• 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 managing the state of charge of a traction battery of a rechargeable hybrid vehicle, said battery being able to operate in a first mode of operation over a range of amplitude load states. bounded between maximum (BSOC_Max_CD) and minimum (BSOC_Min_CD) predetermined state of charge values, wherein the battery provides substantially all of the power required for propulsion and a second mode of operation in which the state of charge of the battery is constantly maintained substantially around an equilibrium charge state value. According to the invention, the amplitude of the state of charge range related to the first operating mode decreases with the state of aging of the battery.
    公开号:FR3030768A1
    申请号:FR1463053
    申请日:2014-12-22
    公开日:2016-06-24
    发明作者:Bruno Delobel；Antoine Saint-Marcoux
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to a method for managing the state of charge of a traction battery of a rechargeable hybrid vehicle, comprising a motor-driven group. hybrid propellant of the type comprising a heat engine arranged for propulsion, and an electric motor / generator arranged for propulsion. We are talking about a plug-in hybrid vehicle when a hybrid vehicle, with two independent sources of energy, can be recharged on the electricity grid, which allows for greater autonomy in pure electric mode than on a conventional hybrid vehicle. . Indeed, the traction battery that powers the electric motor is typically recharged by the thermal engine running or by exploiting the kinetic energy of the vehicle and an additional option is then to be able to recharge the battery by connecting it to the network. electric. In the context of hybrid electric-electric actuators, the PHEV (Plugin-Hybrid Electric Vehicle) technology is particularly known, in which both engines act in concert to propel the vehicle. The use of the electric mode will depend on the configuration of the vehicle. In particular, there are two main operating modes: In a "Charge Depleting" (CD) operating mode, corresponding to a ZEV (Zero Emission Vehicle) function mode, the battery provides substantially all or almost all the power necessary for propulsion. In a mode of operation qualified as "Charge Sustaining" (CS), the battery provides only extra power, most of the power required for the propulsion of the vehicle being then provided by the engine. This last mode corresponds to a similar operation to HEV ("Hybrid Electric Vehicle") mode. Depending on the power setpoint intended to be transmitted to the driving wheels of the vehicle and the energy management law implemented by the vehicle energy management system, typically a high-level computer, for example a supervisor of the powertrain, the vehicle will operate either in CD mode or in CS mode. Conventionally, as illustrated in FIG. 1, in the case where the rolling phase starts with the battery having a high state of charge, for example at full load SOC_Max, the vehicle is used in the CD operating mode and the management system the energy will allow to derive the state of charge of the battery in this mode of operation until reaching a predetermined minimum state of charge state SOC_Min_CD. Once this condition is reached, the driver has the possibility of continuing to drive in CS mode, in which the state of charge of the battery is constantly maintained around this predetermined minimum value. Alternatively, as shown in Figure 2, the driver can also impose operation in CS mode, even when the state of charge of the battery remains at a high level, around which the state of charge of the battery will be maintained in CS mode, so as to keep the CD mode for the end of the journey, for example for the arrival in town. However, as for the operation illustrated in FIG. 1, when the state of charge of the battery has reached the predetermined minimum value SCO_Min_CD in CD mode, the vehicle's energy management system will automatically initiate switching to CS mode. It appears that the battery's operating range, that is to say the state of charge range on which the driver can use the battery, both in charge and in discharge, is an important parameter taken into account. account by the law of energy management allowing the determination of the mode of operation of the vehicle. The range of use of the battery is characterized in particular by the maximum allowed state of charge of the battery, that is to say the maximum state of charge above which the battery is not allowed to mount. A maximum allowed state of charge that is too high favors a rapid deterioration of the state of health of the battery, while a maximum authorized state of charge that is too low causes a detriment in terms of the energy available to the driver, in particular in the CD. There is therefore a compromise to be found by appropriate management of the end of charge voltage between the energy that we want to ensure in the short term and the durability of the battery. The range of use of the battery is also characterized by the minimum allowed state of charge of the battery, that is to say the minimum state of charge below which the battery is not allowed to go down. A state of charge allowed to excessively high is at the expense of the energy available to the driver, especially in CD mode, while a state of authorized minimum charge too low is problematic insofar as there is a risk that the battery can not provide the minimum power level required, especially in the CS mode. There is therefore also a compromise to be found by managing the minimum authorized state of charge between the energy that the driver wishes to provide (ie the autonomy) and the maintenance of a acceptable level of performance, particularly in terms of the minimum power available in battery discharge, both in CD mode and in CS mode. Also, one of the major issues concerns the sustainability and maintenance of battery performance over time. In this respect, the battery undergoes two types of aging. On the one hand, the so-called calendar aging, which is a degradation of the performances related to the time spent on different states of charge and temperature and, on the other hand, aging by cycling, which is a degradation linked to the power levels transited by the battery. However, today, especially if we were to be able to operate the battery in CD mode throughout the life of the battery, it is very difficult to ensure the durability of the battery given these aging constraints. . In extreme cases, the battery can go into "sudden death", which is characterized by a drastic increase in the internal resistance of the cells of the battery and a reduction in its useful capacity. Document FR3002045 discloses a method of managing the range of use of a battery according to the aging of the latter, which consists, in particular, in estimating the end of charge voltage as a function of the state. in order to increase the maximum state of charge allowed and therefore the payload range, depending on the state of aging of the battery. Such a method ensures a minimum energy level required while limiting degradation of the battery. However, the durability of the battery is still limited.
    [0002] In this context, there is therefore a need for a method of managing the energy of a battery free from the limitations mentioned above and, in particular, which makes it possible to preserve the durability of the battery. To this end, the invention relates to a method for managing the state of charge of a traction battery of a rechargeable hybrid vehicle, comprising a hybrid powertrain of the type comprising a heat engine and an electric motor / generator. for simultaneously or independently providing propulsion, said battery being operable in a first mode of operation over a range of charge states of bounded amplitude between predetermined maximum and minimum values of charge state, wherein the battery provides substantially all of the power required for propulsion and a second mode of operation in which the state of charge of the battery is constantly substantially maintained around an equilibrium charge state value, said method being characterized in that it comprises steps of: - estimation of a state of aging of the battery, - comparison of the state of aging e stimulated by the battery with respect to a given aging state threshold, and - decreasing the amplitude of the charge state range related to the first operating mode when the state of aging of the battery becomes greater than the threshold of aging condition given. According to a preferred embodiment, the amplitude of the charge state range related to the first operating mode is gradually decreased as a function of the aging state to zero amplitude, so that the battery operates exclusively according to the second operating mode when the zero amplitude of the charge state range related to the first operating mode is reached.
    [0003] Advantageously, the step of decreasing the amplitude of the charge state range related to the first mode of operation consists in making said maximum value and said predetermined minimum state of charge state converge towards one another.
    [0004] Preferably, the step of estimating the state of aging of the battery comprises determining the state of health in energy of the battery. As a variant or in combination, the step of estimating the state of aging of the battery comprises the determination of the time elapsed since the commissioning of the battery.
    [0005] As a variant or in combination, the step of estimating the state of aging of the battery comprises determining a number of complete charges made of the battery. As a variant or in combination, the step of estimating the aging state of the battery comprises determining the sum of the quantities of energy discharged from the battery operating in the first operating mode and / or the second operating mode. operation since putting the battery into operation. Advantageously, the predetermined maximum and minimum charge state values for the first operating mode of the battery are determined according to a mapping connecting the aging state of the estimated battery to each of these values. The invention also relates to a device for managing the state of charge of a traction battery of a hybrid power train of a rechargeable hybrid vehicle comprising a heat engine and an electric motor / generator intended to ensure simultaneously or independently the propulsion, said device comprising battery control means adapted to control the battery according to a first operating mode over a limited amplitude charge state range between predetermined maximum and minimum charge state values, wherein the battery provides substantially all of the power required for propulsion and in a second mode of operation in which the state of charge of the battery is constantly maintained substantially around an equilibrium charge state value , characterized in that the control means are adapted to receive an estimate of a state of aging of the battery and for controlling a decrease in the magnitude of the charge state range related to the first operating mode when the aging state of the battery becomes greater than a given aging state threshold. The invention also relates to a rechargeable hybrid motor vehicle comprising a traction battery and a device for managing the state of charge of the battery according to the invention.
    [0006] Other features and advantages of the invention will emerge on reading the following description of a particular embodiment of the invention, given by way of indication but not limitation, with reference to the appended figures in which: FIGS. 1 and 2, which have already been described, illustrate the evolution of the state of charge of the battery as a function of time according to two known embodiments of implementation of the two modes of operation, respectively the CD mode and the mode CS, - Figure 3 illustrates the authorized ranges of use of the battery related on the one hand, to the operating mode CD and on the other hand, to the mode of operation CS. FIG. 4 illustrates the evolution of these ranges of use of the battery over time, without implementation of the present invention; - Figure 5 illustrates the evolution of these ranges of use of the battery over time, when the invention is implemented.
    [0007] The variables that will be used in the rest of the description are listed below: BSOC: The state of charge of the battery (SOC, acronym for State Of Charge) - unit [/ 0], SONE: The state of charge health in battery power - unit [A]. The state of energy health is indicative of the battery's ability to provide the minimum energy required and is defined below as the ratio between the energy that can be discharged with fully charged battery, at a reference temperature (eg 25 ° C), at a constant reference current level (eg 1C), until the breaking voltage (eg 2.5V) is reached at a given moment of life of the battery and, on the other hand, the energy that can be discharged with the battery fully charged under the same conditions when it is new. Thus, at the beginning of life, this ratio is worth 100%, and it decreases little by little. Indeed, during the lifetime of a battery, its health (its performance) tends to deteriorate gradually because of the irreversible physical and chemical changes that take place during use and aging, until finally the battery is no longer usable. The SOHE therefore reflects a state of health of the battery and its ability to provide the specified performance in terms of available energy compared to a new battery. As explained above, the degradation or the aging of the battery is related on the one hand to the calendar degradation (the battery spends time at a certain temperature and a certain state of charge given) and, on the other hand, cycling degradation (related to kWh discharged or charged to the battery). However, in CS mode, the contribution of the degradation related to cycling is almost non-existent. Indeed, the polarization of an electrochemical cell of the battery linked to the cycling is lower in CS mode than in CD mode, because the average value of the current is zero overall in CS mode, since the battery cycle around a given state of charge; while in CD mode, the average value of the current is negative, since on average, the battery is discharged. Also, a first way of preserving durability is to prohibit the CD mode, which contributes the most to the degradation of the battery under certain conditions. Such a strategy for managing the energy of the battery therefore amounts to cycling the battery around a fixed state of charge level, since the CD mode is then prohibited, the battery operates in CS mode, in which the State of charge of the battery is constantly maintained, on average, around this level of balance charge state. In addition, the influence of the calendar degradation on an electrochemical cell is less for a cell with a low state of charge (for a given temperature level) than for a high state of charge. Also, an optimal strategy for preserving durability would be to cycle the battery in CS mode around an equilibrium state of charge that is as low as possible. This equilibrium charge state can not however be too low in order to be able to preserve a level of power available in sufficient discharge, including at low temperature. In view of the foregoing, the heart of the energy management strategy according to the invention consists in restraining, until prohibiting, the operation of the battery in CD mode from the moment when the aging of the battery is above a certain aging threshold. When the CD mode is prohibited, the hybrid powertrain of the vehicle is then controlled to operate exclusively in CS mode, which amounts to cycling the battery around a fixed BSOC level and thus to reduce the range of use in BSOC of the battery, and to impose a vehicle operation mode CS (or HEV), so that most of the power supplied to the wheel comes from the engine. Also, the implementation of this strategy by the supervisor of the hybrid powertrain group involves making an estimate of the state of aging of the battery and a comparison of this estimated state of aging compared to the threshold set by the strategy. In particular, this state of aging of the battery can be determined by an estimate of the state of health in energy of the battery (SOHE). This estimate may for example be performed by the BMS (battery management system) computer dedicated to the battery. The BMS calculator is thus designed to make an estimate of the energy state of the SOHE battery. There are several methods to estimate the health status of battery power. By way of example, one of the methods set out in the "METHOD AND APPARATUS OF ESTIMATING STATE OF HEALTH OF BATTERY" (US2007 / 0001679 A1) or in the article "R. Spotnitz" can be used for this estimation. The implementation of the energy management strategy also consists of defining how one goes from a situation where the supervisor of the hybrid powertrain unit authorizes the operation according to the CD mode, in addition to the CS mode, to a situation where the operation according to the CD mode is no longer authorized. Thus, according to a first embodiment, this transition can be made from the moment when the aging state of the battery, preferably estimated by the BMS by means of the SONE calculation, becomes greater than a given threshold. For example, if this threshold is 60%, as long as the energy state of the battery is greater than 60%, the supervisor authorizes operation in CD mode. The driver will be able to do part of his journey in CD mode, and the end of his course in CS mode. On the other hand, as soon as the state of health in energy falls below 60%, in other words that the state of aging of the battery becomes higher than the threshold of state of aging fixed, the supervisor is conceived to prohibit the operation in CD mode, so that the driver will have to complete his entire course in CS mode. However, according to this embodiment, the transition between the two situations (that is to say with and without authorization of the operation in CD mode) is brutal, which is not particularly desirable.
    [0008] Also, according to another embodiment, this transition can be done on the basis of a progressive evolution of the authorized BSOC range according to the SONE. To do this, the BMS defines at each moment a permitted range of use for the battery, which can possibly depend on temperature and aging. In this context and as illustrated in FIG. 3, there is generally: a load state range CD_Mode related to operation in CD mode, the amplitude of which is bounded between a minimum value of state of charge BSOC_Min_CD and a load state maximum value BSOC_Max_CD; and a load state range CS_Mode related to operation in CS mode, the amplitude of which is bounded between a minimum value of charge state BSOC_Min_CS and a maximum value of state of charge BSOC_Max_CS.
    [0009] These two ranges can be superimposed locally, as shown in FIG. 3. As illustrated in FIG. 4, if the state of charge range related to operation in the CD mode does not vary over time, there is a risk that the battery is degraded beyond a threshold that can cause cells to die suddenly. Also, according to the invention, it decreases the amplitude of the charge state range related to the operating mode CD, from a given aging state of the battery. More specifically, below a certain level of SONE, that is to say beyond a certain threshold of aging state of the battery, the amplitude of the charge state range related to the CD mode decreases gradually until you reach a value of zero. For example, as shown in FIG. 5, the minimum and maximum state of charge values bounding the allowable state of charge range in CD mode, respectively BSOC_Min_CD and BSOC_Max_CD, converge towards each other until they become equal. When the permitted charging state range in CD mode is gone, then the supervisor is designed to operate the battery exclusively in CS mode, in which the state of charge of the battery is maintained substantially around a value of balance state of charge typically corresponding to the convergence charge state value of the minimum and maximum state of charge values bounding the allowable state of charge in CD mode. The state of charge of the battery in CS mode is then maintained substantially around this convergence value and may slightly increase or decrease between the respective minimum BOSC_Min_CS and maximum BSOC_Max_CS limits of the CS_Mode CS mode load state range. As it appears in FIG. 5, as from the setting up of the energy management strategy according to the invention, either starting from the triggering of the decay of the amplitude of the allowed state of charge state range. CD mode from a given aging state threshold, the rate of retention of capacity of the battery decreases less quickly. The method of the invention thus makes it possible to improve the capacity retention of the battery from a given aging state threshold.
    [0010] Concerning the estimation of the state of aging of the battery from the SONE determination, the latter can be calculated either by a closed-loop estimator or by an open-loop estimator based on an empirical model. The use of a closed-loop estimator is, however, undesirable because it is by design subject to fluctuations, so that the supervisor might randomly allow or disallow CD mode operation. As a variant, the estimation of the aging state of the battery may be based on the determination of other parameters than the single SONE, in particular: the time elapsed since the battery was put into service; - the sum of kWh discharged (or charged) in CD mode and / or in CS mode; - the number of completed charges.
    [0011] Such parameters may advantageously be used to simply characterize the state of aging of the battery. Thus, the determination of the values of BSOC_min_CD, BSOC_max_CD, BSOC_min_CS and BSOC_max_CS can be determined by a mapping connecting the state of aging of the battery determined by one of these parameters (or a combination of these parameters) to each of these values. The energy management strategy that is the subject of the present invention can advantageously be combined with other battery state of charge range management logic. Thus, it can be combined with a management strategy of the state of charge range to gradually increase the minimum state of charge value of a cell according to the aging so as to preserve the available power in discharge. This strategy of managing the state of charge range is based on the physical principle according to which at high state of charge, the available power is higher. It may also be combined with a state of charge range management strategy of clamping, at the beginning of the battery life, the maximum permitted state of charge value, and gradually increasing it, so as to maintain for a certain period the energy available to the driver. These different strategies are advantageously compatible with each other, insofar as the energy management strategy that is the subject of the present invention mainly concerns the management of the end of battery life, in contrast with the two other strategies mentioned above, which mainly concern the beginning of battery life. 15
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method for managing the state of charge of a traction battery of a rechargeable hybrid vehicle, comprising a hybrid power unit of the type comprising a heat engine and an electric motor / generator intended to simultaneously or independently provide the propulsion, said battery being adapted to operate in a first mode of operation on a load state range (CD_Mode) of amplitude bounded between predetermined maximum (BSOC_Max_CD) and minimum (BSOC_Min_CD) states of charge, in which the battery provides substantially all of the power required for propulsion and a second mode of operation in which the state of charge of the battery is constantly substantially maintained around an equilibrium charge state value, said method being characterized in that it comprises steps of: - estimation of a state of aging of the battery, - comparison of the state of aging estimation of the battery with respect to a given aging state threshold, and - decreasing the amplitude of the charge state range related to the first operating mode when the aging state of the battery becomes greater than the threshold of aging condition given.
    [0002]
    2. Method according to claim 1, characterized in that the amplitude of the charge state range (CD_Mode) related to the first operating mode is decreased progressively as a function of the aging state to zero amplitude, so that the battery operates exclusively in the second mode of operation when the zero amplitude of the charge state range related to the first operating mode is reached.
    [0003]
    3. Method according to any one of claims 1 or 2, characterized in that the step of decreasing the amplitude of the charge state range (CD_Mode) related to the first mode of operation is to converge the one to the other said maximum value (BSOC_Max_CD) and said minimum value (BSOC_Min_CD) of predetermined state of charge.
    [0004]
    4. Method according to any one of claims 1 to 3, characterized in that the step of estimating the state of aging of the battery comprises determining the state of health energy of the battery.
    [0005]
    5. Method according to any one of the preceding claims, characterized in that the step of estimating the state of aging of the battery comprises determining the time elapsed since the commissioning of the battery.
    [0006]
    6. Method according to any one of the preceding claims, characterized in that the step of estimating the state of aging of the battery comprises determining a number of complete charges made of the battery.
    [0007]
    7. Method according to any one of the preceding claims, characterized in that the step of estimating the state of aging of the battery comprises determining the sum of the amounts of energy discharged from the battery operating according to the first operating mode and / or the second mode of operation since the battery is put into service.
    [0008]
    8. Method according to any one of the preceding claims, characterized in that the predetermined maximum and minimum values of state of charge for the first mode of operation of the battery are determined according to a mapping connecting the aging state. of the estimated battery at each of these values.
    [0009]
    9. Device for managing the state of charge of a traction battery of a hybrid powertrain of a rechargeable hybrid vehicle comprising a heat engine and an electric motor / generator intended to ensure simultaneously or independently the propulsion, said device comprising battery control means adapted to control the battery according to a first operating mode over a load state range (CD_Mode) of bounded amplitude between maximum (BSOC_Max_CD) and minimum (BSOC_Min_CD) values of predetermined state of charge, wherein the battery provides substantially all the power required for propulsion and in a second mode of operation in which the state of charge of the battery is constantly maintained substantially around a state value of equilibrium load, characterized in that the control means are adapted to receive an estimate of a state of aging of the battery and to control a decrease in the amplitude of the charge state range related to the first operating mode when the aging state of the battery becomes greater than a given aging state threshold.
    [0010]
    10. Rechargeable hybrid motor vehicle comprising a traction battery and a device for managing the state of charge of the battery according to claim 9.15.
    类似技术:
    公开号 | 公开日 | 专利标题
    WO2016102856A1|2016-06-30|Method for energy management of a rechargeable traction battery of a hybrid vehicle
    EP2715909B1|2015-07-01|Method of recharging a pair of vehicle batteries of different nominal voltages, and associated system
    WO2008000980A1|2008-01-03|Micro-hybrid system for motor vehicle incorporating a piloting strategies module
    EP2878034B1|2016-04-27|Vehicle comprising a battery and means for determining a maximum allowable power for the battery, and corresponding method
    EP2122379A1|2009-11-25|Method for determining the discharge end threshold of a rechargeable battery
    WO2008053107A1|2008-05-08|Method for controlling energy in the traction chain of a hybrid vehicle and hybrid vehicle
    FR3065292B1|2019-07-26|METHOD OF MANAGING A BATTERY BASED ON ITS HEALTH CONDITION
    FR2994546A1|2014-02-21|TORQUE LIMITING METHOD OF A HYBRID VEHICLE ELECTRIC MACHINE COMPRISING A SPEED CONTROL SYSTEM
    WO2014001727A1|2014-01-03|Method and devices for maximising the service life of a traction battery of an electric vehicle, in particular a li-ion battery
    EP2590256A1|2013-05-08|Method for managing the operation of a hybrid system
    EP2897843B1|2017-07-12|Control of the drive mode of a hybrid vehicle
    EP3472917B1|2020-10-14|Method and system for managing the electrochemical batteries of an electric vehicle in the event of battery failure
    WO2018122492A1|2018-07-05|Method and system for managing the charging of modules for storing electrical power, said modules being employed in an electrically powered transport system
    EP3313687B1|2022-01-19|Method for battery temperature management of a hybrid vehicle
    FR2982206A1|2013-05-10|DEVICE AND METHOD FOR MANAGING A BATTERY FOR ITS NON-USE DURING A SELECTED DURATION
    WO2011030024A1|2011-03-17|Method for determining an operating state of electrical power storage means consisting of at least one ultracapacitor
    FR2987143A1|2013-08-23|Method for controlling load of battery used in e.g. electric car, involves determining load power according to variations of price of electrical energy, desired charge state, initial charge state and predetermined charging time
    EP2610126B1|2014-07-30|Method for assistance in driving a hybrid vehicle
    EP3864735A1|2021-08-18|Method and device for controlling the level of charge of a traction battery of an electric vehicle
    FR3110127A1|2021-11-19|Energy management method for a hybrid motor vehicle
    FR3077256A1|2019-08-02|SYSTEM AND METHOD FOR CONTROLLING A HYBRID VEHICLE ENERGY STORER AND AUTOMOTIVE VEHICLE INCORPORATING THE SAME
    WO2020157394A1|2020-08-06|Method for controlling a generator coupled with a one-way clutch of a motor vehicle
    FR3104515A1|2021-06-18|METHOD OF CONTROL OF AN ELECTRIC MACHINE OF A HYBRID VEHICLE
    FR3000850A1|2014-07-11|Method for checking electric power production unit coupled to e.g. lithium-ion battery in aircraft, involves providing control unit for determining internal replacement instructions adapted to induce zero average current in storage unit
    FR2985106A1|2013-06-28|METHOD FOR MANAGING THE ELECTRIC ENERGY OF A MOTOR VEHICLE AND MOTOR VEHICLE USING SUCH A METHOD
    同族专利:
    公开号 | 公开日
    KR102312290B1|2021-10-13|
    CN107207004B|2020-03-20|
    US10196053B2|2019-02-05|
    CN107207004A|2017-09-26|
    US20170369048A1|2017-12-28|
    EP3237258A1|2017-11-01|
    WO2016102856A1|2016-06-30|
    KR20170096024A|2017-08-23|
    FR3030768B1|2018-04-06|
    JP2018504322A|2018-02-15|
    JP6650465B2|2020-02-19|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB2461350A|2007-12-27|2010-01-06|Hitachi Ltd|Battery deterioration determination based on internal resistances per temperature range|
    EP2404801A1|2009-03-05|2012-01-11|Toyota Jidosha Kabushiki Kaisha|Charge/discharge control system for hybrid vehicle, and control method therefor|
    US20130113433A1|2010-07-13|2013-05-09|Honda Motor Co., Ltd.|Storage capacity management system|
    US20120112754A1|2010-11-10|2012-05-10|Denso Corporation|Apparatus quantifying state-of-charge of vehicle-mounted rechargeable battery|
    US20130027048A1|2011-07-26|2013-01-31|GM Global Technology Operations LLC|Method and system for controlling a vehicle battery|
    FR2995859A1|2012-09-24|2014-03-28|Renault Sa|DRIVING THE TRACTION MODE OF A HYBRID VEHICLE|
    US20140229043A1|2013-02-08|2014-08-14|Efficient Drivetrains Inc.|Systems and methods for implementing dynamic operating modes and control policies for hybrid electric vehicles|EP3442092A1|2017-08-10|2019-02-13|Robert Bosch GmbH|Method and apparatus for charging management, charging device and machine readable medium|
    EP3444918A1|2017-08-16|2019-02-20|Robert Bosch GmbH|Method and apparatus for charging management, charging device and machine readable medium|
    FR3077255A1|2018-01-30|2019-08-02|Psa Automobiles Sa|SYSTEM AND METHOD FOR CONTROLLING A HYBRID VEHICLE ENERGY STORER AND AUTOMOTIVE VEHICLE INCORPORATING THE SAME|US20030184307A1|2002-02-19|2003-10-02|Kozlowski James D.|Model-based predictive diagnostic tool for primary and secondary batteries|
    KR100756837B1|2005-06-30|2007-09-07|주식회사 엘지화학|Method and apparatus of estimating state of health of battery|
    JP4624202B2|2005-07-21|2011-02-02|株式会社日立製作所|vehicle|
    JP4745879B2|2006-04-06|2011-08-10|日立ビークルエナジー株式会社|Hybrid vehicle control system, hybrid vehicle control method, and vehicle storage battery control system|
    JP5017084B2|2007-03-09|2012-09-05|株式会社日立製作所|Battery control method and system|
    JP4395799B2|2007-09-10|2010-01-13|株式会社エクォス・リサーチ|Drive control device and hybrid vehicle|
    JP4697247B2|2008-03-03|2011-06-08|日産自動車株式会社|Hybrid vehicle|
    JP4923116B2|2010-01-29|2012-04-25|株式会社日立製作所|Secondary battery system|
    JP5730501B2|2010-05-20|2015-06-10|トヨタ自動車株式会社|Electric vehicle and control method thereof|
    US8410760B2|2010-08-02|2013-04-02|GM Global Technology Operations LLC|Battery thermal system control strategy|
    US8405355B2|2010-09-23|2013-03-26|GM Global Technology Operations LLC|Energy storage system energy capacity and capability monitor|
    JP2013060056A|2011-09-12|2013-04-04|Mitsubishi Motors Corp|Control device for hybrid vehicle|
    JP2013154652A|2012-01-26|2013-08-15|Mitsubishi Motors Corp|Hybrid vehicle|
    CN103978880B|2013-02-08|2019-07-19|高效动力传动系统公司|Arrangements of power system for the double clutch hybrid electric vehicles of bi-motor|
    FR3002045B1|2013-02-14|2015-02-20|Renault Sa|MANAGING THE CHARGE OF A BATTERY|CN107406004B|2015-01-13|2021-05-07|沃尔沃汽车公司|Method and device for determining a value of an energy state of a battery in a vehicle|
    JP6520902B2|2016-12-14|2019-05-29|トヨタ自動車株式会社|Connected vehicle|
    CN108773371A|2018-06-13|2018-11-09|北京长城华冠汽车科技股份有限公司|The driving distribution method and hybrid vehicle of hybrid vehicle|
    KR20210028476A|2019-09-04|2021-03-12|삼성전자주식회사|Method and apparatus charging battery|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-24| PLSC| Publication of the preliminary search report|Effective date: 20160624 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 4 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1463053A|FR3030768B1|2014-12-22|2014-12-22|METHOD FOR ENERGY MANAGEMENT OF A TRACTION BATTERY OF A RECHARGEABLE HYBRID VEHICLE|
    FR1463053|2014-12-22|FR1463053A| FR3030768B1|2014-12-22|2014-12-22|METHOD FOR ENERGY MANAGEMENT OF A TRACTION BATTERY OF A RECHARGEABLE HYBRID VEHICLE|
    PCT/FR2015/053648| WO2016102856A1|2014-12-22|2015-12-18|Method for energy management of a rechargeable traction battery of a hybrid vehicle|
    JP2017551369A| JP6650465B2|2014-12-22|2015-12-18|Method for Energy Management of Traction Battery of Rechargeable Hybrid Vehicle|
    CN201580074069.1A| CN107207004B|2014-12-22|2015-12-18|Method for energy management of a traction battery of a rechargeable hybrid vehicle|
    KR1020177019944A| KR102312290B1|2014-12-22|2015-12-18|Method for energy management of a rechargeable traction battery of a hybrid vehicle|
    US15/538,251| US10196053B2|2014-12-22|2015-12-18|Method for energy management of a rechargeable traction battery of a hybrid vehicle|
    EP15823687.7A| EP3237258A1|2014-12-22|2015-12-18|Method for energy management of a rechargeable traction battery of a hybrid vehicle|
    [返回顶部]