• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method for estimating the autonomy of an electric or hybrid vehicle on a predetermined path, the method including a step of estimating the energy available in the traction battery of the vehicle as a function of the temperature of said drums. The method according to the invention includes a step of calculating a value representative of the evolution of the temperature of the battery during the journey, said value being used to estimate the available energy. Application: electric or hybrid vehicles
    公开号:FR3018921A1
    申请号:FR1452456
    申请日:2014-03-24
    公开日:2015-09-25
    发明作者:Marc Lucea
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method for estimating the range of an electric or hybrid vehicle. It is particularly applicable to the evaluation of the autonomy of electric vehicles 5 equipped with a navigation system. In the current context of consensus on global warming, the reduction of carbon dioxide (CO2) emissions is a major challenge faced by car manufacturers, the standards being ever more demanding in this area. In addition to the constant improvement in efficiency of conventional combustion engines, which is accompanied by a reduction in CO2 emissions, electric vehicles ("EV" in the English terminology "Electric Vehicle") and hybrid vehicles thermal-electric ("HEV") are now considered the most promising solution for reducing CO2 emissions. Various technologies for storing electrical energy have been tested in recent years to meet the needs of EVs. It now appears that lithium-ion cell batteries (Li-ion) are those likely to provide the best compromise between the power density, which promotes the performance in terms of acceleration in particular, and the energy density, which promotes autonomy. However, the use of this Li-ion technology to constitute traction batteries for EV is not without many difficulties, particularly if one considers the necessary voltage levels, of the order of 400 volts ( V), or even considering the high temperature levels generated by the exothermic migration of lithium ions between the electrodes of the Li-ion cells, whether at the discharge when the vehicle is rolling or at the load when the driver connect his vehicle to a charging station. At present, the main obstacle to the development of electric vehicles remains their autonomy, which is still limited compared to conventional thermal vehicles. Thus, to convince potential customers to switch to an electric vehicle, it appears essential to provide them with energy gauges as reliable as possible, in order to limit the anxiety of breaking down, by providing the driver with an estimate of the energy consumption. remaining mileage as realistic as possible. This is a problem that the present invention proposes to solve. However, the remaining kilometric range depends on a large number of parameters, which include the state of charge of the battery, the driving style of the driver, the total mass of the vehicle, the outside temperature, the conditions traffic or the difference in altitude on the journey. The method usually used is to have periodically estimated by a computer in charge of battery management (commonly referred to as the English abbreviation BMS meaning "Battery Management System"), the energy available in the traction battery. A supervision calculator (commonly referred to as EVC for Electric Vehicle Controler) uses this estimate for, on the basis of distance, traffic and altitude information provided by a GPS system (English abbreviation). Saxon meaning "Global Positionning System"), deduce a prediction of autonomy. The EVC calculator thus performs somehow a prediction of energy required on the planned path, and compares it with the remaining energy provided by the BMS calculator. This approach, however, has several disadvantages in particular situations of temperature. It may be a hot start for a cold run, such as when the vehicle is parked in a "heated" garage and the outside temperature is well below that of the garage. The energy estimate made by the BMS calculator, which is based on its own temperature measurements taken by its sensors in the garage, is generally too optimistic, since the outside temperature at which the battery will actually be exposed for most of the time. trip is lower than that measured before departure, causing additional losses. Equivalently, when the vehicle is parked in full sun while the ambient air temperature is lower than that measured by the BMS calculator before departure, it will tend to overestimate the remaining energy. It can also be a cold start for a warm run, such as when the vehicle is parked in the shade or in an air-conditioned garage, while the outside temperature on the planned path is much higher. In this case, the energy estimate provided by the BMS calculator is too pessimistic, since the losses generated by the low temperature are overestimated before departure. This is again a problem that the present invention proposes to solve.
    [0002] In order to overcome this disadvantage, it is known from US2013 / 0110331A1 a method for predicting the range of an electric vehicle from no longer a measured temperature value, but from a measurement of values of temperatures depending on the time of day. In this method, at different times of the day, including day or night and time in the day, are associated with temperature values recorded in the battery pack during trips previously carried out in a nearby time slot. These temperature readings are used to estimate more precisely than with a single temperature value the amount of energy available in the battery and thus to estimate more finely the autonomy of the vehicle. A disadvantage of this method is that the estimation of autonomy does not take into account the geographical peculiarities that can affect the meteorological conditions in general and the temperature in particular, since it implicitly assumes that at a time of the day it's the same temperature everywhere. Thus, in the event of a sudden change in weather conditions, which is likely in the case of journeys lasting several hundred kilometers, the prediction may be far from reality. In particular, if the driver is driving from a hot zone to a colder zone, his range may be overestimated and he may risk failure. This is again a problem that the present invention proposes to solve. The invention aims in particular to overcome the aforementioned drawbacks, particularly those related to changing weather conditions, including temperature variations on long trips. To this end, the subject of the invention is a method for estimating the autonomy of an electric or hybrid vehicle on a predetermined path, the method including a step of estimating the energy available in the vehicle's traction battery. function of the temperature of said battery. The method according to the invention includes a step of calculating a value representative of the evolution of the temperature of the battery during the journey, said value being used to estimate the available energy. In one embodiment, the step of calculating the representative value can advantageously include a step of cutting the path in p segments, where p is a strictly positive integer, and a step of estimating the temperature of the battery at the end of each of the p sections. For example, the step of calculating the representative value may furthermore include that the representative value is equal to the minimum value among the p temperature values of the battery at the end of each of the p segments, or that the representative value is equal to the average value of the p temperature values of the battery at the end of each of the p sections. Advantageously, the step of cutting the path in p sections may include a step of entering the path by a driver of the vehicle via the interface of a navigation system connected to the vehicle, as well as a step of pre-cutting the path by the navigation system in q sections, where q is a strictly positive integer less than or equal to p, such that the average speed of the vehicle estimated by the navigation system on each of the q sections varies from one section to the next on the path. The step of cutting the path in p sections may furthermore include, if some of the sections have an estimated duration of travel greater than a predetermined threshold, a second step of redrawing said sections whose travel time is too long, such that the travel time of each of the p segments thus obtained is less than or equal to the threshold. For example, the step of estimating the temperature of the battery at the end of each of the p segments may include, for i integer varying from 1 to p: an estimation step, as a function of the average speed (Vi ) estimated on the ith section, of the average current (Imoyen_i) passing through the battery during the ith section; - A step of estimating the temperature (Tcooling_i), at the beginning of the ith section, of a heat transfer fluid for heating or cooling the battery; a step of collecting the average outside temperature (Text_i) provided on the ith section; a step of estimating the temperature (Tpack (ti)) of the battery at the instant (ti) when the vehicle reaches the end of the ith section, from: o the estimated temperature of the battery at the end of ( i-1) th section (Tpack (ti-1)) or the measured temperature (Tpack) of the battery if i = 1, and / or; o the average current (Imoyen_i) estimated crossing the battery during the ith section, and / or; o the average outside temperature (Text_i) provided on the ith section, and / or; o the estimated temperature (Tcooling_i) of the coolant at the beginning of the ith section. For example, the step of estimating the temperature of the battery 15 at the end of each of the p sections may include estimating, for i integer ranging from 1 to p, the temperature (Tpack (ti)) of the battery at the end of the ith section by the equation: y ± y (Imoyen +6 Text +0 Tcooling Tpack (ti) = [Tpack (tlinlin + Text i + Tcooling 6 + 0 -1) - + where y, and 0 may be parameters corresponding to thermal characteristics of the battery Advantageously, for i integer varying from 1 to p, may be provided by the navigation system the average speed on the ith section according to the state of the traffic on said The present invention also relates to a computer including hardware and software means implementing such a method.The present invention finally relates to an electric vehicle or hyubrid 30 includes such a calculator and a dashboard on which to display the estimated autonomy. Other features and advantages of the invention will become apparent with the aid of the following description given with reference to appended FIGS. 1 and 2 and which illustrate, by an architecture diagram and a functional diagram respectively, an exemplary embodiment. of the invention. FIG. 1 thus illustrates with an architecture diagram an exemplary embodiment of the invention. A battery pack 11 of an electric vehicle comprises N cells connected in series, not shown in the figure. A voltage measurement is carried out for each of these N cells, N being typically between 10 and 100 for an electric or hybrid vehicle, and Vcells the N cell voltage measurements. A set of M temperature measurements, Tcells noted, are performed by a BMS 12 computer acting as the manager of the battery pack 11, by means of sensors inserted in the battery pack 11. The current browsing the battery pack 11, noted 'pack , is measured by a sensor not shown in the figure. As explained above, the BMS calculator 12 plays the role of the management computer for the battery pack 11. From the input signals Vcells, Tcells and pack, the BMS calculator 12 produces the following signals: an estimate or representation of the temperature of the battery pack 11 estimated from the M Tcells measurements; it can be the maximum temperature measured among the M Tcells measurements, or the minimum temperature, or the average, or a vector containing all of these 3 minimum / maximum / average temperatures; - Energy (Tpack): this is an estimate of the remaining energy in the battery pack 11 at the Tpack temperature; estimated by conventional techniques described in the state of the art, Energy (Tpack) represents the energy remaining in the battery pack 11 for a constant power discharge, it depends at the same time on the state of charge of the battery pack 11 at a given instant and its temperature Tpack; - Energy (Trep): it is an estimate of the remaining energy in the battery pack 11, for a Trep temperature value representative of the evolution of the temperature of the battery pack 11, Trep being calculated according to the invention described in the present application by an EVC calculator 13 acting as the supervision computer of the vehicle; - Upack: this is the voltage at the terminals of the battery pack 11.35 In Figure 1, a GPS system 14 acts as a navigation computer. Depending on the destination indicated by the driver, the GPS 14 provides the following information: Elevation: this is the altitude difference between the starting point and the arrival point on the indicated route; - Distance: this is the distance between the starting point and the arrival point, for the route entered by the driver; Distance = [D1; D2; ...; Dq] denotes the vector describing the distances of q different sections forming the path, on which the average speed to be taken into account is different; - Traffic: this is information on the traffic status; this signal may for example correspond to the average speed on the journey, which itself depends on the traffic conditions (e.g. stopper, work, type of traffic lane, ...); we denote Trafic = [V1; V2; ...; Vq] the vector describing the q 15 different average speed values, on q different sections D1, ..., Dq; - Text: this is the outside temperature on the journey; Text = [Text_1; Text_2; ...; Text_q] denotes the vector describing the q different mean outside temperature values, over the q different lengths of respective lengths D1,..., Dq. The EVC computer 13 therefore acts as a vehicle supervision computer, to which the BMS computer 12, the GPS 14 and the dashboard 15 of the vehicle are connected. From the input signals Text, Traffic, Distance, Elevation, Tpack, Pack, Energy (Tpack) and Energy (Trep), the EVC calculator 13 produces the following signals: Trep: it is a value representative of the evolution of the temperature of the battery pack 11 on the path entered by the driver; the way of calculating this value according to the invention is described later; 30 - Autonomie_Restante: it is about the remaining kilometric autonomy, estimated on the basis of the path and the conditions of temperature and traffic, and which corresponds to the margin of autonomy beyond the indicated destination; - Autonomy_Total: This is the total kilometric autonomy, estimated on the basis of temperature and traffic conditions.
    [0003] A thermal management system 16 manages the cooling and heating of the battery pack 11 by a stream of air or coolant, not shown in the figure. The thermal management system 16 is controlled by the EVC computer 13 via a control signal, the EVC computer 13 knowing the average steady-state temperature of the heat transfer fluid when the system 16 is activated. This average steady-state temperature is noted Tcooling: it depends on the characteristics of the fluid and the heating / cooling strategies implemented in the EVC computer 13. FIG. 2 illustrates by a functional diagram the same embodiment of the invention, in In particular, the details of the operations carried out in the EVC computer 13. A preprocessing block 21 of the GPS information performs a digital processing of the Distance, Text and Traffic signals supplied by the GPS system 14, so as to adapt the division into sections carried out by the GPS system 14 to the internal needs of the EVC computer 13. The 20 redrawing made in this block 21, from q sections made by the GPS system 14 (where q is a strictly positive integer), allows to produce p new sections (with p integer such as ipq), whose characteristics, in particular their durations, are adapted to the needs of thermal modeling. Thus, at the output of the preprocessing block 21, the following vectors are obtained: - Distance = [D1; D2; ...; Dp]: this is a vector describing the distances of the p successive sections forming the path; - Traffic = [V1; V2; ...; Vp]: this is a vector describing the p different average speed values, on p different sections D1 to 30 Dp; - Text = [Text_1; Text_2; ...; Text_p]: this is a vector describing the p different average outdoor temperature values, on the p different sections of respective lengths D1 to Dp. To perform this redistribution, the criterion relates to the duration 35 associated with each section, that is to say the duration ti = Di / Vi for i between 1 and q: these times must be less than a precalibrated threshold noted threshold_duration_tronçon, which can typically be of the order of 1 minute, so that the estimates made by the thermal model of the battery 11, which is described in detail later, are fairly reliable, especially with respect to the system Indeed, too long lengths of sections do not correctly reproduce the cooling / heating strategies through the Tcooling signal, as described later. Thus, if the i th section provided by the GPS system 14 does not respect ti <threshold_duration_tronçon, then this th section is divided into several sub-sections verifying ti '= Di' / Vi '<threshold_duration_tronçon. The average outside temperature and the average speed on these sub-sections are identical to those of the initial section, only the distance is adapted.
    [0004] A block 22 of energy balance related to the height difference estimates the energy required to undergo the variation in altitude corresponding to the signal Elevation provided by the GPS system 14, denoted 4Edivided. For example, it is possible to estimate this energy by: 4Everything = Mx gx Ascent where M represents the total mass of the vehicle for an average load (typically with 2 passengers), where g represents the acceleration of gravity and where Elevation represents the The difference in the distance provided by the GPS system 14. An energy balance block 23 linked to the distance estimates, from the distance and traffic signals provided by the GPS system 14, the energy necessary to travel the distance corresponding to the distance signal. provided by the GPS system 14 in the traffic conditions corresponding to the traffic signal provided by the GPS system 14, denoted 4Edistance. Different methods are described in the state of the art to estimate 4Edistance. It is possible, for example, to estimate it by: 35 P u AEdistance = 1 (0e - V + P - Vi2) * Dil where cc and I are vehicle-dependent calibration parameters, where Vi is the average speed provided by the GPS system 14 for the ith distance section Di. This energy balance over the distance takes into account the mechanical and aerodynamic friction, as well as the efficiencies of the electrical components and the traction chain. A block 24 named History makes it possible to estimate the driver's driving style, to possibly update the parameters cc and l used in block 23, and the parameters y and 0 used in a thermal modeling block 26 of the pack. According to whether the driver practices a sporty or economical driving style, these parameters can be updated to improve energy balances and target temperature estimates. The driving style may for example be described by calculating a weighted average or a root mean square of the pack current passing through the battery pack 11, or the power drawn from the battery pack 11, or Upack x 'pack. A block 25 of Global Energy Balance achieves the energy balance for the vehicle as a whole, from the signals 4Edivided, 4Edistance, Energy (Tpack) and Energy (Trep). A signal calculated by the block 25 is the following: Autonomierestante = [Energierep) - AEdivided - AEdistance] / Conso_spécifique (Trep) where Conso_spécifique, in joules per kilometer, is a calibration value which depends both on the vehicle, as its mass and type of its electric traction chain, and Trep temperature; Another signal calculated by the block 25 is as follows: Total autonomy = Energy Specific_console (Trep) If the remaining Autonomy_off signal is positive, an indicator is displayed on the dashboard 15 to inform the driver of the remaining remaining range estimated at after his journey. Total autonomy can also be displayed.
    [0005] A thermal modeling block 26 of the battery pack 11 estimates, from the signals Text, Tpack, Tcooling, Distance, Traffic and any parameters possibly updated in the block History (a, 13, y, Ô, 0), the temperature Trep target to which the battery pack 11 will operate during the trip. To make this estimate, a thermal model of the lo 11 battery pack is used: Trep = f (Text, Tpack, Tcooling, Distance, Traffic, History). Firstly, the average current flowing through the battery pack 11 during the journey is estimated: from the pre-processed Traffic signal = [V1; V2; ...; Vp], average current values are determined on each of the p segments. the vector [Imoyen_1; Imoyen_2; ....; Imoyen_p]. These average current values are determined by means of a table of precalibrated values dependent on the average speed. This table takes into account the characteristics of the vehicle, such as its mass or the efficiency of its electric machine or the gear ratio of its kinematic chain. Then, the temperatures of the battery pack 11 at the end of the p sections forming the path are estimated: For example, the evolution of the temperature of the battery pack 11 can be expressed, in continuous time, by the following differential equation : dTpack (t) - y / 02 + (Text (t) - Tpack (t)) + 0 (Tcooling (t) - Tpack (t)) where tpack (t) represents the temperature of the battery pack 11 at one moment t, where Text (t) represents the outside temperature at time t, where Tcooling (t) represents the temperature of the cooling system at time t and where y, and 0 are adjustment parameters to account for thermal characteristics of the battery pack 11, these parameters potentially being updatable in the block 24 History.
    [0006] In the second member of this last differential equation above, the first term represents the internal heating of the battery pack 11 by Joules effect, the second term represents the heat flow between the battery pack 11 and the atmosphere, the third term represents the heat flow between the battery pack 11 and the cooling / heating heat transfer fluid. To solve this differential equation in the EVC computer 13, we first determine the durations associated with each of the p sections, from the pre-processed information Traffic and Distance initially lo provided by the GPS system 14: a vector Duree = [t1, t2, ..., tp] describes the p durations associated with each of the p segments, with ti = Di / Vi for i integer between 1 and p. The following algorithm can then be executed in the EVC computer 13 according to the following steps: Step 1: estimation of the evolution of the temperature of the battery pack 11 on the first section of length D1, at the average speed V1 and at the mean outside temperature Text_l o Determination of the temperature Tcooling of the coolant: this temperature to be taken into account on the first section is determined by means of a table of precalibrated values, which describes the steady-state temperature of this fluid coolant according to the temperature of the battery pack 11: Tcooling_l = table_cooling (Tpack) 25 where Tpack is the temperature measured in the battery pack 11 at the moment the driver informs his destination in the GPS system 14, where Tcooling_l represents the average temperature of the heat transfer fluid to be taken into account on the first section, and where table_cooling represents the table of precalibrated values. Depending on the case, this temperature Tcooling_l may correspond to the activation of means for heating or cooling the fluid. o Calculation of the evolution of the temperature of the battery pack 11 on the first section: from the differential equation which precedes, and considering as constants on the whole of the first section the signals Text (t) = Text_1, Ipack (t) = Imoyen_1, Tcooling (t) = Tcooling_1, we obtain, for the estimated temperature of the battery pack 11 at time t1, that is to say at the end of the 1st section: Tpack (t1 ) = y e - (+ 0) 41 y - (Imoyen_1) 2 +8 -Text_1 + 6 '- Tcooling_l Tpack - (Imoyen_1) 2 +8 -Text_1 + 6' - Tcooling_l +6, +6, - Step 2: estimate of the evolution of the temperature of the battery pack 11 on the second section of length D2, the average speed V2 and the average outside temperature Text_2 o Determination of the temperature Tcooling_2 of the heat transfer fluid: this temperature to be taken into account on the second section is determined by means of a table of precalibrated values, which describes the steady-state temperature of this fluid as a function of the temperature erature of the battery pack 11: Tcooling_2 = table_cooling (TpackP »where Tpack (t1) is the temperature of the battery pack 11 at the end of the 1st section estimated according to step 1 above, where Tcooling_2 represents the average temperature of the coolant at take into account on the 2nd section and where table_cooling represents the table of precalibrated values. Depending on the case, this temperature Tcooling_2 may correspond to the activation of means for heating or cooling the fluid. o Calculation of the evolution of the temperature of the battery pack 11 on the 2nd section: starting from the differential equation which precedes, and considering as constants on the whole 2nd section the signals Text (t) = Text_2, Ipack (t) = Imoyen_2, Tcooling (t) = Tcooling_2, we obtain: Tpack (t2) - [Tpack nl) - y - (Imoyen_2) 2 + - Text_2 + 6- Tcooling_2 and2 ± y - (Imoyen_2) 2 +5 - Text_2 +0 - Tcooling_2 + +0 - Step i where: estimation of the evolution of the temperature of the battery pack 11 on the ith length section Di, at the average speed Vi and the mean outside temperature Text_i o Determination of the temperature Tcooling_i of the coolant on the ithth section: this temperature to be taken into account on the ith section is determined by means of a table of precalibrated values, which describes the temperature in steady state of this fluid as a function of the temperature of the battery pack 11: Tcooling_i = table_cooling (Tpack (ti - 1)) where Tpac k (ti-1) is the temperature of the battery pack 11 at the end of the (i1) th section estimated according to step i-1, where Tcooling_i represents the average temperature of the heat transfer fluid to be taken into account on the ith section, and where table_cooling represents the precalibrated values table. Depending on the case, this temperature Tcooling_i may correspond to the activation of means for heating or cooling the fluid. o Calculation of the evolution of the temperature of the battery pack 11 on the th section: starting from the differential equation which precedes, and considering as constants on the whole of the ith section the signals Text (t) = Text_i, Ipack (t) = Imoyen_i, Tcooling (t) = Tcooling_i, we obtain: Tpack (ti) = [Tpack (ti -1) - y tlinoyen + O -Text i +0 -Tcooling ± y (Imoyen + Ô -Text i + 0 Tcooling +0 +0 Continuing the previous steps up to step p, we thus obtain an estimate of the temperature of the battery pack 11 at the end of each of the p sections that constitute the path: Tpack_e st = [Tpack t 1), Tpack (t2), ..., Tpack (tp)] Finally, the temperature Trep is determined from the vector Tpack_est obtained previously.Various approaches are possible to determine this temperature Trep that the EVC 13 will return to BMS calculator 12. According to a first approach that could be described as "conservative", the temperature Trep can be selected This approach may lead to a slight underestimation of the range, the losses in the battery pack 11 being more than the lowest estimated temperature on the path: Trep = mini <kp (Tpack (ti)). important at low temperatures. This approach is recommended when the differences between the p different values of the Tpack_est vector are relatively small. According to another approach that could be described as "moderate", the temperature Trep can be chosen as being the mean temperature on the p sections of the path: Trep = meani <i <p (Tpack (ti)) This approach is recommended when the differences between the p different values of the Tpack_est vector are relatively large. The preceding embodiment thus makes it possible to obtain a value representative of the change in temperature of the battery pack 11 over the path entered by the driver via the GPS system 14, and an estimate of the range of the vehicle for this purpose. temperature value. This estimate of autonomy has the advantage of being more reliable than that which can be performed at the start of the vehicle, without taking into account the temperature changes that the battery pack will undergo during the journey. 30
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Method for estimating the autonomy of an electric or hybrid vehicle on a predetermined path, the method including a step of estimating the energy available in the traction battery (11) of the vehicle as a function of the temperature (Tpack) of said battery, the method being characterized in that it further includes a step of calculating a representative value (Trep) of the evolution of the temperature of the battery during the journey, said value being used to estimate the energy available.
    [0002]
    2. Method according to claim 1, characterized in that the step of calculating the representative value (Trep) includes: a step of cutting the path in p sections, where p is a strictly positive integer; a step of estimating the temperature of the battery (11) at the end of each of the p sections.
    [0003]
    3. Method according to claim 2, characterized in that the step of calculating the representative value (Trep) furthermore includes: the representative value is equal to the minimum value among the p temperature values of the battery at the end of each of the p sections, where the representative value is equal to the average value of the p temperature values of the battery at the end of each of the p sections.
    [0004]
    4. Method according to claim 2, characterized in that the step of cutting the path in p sections includes: a step of entering the path by a driver of the vehicle via the interface of a navigation system (14) connected to the vehicle; a step of pre-cutting of the path by the navigation system in q sections, where q is a strictly positive integer less than or equal to p, such that the average speed of the vehicle estimated by the navigation system on each of q sections varies from one section to the next on the route.
    [0005]
    5. Method according to claim 4, characterized in that the step of cutting the path in p sections furthermore includes, if some of the sections have an estimated duration of travel greater than a predetermined threshold, a second step of redistricting. said sections whose travel time is too long, so that the travel time of each of the p sections thus obtained is less than or equal to the threshold.
    [0006]
    6. Method according to claim 2, characterized in that the step of estimating the temperature of the battery (11) at the end of each of the p sections includes, for i integer ranging from 1 to p: a step of estimating, as a function of the average velocity (Vi) estimated on the ith section, of the average current (Imoyen_i) passing through the battery during the ith section; a step of estimating the temperature (Tcooling_i), at the beginning of the ith section, of a coolant for heating or cooling the battery; a step of collecting the average outside temperature (Text_i) provided on the ith section; a step of estimating the temperature (Tpack (ti)) of the battery at the instant (ti) where the vehicle reaches the end of the ith section, from: o the estimated temperature of the battery at the end of (i -1) th section (Tpack (ti-1)) or the measured temperature (Tpack) of the battery if i = 1, and / or; o the average current (Imoyen_i) estimated crossing the battery during the ith section, and / or; o the average outside temperature (Text_i) provided on the ith section, and / or; o the estimated temperature (Tcooling_i) of the coolant at the beginning of the ith section.
    [0007]
    7. Method according to claim 6, characterized in that the step of estimating the temperature of the battery at the end of each of the p sections includes estimating, for i integer ranging from 1 to p, the temperature (Tpack (ti)) of the battery at the end of the ith section by the equation: Tpack (ti) = [Tpack (ti -1) - y tlinoyen + O -Text i +0 -Tcooling ± y (Imoyen + Ô -Text i +0 -Tcooling +0 +0 where y, and 0 are parameters corresponding to the thermal characteristics of the battery.
    [0008]
    8. Method according to claims 4 and 6, characterized in that, for i integer ranging from 1 to p, are provided by the navigation system (14): the average speed (Vi) on the ith section according to the traffic status on said section; the mean outside temperature (Text_i) expected on the ith section.
    [0009]
    9. Calculator (13) characterized in that it comprises hardware and software means (21, 22, 23, 24, 25, 26) implementing the method according to any one of the preceding claims.
    [0010]
    10.Electric or hybrid vehicle characterized in that it comprises a computer (13) according to the preceding claim and a dashboard (15) on which to display the estimated autonomy.
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    同族专利:
    公开号 | 公开日
    FR3018921B1|2017-07-07|
    WO2015145053A1|2015-10-01|
    EP3122591A1|2017-02-01|
    US20170101026A1|2017-04-13|
    US10442304B2|2019-10-15|
    引用文献:
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    法律状态:
    2015-03-19| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-03-22| PLFP| Fee payment|Year of fee payment: 4 |
    2018-03-23| PLFP| Fee payment|Year of fee payment: 5 |
    2020-03-19| PLFP| Fee payment|Year of fee payment: 7 |
    2021-03-23| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452456A|FR3018921B1|2014-03-24|2014-03-24|METHOD FOR ESTIMATING THE AUTONOMY OF AN ELECTRIC OR HYBRID VEHICLE|FR1452456A| FR3018921B1|2014-03-24|2014-03-24|METHOD FOR ESTIMATING THE AUTONOMY OF AN ELECTRIC OR HYBRID VEHICLE|
    EP15718516.6A| EP3122591A1|2014-03-24|2015-03-23|Method for estimating the autonomy of an electric or hybrid vehicle|
    PCT/FR2015/050723| WO2015145053A1|2014-03-24|2015-03-23|Method for estimating the autonomy of an electric or hybrid vehicle|
    US15/128,252| US10442304B2|2014-03-24|2015-03-23|Method for estimating the autonomy of an electric or hybrid vehicle|
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