• 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 invention relates to a method for controlling an extension system of autonomy of a motor vehicle equipped with an electric motor (2) adapted to be supplied with electric current by a traction battery (3), said system of extension of autonomy comprising a range extender (1) activatable to supply electrical power to the traction battery and / or the electric motor and a cooling circuit (10) of the range extender, in which provision is made for acquire a charge level of the traction battery and, if said charge level is below a charge threshold, activate the range extender. According to the invention, the load threshold has a variable value, which is a function of an outside temperature of the air outside the motor vehicle.
    公开号:FR3027259A1
    申请号:FR1460122
    申请日:2014-10-21
    公开日:2016-04-22
    发明作者:Gerard Olivier
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD TO WHICH THE INVENTION RELATES The present invention generally relates to the field of thermal regulation of the components of a motor vehicle with electric or hybrid motorization. It applies to motor vehicles equipped with: - an electric motor powered by a traction battery, and - a range extension system comprising an extensible range extender for supplying electrical power to the electric motor and / or the traction battery, and a cooling circuit of the range extender. It relates more particularly to a method for controlling such a range extension system, according to which it is intended to acquire a charge level of the traction battery and, if the charge level is below a charge threshold. , activate the range extender. BACKGROUND OF THE INVENTION A motor vehicle with electric propulsion has two major drawbacks: its autonomy is lower than a thermal vehicle of the same category and the long charging time of its traction battery. The solution currently used to overcome these two drawbacks is to equip the motor vehicle with a range extender which is for example in the form of an additional battery, a small internal combustion engine or a battery fuel. Such a range extender is for example disclosed in WO2013167267. This range extender operates with optimum efficiency at a given temperature, which is generally different from that at which the other electrical components of the vehicle must be cooled. It is then generally provided a specific cooling circuit for cooling the range extender. This range extender is likely to be used in any situation. It is in fact generally controlled in such a way that as soon as the level of charge of the traction battery falls below a predetermined load threshold (for example 20%), the range extender is used to supply current to the electric motor and / or the traction battery. This situation can therefore occur in situations of extreme heat, especially when the vehicle is immobilized in a traffic jam and the outside temperature is very high. It follows difficulties in cooling the range extender to the temperature at which it has optimal performance (especially when the range extender is used at its nominal power). The solution currently used when the cooling circuit is no longer able to sufficiently cool the range extender is to reduce the power output of the range extender, so that it generates less heat and the circuit The cooling system can maintain its temperature at the optimum temperature. It is understood that this solution is not satisfactory because it generates a significant reduction in performance of the motor vehicle when the heat conditions are restrictive. OBJECT OF THE INVENTION In order to overcome the aforementioned drawback of the state of the art, the present invention proposes, when the heat conditions are restrictive, to anticipate the use of the cooling circuit of the range extender. More particularly, it is proposed according to the invention a control method as defined in the introduction, wherein the load threshold (below which the range extender is activated) has a variable value, which is a function of the outside temperature (ie the temperature of the air outside the motor vehicle). Thus, thanks to the invention, when the heat conditions are restrictive, it is not expected that the traction battery is heavily discharged to use the range extender. On the contrary, we start using the range extender earlier, so as to activate the cooling circuit earlier also. It is thus possible to start cooling the coolant circulating in the cooling circuit earlier. It can for example be used when the vehicle is running at high speed, which allows to cool the coolant more efficiently using a reduced amount of electrical energy, which is advantageous since we do not wait any longer to meet the most extreme heat conditions (vehicle stopped, for example in a plug) to use it. Another advantage is that the charge level of the main traction battery is still high, if the temperature of the range extender reaches a maximum temperature beyond which it may be damaged, it is possible to reduce the power developed through this range extender and again tap more on the main traction battery load to power the electric motor.
    [0002] In summary, the thermal inertia of the coolant and the range extender is used to delay the temperature rise of the range extender when the heat conditions become extreme, exploiting the phases where the vehicle is running at high speed. The solution is therefore economical since it does not require sizing the radiators of the vehicle according to the most extreme heat conditions. It is also energy efficient, since it allows the cooling circuit to be used when the conditions are most favorable. Other advantageous and non-limiting features of the driving method according to the invention are the following: given an optimum temperature at which the range extender has maximum efficiency, when the range extender is activated and when the outside temperature is below a temperature threshold, the cooling circuit is piloted so that it maintains the range extender at the optimum temperature; given a maximum temperature beyond which the range extender may be damaged, when the range extender is activated and the outside temperature is above said temperature threshold, the cooling circuit and the a range extender such that the range extender has a temperature above the optimum temperature and below the maximum temperature; when the range extender is activated and the outside temperature is above said temperature threshold, the cooling circuit and the range extender are controlled according to the speed of the motor vehicle; when the outside temperature is higher than said temperature threshold, the cooling circuit is piloted in the activated state as soon as the range extender has a temperature greater than a starting threshold which is strictly lower than the optimum temperature; - The motor vehicle with a passenger compartment and an air conditioner adapted to cool the living space, when the range extender is activated and the outside temperature is above said temperature threshold, it controls the 10 cooling circuit and the range extender depending on the electrical power consumed by the air conditioner (and possibly depending on the outside temperature); when the outside temperature is above a temperature threshold, after the range extender has been deactivated, the cooling circuit is piloted so that it reduces the temperature of the range extender below a predetermined limit temperature. DETAILED DESCRIPTION OF AN EXEMPLARY EMBODIMENT The following description with reference to the accompanying drawings, given by way of non-limiting example, will make it clear what the invention consists of and how it can be achieved. In the accompanying drawings: - Figure 1 is a schematic view of various electrical components and cooling circuits of a motor vehicle; FIG. 2 shows two curves respectively schematically showing the evolution of the electrical power developed by the range extender of the motor vehicle of FIG. 1 and the evolution of its temperature during a cycle of use of the motor vehicle. . In Figure 1, there is shown various components of a motor vehicle with electric propulsion. As shown in FIG. 1, the motor vehicle comprises an electric motor 2 for driving the drive wheels of the vehicle. It also comprises a traction battery 3 for supplying power to this electric motor 2. This traction battery 3 may for example be of the Lithium-ion type.
    [0003] Here, the motor vehicle further comprises a charger 4 for recharging the traction battery 3 when the motor vehicle is in a charging station. The motor vehicle also has a system of extension of autonomy. This range extension system comprises a range extender 1 and a first cooling circuit 10 of this range extender 1. The range extender 1 is designed to supply power to the electric motor 2 (or the battery of traction 3). It is controlled between an activated state, in which it provides a non-zero electrical power Pe, and a deactivated state in which it does not supply any electrical component of the vehicle. It may be a metal-air battery (for example of the aluminum-air type), an internal combustion engine coupled to an alternator, or a fuel cell. This range extender 1 has an optimum temperature Topt at which its output is maximum. As an indication, this optimum temperature Topt varies between 55 and 75 ° C when the range extender 1 is an aluminum-air battery using an electrolyte (55 ° C for a new electrolyte and 75 ° C for a new one). electrolyte at the end of life). It is rather equal to 90 ° C (for the cooling fluid) in the case where the range extender is an internal combustion engine. This range extender 1 also has a maximum temperature Tmax beyond which it may be damaged. As an indication, this maximum temperature Tmax is equal to 75 ° C when the range extender is an aluminum-air battery. It is rather equal to 110 ° C in the case where the range extender is an internal combustion engine. The cooling circuit 10 is then designed to maintain the temperature T of the range extender 1 at a value below this maximum temperature Tmax. This cooling circuit 10 is very schematically shown in Figure 1. It comprises in particular a first heat exchanger, called radiator 11, which is located at the front of the motor vehicle and which allows to cool the cooling liquid flowing through it. It also comprises a pump 12 which is connected in series with the radiator 11, and a heater 11 and an exchanger (called cooler 14) connected in parallel with each other and in series with the pump 12. heater heater 13 allows to heat if necessary the air in the passenger compartment of the vehicle, while the cooler 14 is specifically designed to cool the range extender 1. Valves not shown to regulate the flow of coolant flowing through the air heater 13 and the cooler 14. There is further provided here another cooling circuit 20, distinct from the first, which is very schematically shown in Figure 1. It comprises in particular a second heat exchanger, called radiator 21, which is located at the front of the motor vehicle and which allows to cool the coolant that passes through it. It also comprises a pump 22 which is connected in series with the radiator 21, and two exchangers 23, 24 connected in parallel with each other and in series with the pump 22. These two exchangers 23, 24 are respectively designed to cool the electronic components of the electric motor 2 and the charger 4. They could also be used to cool the electric motor if it was cooled for the same heat transfer fluid. In our example, it is cooled by other means, for example by air. Unrepresented valves make it possible to regulate the flow rate of cooling liquid flowing through the two heat exchangers 23, 24. A fan (not shown) makes it possible to force air circulation on the radiators 11, 21, especially when the vehicle is at stopping, to promote heat exchange between the outside air and the coolant. The use of two separate cooling circuits 10, 20 makes it possible to cool the range extender 1 to a desired temperature, distinct from the temperature of the charger 4 or the other electronic components for example. As a variant, it would be possible to use one and the same overall cooling circuit 30 for all the components of the motor vehicle, in which case this global circuit would have a sub-circuit equipped with its own radiator to cool some of the components of the vehicle. more than others. In this variant, it would therefore also be possible to cool the range extender to the desired temperature.
    [0004] Finally, the motor vehicle is equipped with a computer (not shown) for controlling its various components, including the pumps 12, 22, the electric motor 2 and the range extender 1. This calculator conventionally comprises a processor, a random access memory , a read-only memory, and different input and output interfaces. Thanks to its input interfaces, the computer is adapted to receive input signals from different sensors. Among these input signals, the computer receives: the external temperature Te, measured by a probe located at the front of the motor vehicle, the charge level SOC of the traction battery 3, calculated in particular by the value of the voltage measured across the traction battery 3 by a voltmeter (this charge level is expressed as a percentage and is between 0% and 100% when the battery is charged), and - the temperature T of the coolant passing through the cooler 14, which will be considered here equal to the temperature T of the range extender. In the case of a range extender with an electrolyte for example of the aluminum-air battery type, it is considered that the temperature T is the temperature of the electrolyte passing through the cooler 14 and cooled by the coolant. Thanks to a predetermined mapping on a test bench and installed in its read-only memory, the computer is adapted to generate, for each operating condition of the vehicle, setpoint signals. Finally, thanks to its output interfaces, the controller is adapted to transmit these setpoint signals to the various components of the engine, in particular to the range extender 1 and to the pump 12 of the cooling circuit 10. The method can now be described. development of these setpoint signals, which control the pump 12 and the range extender 1 30 so that the latter can perform its function optimally. During a first step, the computer reads in its random access memory the instantaneous values of the outside temperature Te, the charge level SOC and the temperature T of the range extender 1. As long as the outside temperature Te remains lower than a predetermined temperature threshold Ts, for example equal to 30 ° C, the computer proceeds in a conventional manner. He proceeds more precisely as follows. If the charge level SOC of the traction battery 3 is higher than a determined SOCm in load threshold (for example equal to 20%), it is considered that it is not necessary to activate the range extender 1 Only the traction battery 3 then supplies the electric motor 2 to propel the motor vehicle. On the other hand, if the SOC charge level of the traction battery 3 falls below this SOCmin load threshold of 20%, the range extender 1 is activated to supply the traction battery and / or the electric motor with power. (In addition to the traction battery 3 or instead of it). For this, the computer drives the range extender 1 so that it develops a nominal electrical power Pnom (this rated electrical power Pnom being optimized to maximize the performance of the range extender 1). The computer simultaneously controls the pump 12 in the deactivated state as long as the temperature T of the range extender is lower than the optimum temperature Topt, then in the activated state as soon as the temperature T of the range extender 1 reaches the temperature optimal Topt. The pump 12 is then controlled so that the temperature T of the range extender 1 remains equal to the optimum temperature Topt. On the other hand, when the heat conditions encountered become binding in the sense that there is a risk that, in the long run, the cooling circuit 10 will no longer be able to maintain the temperature T of the range extender 1 at the optimum temperature. Topt, the control of the pump 12 and of this autonomy extender 1 is made in a different manner.
    [0005] Thus, according to a particularly advantageous characteristic of the invention, when the outside temperature Te exceeds the temperature threshold Ts, the computer assigns the SOCmin load threshold a new value (for example 50%). This new value is chosen greater than the value used previously (when the outside temperature Te was lower than the temperature threshold Ts). Therefore, when the outside temperature Te exceeds the temperature threshold Ts, the range extender 1 is controlled to activate earlier, when the traction battery 3 is still well charged. The pump 12 is therefore also driven in the activated state earlier. As a result, the cooling circuit 10 starts to cool the coolant and the range extender 1 earlier, which makes it more likely to meet favorable conditions for this cooling (vehicle running at high speed). . It is therefore also possible to ensure that you do not have to use the fan, which increases the autonomy of the vehicle. In addition, with this new SOCmin load threshold value, by starting the range extender earlier, it is possible to reduce the electrical power of the range extender to a sufficient value. This makes it possible to maintain the optimum temperature Topt. Moreover, preferably, when the outside temperature Te exceeds the temperature threshold Ts, the pump 12 is controlled so that the temperature T of the range extender 1 can exceed the optimum temperature Topt (provided that it remains below the maximum temperature Tmax). Thanks to this, the range extender 1 can then continue to be controlled so as to develop its nominal electrical power Pnom, as long as its temperature T remains below the maximum temperature Tmax. In practice, no attempt is therefore made to limit the temperature T of the range extender 1 to the optimum temperature Topt to promote the performance of the range extender 1. It is rather that the latter develops a desired electric power Pe in order to best relieve the traction battery 3. The major advantage of this solution is that it promotes the rise in temperature of the coolant. However, the higher its temperature rises, the more it deviates from the outside temperature Te, and the better the efficiency of the radiator 11. Consequently, it is possible to limit the increase in temperature T of the extender. autonomy 1, so that the latter can be driven for a long time in the activated state, before reaching its maximum temperature Tmax. Preferably, when the outside temperature Te is greater than the temperature threshold Ts and after the range extender 1 has been deactivated, the pump 12 is continued in the activated state so as to rapidly reduce the temperature T of the extender. autonomy 1 to below a predetermined temperature Tl predetermined. In this way, when the autonomy extender 1 will be reused, it will have a temperature T as low as possible, which will extend its operating time by as much as it reaches the maximum temperature Tmax.
    [0006] For this cooling, the pump 12 will be used at its maximum potential as soon as the speed Va of the vehicle will be higher than a predetermined speed threshold (for example 50km / h). In Figure 2, there is illustrated an example of a motor vehicle rolling cycle, to understand how the invention works in practice. Before the moment noted t1, the computer measures the outside temperature Te. If the latter was below the temperature threshold Ts, the computer would affect the SOCmin load threshold a reduced value.
    [0007] It will be considered here that this external temperature Te is particularly high, for example equal to 40 ° C. The computer therefore assigns the SOCmin load threshold a high value, for example equal to 50%. At time t1, the charge level SOC of the traction battery 3 reaches 50%. Therefore, the range extender 1 is turned on to deliver the rated electrical power Pnom. The temperature T of the range extender 1 is thus progressively increasing until, at time t2, it reaches an initiation temperature Tini.
    [0008] At this Tini initiation temperature, it is considered that the temperature difference between the coolant and the outside air is sufficient to ensure a cost-effective cooling (in terms of electrical energy) of the range extender 1. The pilot computer then the pump 12 in the activated state even when the temperature T of the range extender 1 has not reached the optimum temperature Topt (the objective being to slow down as much as possible the temperature rise of this range extender ). It can be seen that after this time t2, the temperature T of the autonomy extender 1 increases less quickly. Here, the pump 12 is driven at its nominal speed, so as to reduce as much as possible this rise in temperature. The driving instructions of the pump 12 and the autonomy controller 1 are then maintained when the temperature T of the range extender 1 reaches the optimum temperature Topt. In this way, the range extender continues to deliver to the electric motor 2 the nominal electrical power Pnom, which promotes the autonomy of the vehicle. These driving instructions are here established according to a law of energy management taking into account the performance of the range extender 1 and the power consumption of the auxiliary components of the vehicle (air conditioner, pumps, fan, ...) to find the better operating point of the range controller 1. Alternatively, these driving instructions could also be established according to more parameters, for example depending on the service life of the range extender, charge and discharge cycles the traction battery, the duration and the length of the journey made by the vehicle ... At this moment, the computer can, if the charge level SOC is still relatively high, reduce the electrical power of the range extender to reduce the need for cooling of the range extender and maintain a temperature equal to or close to the optimum temperature Topt.
    [0009] Otherwise, the temperature T of the autonomy extender 1 continues to rise until time t3 when it reaches the maximum temperature Tmax. In Fig. 2, the temperature rise between times t2 and t3 is represented as being linear. In practice, it is less and less rapid, because of the efficiency of the radiator 11 which increases when the temperature of the coolant increases. At time t3, the computer controls the range extender is in the deactivated state, or so that it develops an electrical power P1 less than the nominal electrical power Pnom (see Figure 2). In this way, the range extender 1 heats less, so that the cooling circuit 10 is able to limit the temperature T of the range extender 1 to the maximum temperature Tmax. Here, since the charge level SOC of the traction battery 3 is still high, it can be expected that this traction battery 3 develops the electric power necessary to complete the power loss developed by the range extender 1. At the moment t4, the computer deactivates the range extender 1 (for example because the traction battery has reached a desired SOC charge level or because the electric motor 2 is stopped by the driver). The pump 12 is however kept in the activated state, so that the temperature T of the range extender 1 decreases as quickly as possible. Thus, when at time t5, the computer reactivates the range extender, the latter is able to develop a nominal electrical power Pnom for the longest possible time, until time t6. At this moment t6, the computer again drives the range extender 1 so that the latter develops an electrical power P1 lower than the nominal electrical power Pnom, until deactivation of the range extender 1 at time t7 .
    [0010] The present invention is not limited to the embodiment described and shown, but the art can apply any variant within his mind. Thus, it would be possible for the computer to assign a variable value to the charge threshold SOCmin according to the outside temperature Te (for example 40% at 30 ° C. and 50% at 40 ° C.). According to another variant, it would be possible for the computer to assign to the load threshold SOCmin a variable value which depends not only on the outside temperature Te, but also on other parameters such as the speed of the vehicle (it is possible to increase the value the load threshold only if the vehicle is traveling at a sufficient speed), the on / off status of the cabin air conditioner, ...
    权利要求:
    Claims (7)
    [0001]
    REVENDICATIONS1. A method for controlling a vehicle life extension system equipped with an electric motor (2) adapted to be supplied with electric current by a traction battery (3), said autonomy extension system comprising a range extender (1) operable to supply electrical power to the electric motor (2) and / or the traction battery (3), and a cooling circuit (10) for cooling the range extender (1), in which provision is made to acquire a charge level (SOC) of the traction battery (3) and, if said charge level (SOC) is below a charge threshold (S0Cm in), to activate the extender of autonomy (1), characterized in that the load threshold (S0Cmin) has a variable value, which is a function of at least one external temperature (Te) of the air outside the motor vehicle.
    [0002]
    2. Driving method according to the preceding claim, wherein, given an optimum temperature (Topt) at which the range extender (1) has a maximum yield, when the range extender (1) is activated and the outside temperature (Te) is below a temperature threshold (Ts), the cooling circuit (10) is piloted so that it maintains the range extender (1) at the optimum temperature (Topt).
    [0003]
    3. Driving method according to the preceding claim, wherein, given a maximum temperature (Tmax) beyond which the range extender (1) may be damaged, when the range extender (1) is activated and that the outside temperature (Te) is greater than said temperature threshold (Ts), the cooling circuit (10) and the range extender (1) are piloted in such a way that the range extender (1) presents a temperature (T) greater than the optimal temperature (Topt) and less than or equal to the maximum temperature (Tmax).
    [0004]
    4. Control method according to the preceding claim, wherein, when the range extender (1) is activated and the outside temperature (Te) is greater than said temperature threshold (Ts), the cooling circuit is controlled (10). ) and the range extender (1) depending on the speed (Va) of the motor vehicle.
    [0005]
    5. Control method according to one of the two preceding claims, wherein, when the external temperature (Te) is greater than said temperature threshold (Ts), the cooling circuit (10) is activated in the activated state as soon as the range extender (1) has a temperature (T) greater than a start threshold which is strictly less than the optimum temperature (Topt).
    [0006]
    6. Driving method according to one of the three preceding claims, wherein, the motor vehicle having a passenger compartment and an air conditioner adapted to cool the living space, when the range extender (1) is activated and the outside temperature ( Te) is greater than said temperature threshold (Ts), the cooling circuit (10) and the range extender (1) are controlled according to the electrical power consumed by the air conditioner.
    [0007]
    7. Driving method according to one of the preceding claims, wherein, when the outside temperature (Te) is greater than a temperature threshold (Ts), after the range extender (1) has been disabled, pilot the cooling circuit (10) in the activated state so that it reduces the temperature (T) of the range extender (1) to below a predetermined limit temperature (T1).
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    IL251838D0|2017-06-29|
    WO2016062783A1|2016-04-28|
    EP3209517A1|2017-08-30|
    EP3209517B1|2020-11-18|
    FR3027259B1|2018-06-15|
    US10688872B2|2020-06-23|
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    法律状态:
    2015-10-23| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-22| PLSC| Publication of the preliminary search report|Effective date: 20160422 |
    2016-10-20| PLFP| Fee payment|Year of fee payment: 3 |
    2017-10-24| PLFP| Fee payment|Year of fee payment: 4 |
    2018-10-22| PLFP| Fee payment|Year of fee payment: 5 |
    2019-10-28| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1460122|2014-10-21|
    FR1460122A|FR3027259B1|2014-10-21|2014-10-21|METHOD FOR CONTROLLING AND THERMALLY REGULATING A SYSTEM FOR EXTENDING AUTONOMY OF A MOTOR VEHICLE|FR1460122A| FR3027259B1|2014-10-21|2014-10-21|METHOD FOR CONTROLLING AND THERMALLY REGULATING A SYSTEM FOR EXTENDING AUTONOMY OF A MOTOR VEHICLE|
    EP15784645.2A| EP3209517B1|2014-10-21|2015-10-21|Method for driving and thermally regulating a range extending system for a motor vehicle|
    US15/520,563| US10688872B2|2014-10-21|2015-10-21|Method for driving and thermally regulating a range extending system for a motor vehicle|
    PCT/EP2015/074414| WO2016062783A1|2014-10-21|2015-10-21|Method for driving and thermally regulating a range extending system for a motor vehicle|
    IL251838A| IL251838A|2014-10-21|2017-04-20|Method for driving and thermally regulating a range extending system for a motor vehicle|
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