) et de la tension (UR) en cours sur le réseau de traction. [Claim 2] The method of claim 1, characterized in that it also comprises a step of measuring the voltage (UR) in progress on the traction network so as to determine the optimum electrical power (PEOPT) to be supplied to the network traction, the optimum electrical power (PEOPT) being a function of the optimum current (COPT) and the voltage (UR) in progress on the traction network.
[Revendication 3] Procédé selon la revendication 2, caractérisé en ce qu’il comprend une étape de conversion de la puissance électrique optimale (PEOPT) en couple moteur optimal (TOPT) à imposer à la machine électrique (2) de façon à permettre la délivrance du courant électrique optimal (COPT) au réseau de traction. [Claim 3] The method of claim 2, characterized in that it comprises a step of converting the optimum electric power (PEOPT) into optimum motor torque (TOPT) to be imposed on the electric machine (2) so as to allow the delivery of optimal electrical current (COPT) to the traction network.
[Revendication 4] Procédé selon l’une quelconque des revendications précédentes, caractérisé en ce qu’il comprend également une étape de détermination du couple moteur maximal (TMAX) pouvant être imposé à la machine électrique (2). [Claim 4] Method according to any one of the preceding claims, characterized in that it also comprises a step of determining the maximum engine torque (TMAX) that can be imposed on the electric machine (2).
[Revendication 5] Procédé selon la revendication 4, caractérisé en ce qu’il comprend également une étape de conversion du couple moteur maximal (TMAX) en puissance électrique maximale (PEMAX) pouvant être fournie au réseau de traction. [Claim 5] The method of claim 4, characterized in that it also comprises a step of converting the maximum engine torque (TMAX) into maximum electrical power (PEMAX) that can be supplied to the traction network.
[Revendication 6] Procédé selon la revendication 5, caractérisé en ce qu’il comprend également une étape de mesure de la tension (UR) en cours sur le réseau de traction de façon à déterminer le courant maximal (CMAX) pouvant être délivré au réseau de traction, le courant maximal (CMAX) étant fonction de la puissance électrique maximale (PEMAX) et de la tension (UR) en cours sur le réseau de traction. [Claim 6] The method of claim 5, characterized in that it also comprises a step of measuring the voltage (UR) in progress on the traction network so as to determine the maximum current (CMAX) that can be delivered to the network. traction, the maximum current (CMAX) being a function of the maximum electrical power (PEMAX) and the voltage (UR) in progress on the traction network.
[Revendication 7] Procédé selon l’une quelconque des revendications précédentes, caractérisé en ce qu’il comprend une étape préliminaire permettant de déterminer si une stabilisation de l’état de charge de la batterie de traction (1) est requise. [Claim 7] A method according to any one of the preceding claims, characterized in that it comprises a preliminary step for determining whether stabilization of the state of charge of the traction battery (1) is required.
[Revendication 8] Procédé selon la revendication 7, caractérisé en ce qu’une stabilisation de l’état de charge de la batterie de traction (1) est en outre requise si le courant nécessaire (CNEC) est supérieur au courant électrique maximum pouvant être délivré par la batterie de traction (1). [Claim 8] A method according to claim 7, characterized in that a stabilization of the state of charge of the traction battery (1) is further required if the required current (CNEC) is greater than the maximum electric current which can be obtained. delivered by the traction battery (1).
[Revendication 9] Procédé selon la revendication 7 ou 8, caractérisé en ce que lorsqu’une stabilisation de l’état de charge de la batterie de traction (1) est requise, l’on impose une baisse progressive du couple moteur de la machine électrique (2) jusqu’à atteindre une valeur nulle, la machine électrique (2) étant alors commandée de façon à permettre la délivrance du courant électrique optimal (COPT) au réseau de traction. [Claim 9] The method of claim 7 or 8, characterized in that when a stabilization of the state of charge of the traction battery (1) is required, a gradual reduction in the engine torque of the machine is imposed. electric (2) until a zero value is reached, the electric machine (2) then being controlled so as to allow the delivery of the optimum electric current (COPT) to the traction network.
[Revendication 10] Unité de contrôle moteur (6) caractérisée en ce qu’elle est configurée pour la mise en œuvre du procédé selon l’une quelconque des revendications précédentes. [Claim 10] Engine control unit (6) characterized in that it is configured for implementing the method according to any one of the preceding claims.
PCT/EP2020/077809 2019-10-07 2020-10-05 Method for stabilising the charge state of a traction battery WO2021069356A1 (en)

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FRFR1911099 2019-10-07
FR1911099A FR3101733B1 (en) 2019-10-07 2019-10-07 Method for stabilizing the state of a charge of a traction battery

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001211507A (en) * 2000-01-24 2001-08-03 Nissan Motor Co Ltd Control apparatus of hybrid vehicle
US20040178756A1 (en) * 2003-03-10 2004-09-16 Fu Zhenxing Prediction of available torque and power from battery-powered traction motor
US20070187161A1 (en) * 2006-02-15 2007-08-16 Tatsuo Kiuchi Control system for a hybrid electric vehicle
JP2017159741A (en) * 2016-03-08 2017-09-14 株式会社デンソー Control system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001211507A (en) * 2000-01-24 2001-08-03 Nissan Motor Co Ltd Control apparatus of hybrid vehicle
US20040178756A1 (en) * 2003-03-10 2004-09-16 Fu Zhenxing Prediction of available torque and power from battery-powered traction motor
US20070187161A1 (en) * 2006-02-15 2007-08-16 Tatsuo Kiuchi Control system for a hybrid electric vehicle
JP2017159741A (en) * 2016-03-08 2017-09-14 株式会社デンソー Control system

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FR3101733B1 (en) 2023-06-02

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