• 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 energy of a hybrid motor vehicle, the motor vehicle comprising an on-board electrical network (3), a power supply unit (4) adapted to power the on-board electrical network ( 3) and an electric machine (2), comprising two electric accumulators (5,6) in series, regulating means (7,8) for regulating the accumulators (5,6) being able to be controlled by a pair of values method of control, the method comprising: - determining a range of pairs of permissible control values of the regulating means (7,8); selecting in the range of pairs of permissible values a pair of optimum control values for controlling the regulating means (7,8) in an optimized manner.
    公开号:FR3033755A1
    申请号:FR1552174
    申请日:2015-03-17
    公开日:2016-09-23
    发明作者:Thomas Miro-Padovani；Ahmed Ketfi-Cherif；Guillaume Colin；Yann Chamaillard
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a device for managing energy, for example traction energy and / or propulsion energy, of a hybrid motor vehicle. In the field of hybrid motor vehicles, the powertrain, also known by its abbreviation GMP, comprises a heat engine powered by a fuel tank and at least one electric machine 10 powered by a high voltage electric accumulator, for example a battery or a battery. set of supercapacitors, also called supercapacitor packs. The powertrain also comprises a computer implementing a power management law, also known by the abbreviation of LGE, 15 for managing the joint operation of the high-voltage electric accumulator and the heat engine, in particular the energy level of the high-voltage electric accumulator, also known by the English term of State of Energy, or more commonly under its abbreviation SoE. Document FR2988674, filed by the Applicant, discloses a method and a device for controlling an equivalence energy factor, making it possible to adapt the energy consumption of the electric machine and the heat engine. The method described consists in minimizing the sum of the energy consumption resulting from the heat engine 25 and the consumption of electrical energy by weighting the electrical energy consumption by an equivalence factor, evaluated according to, inter alia, the SoE of the high voltage accumulator and depending on the driving conditions of the hybrid motor vehicle. Hybrid motor vehicles furthermore comprise a battery for supplying a secondary electrical circuit operating at a voltage of 14 V, known as the on-board electrical network or also a 14 V grid, and making it possible to supply, in addition, the devices for assistance, safety and calculators of the motor vehicle. Conventionally, the 14V network supply battery operates in voltage regulation, independently of the regulation of high voltage accumulators. Also, the overall energy consumption of hybrid motor vehicles is not optimized.
    [0002] This is why there is a need to optimize the energy management of hybrid motor vehicles. There is provided a method for managing the energy of a hybrid motor vehicle driven by an electric machine, for example a reluctance machine, for example an axial flow machine, a radial flow machine, or any other type of electrical machine. adapted, and a heat engine, for example a gasoline engine, a diesel engine or any other type of heat engine adapted, the motor vehicle comprising an electrical network on board, a set of power supply adapted to supply the power grid and the electrical machine, the power supply unit comprising two electric accumulators in series, for example batteries, supercapacitors, for example supercapacitors, or any other type of suitable accumulators, for example of the li-ion type, with lead or any other suitable type, and regulating means for regulating, for each accumulator among the two electric accumulators, a a power value supplied or received, the method comprising the steps of: determining a range of pairs of permissible control values of the regulating means, for example a two-dimensional domain of power, voltage or current values, in function of at least one operating parameter of the power supply assembly, for example as a function of a voltage value, a current value, a power value, or any other suitable type of value, for example a minimum value, a reference value, or a maximum operating value of at least one of the two electric accumulators, for example as a function of a minimum value, a reference value or a reference value. maximum value of the regulating means, for example minimum and / or maximum preset values, or for example depending on operating parameters such as, for example, the temperature, the duration of fo operation, or any other parameter of regulation of the minimum and / or maximum values, select in the range of pairs of allowable control values, a pair of control values corresponding to a minimum of electrical and / or thermal consumption of the motor vehicle, transmitting control signals generated from the selected control value pair to the control means. In this way, the optimization of the energy of the 14V network supply battery is included in a powertrain energy management law. This leads to a strategy that offers the advantage of offering an optimal approach globally, and no longer locally on the high voltage traction battery alone. Thus, the operation of the electric power supply unit of the motor vehicle can be optimized. In this way, the electric accumulators can be regulated in a relatively optimized manner. Thus, during the step of determining the range of pairs of permissible control values, the choice of the pairs of control values at a range of admissible pairs by the set of limits is limited for the next step or steps. electrical supply, so as to ensure its operation, for example by avoiding control values likely to deteriorate, or inappropriate values, for example too low, likely to produce an undesired operation. In other words, all the pairs of control values that are not adapted to the operation of the power supply assembly are excluded from the range of admissible values. By implementing this method, it is possible to optimize the joint operation of the electrical machine and the electrical network on board, by providing a common management of the two series accumulators jointly supplying the electrical machine and the on-board electrical network. In particular, a pair of optimum control values adapted to control the regulating means can be determined in a relatively rapid manner to ensure optimum operation of the on-board electrical network and the electric machine. In particular, it is possible, by this method, pooling the electric accumulators to provide power to the electrical machine and the onboard network, and mutualize the calculations necessary for the control of the control means.
    [0003] In this way, the energy of the hybrid motor vehicle can be relatively easily and quickly managed. The pair of control values can for example comprise control values in voltage, current, power or any other type of adapted control value.
    [0004] Advantageously and in a nonlimiting manner, the selection step can comprise for each pair of candidate values of a plurality of pairs of candidate values in the range of allowable command value pairs, the evaluation for this pair of candidate values. of an energy criterion corresponding to a sum of the energies that would be produced by each of the electric accumulators added to an energy consumption value of the heat engine, the pair of values selected being that associated with a minimum of the energy criterion. Thus, it is possible to optimize the energy consumption of the automobile vehicle, by minimizing the energy produced by the electric accumulators and by the heat engine. Advantageously and in a nonlimiting manner, the evaluation of the energy criterion can be a function, for each electric accumulator, of a value representative of the electrochemical power of the electric accumulator. Advantageously and in a nonlimiting manner, the evaluation of the energy criterion may be a function of a value representative of the fuel flow rate supplied to the heat engine. Thus, it is possible to take into account, in real time, the operation of the thermal engine, by receiving a value of the fuel flow rate of the engine, and / or the energy produced by the electric accumulators, which allows a relatively precise management of the energy consumption of the motor vehicle. Advantageously and in a nonlimiting manner, the evaluation of the energy criterion can be a function, for each of the two electric accumulators, of a weighting coefficient adapted to maintain said electric accumulator at a target energy state, for example a state of energy. energy relating to a charged state of the electric accumulator, or a state of energy comprised in 50% and 95% of the charge of the electric accumulator. In other words, the weighting coefficients can make it possible to promote the operation of the electric accumulators when they have a state of energy higher than the target energy state, and, conversely, to reduce their use or to recharge them. when their energy state is lower than the target energy state.
    [0005] Thus, it is possible to optimize the energy management of the motor vehicle, while ensuring an optimal charge level of the electric accumulators, which makes it possible, in particular, to increase the optimal operating time of the electric accumulators.
    [0006] Advantageously and in a nonlimiting manner, for at least one electric accumulator, the weighting coefficient can be obtained by implementing a proportional integral type regulator. Thus, it is possible to obtain a relatively stable and fast regulation of the use of electric accumulators.
    [0007] Alternatively, for at least one electric accumulator, the weighting coefficient can be obtained by implementing a regulator of proportional type, proportional integral derivative, or any other type of known regulator. Advantageously and in a nonlimiting manner, the regulation means 15 may comprise an inverter and a DC-DC converter, also called a chopper, for example a step-down chopper, a booster chopper, a reversible chopper or not, or any type of adapted chopper, the pair of control values corresponding to a power value of the inverter and a power value of the DC-DC converter.
    [0008] In other words, the management of the electric accumulators is controlled by a DC-DC converter and an inverter. Thus one can obtain a relatively inexpensive and relatively reliable management architecture. In particular, the inverter can convert the DC voltage supplied by the two electric accumulators into an AC voltage adapted to power the electric machine. In particular, the DC-DC converter can provide a DC voltage of 14V at the terminals of the on-board electrical network.
    [0009] Advantageously, the joint operation of the DC-DC converter and the inverter can make it possible to manage the charge and / or the discharge, the terminal voltages and / or the currents of the electric accumulators. Advantageously and in a nonlimiting manner, the selection step may be preceded by a preselection step in the range of allowable value pairs, of a plurality of pairs of candidate values, the selection being made among the plurality of pairs candidate values. Advantageously and in a nonlimiting manner, the preselection step may comprise the preselection, or the choice, of a plurality of pairs of control values spaced in a substantially regular manner in the range of admissible pairs of values. Thus, it is possible to obtain a set of pairs of candidate values by a relatively simple method to implement and rapidly. Alternatively, the preselected step may comprise random, semi-random preselection, or preselection of domain limit values of allowable value pairs, or any other method of selecting values in an established domain. Advantageously and in a nonlimiting manner, an electric accumulator among the two electric accumulators may comprise a pack of 20 supercapacitors and the other electric accumulator may comprise an electric battery. In particular, the two electric accumulators can deliver a DC voltage. In particular, the electric battery may correspond to the accumulator 25 supplying a reference voltage to the on-board electrical network, for example the on-board electrical network may be connected to the terminals of the electric battery, for example the electric battery may have a voltage nominal of substantially 14V.
    [0010] The pack of supercapacitors can be put in series with the electric battery so as to supply a high voltage to the inverter, so as to power the electric machine. The invention also relates to a device for managing the energy of a hybrid motor vehicle driven by an electric machine and a heat engine, the motor vehicle comprising an electrical network on board, a power supply assembly adapted to supplying the on-board electrical network and the electrical machine, the power supply unit comprising two series of electric accumulators and regulating means for regulating, for each of the two accumulators, a power value supplied, the device for management comprising: receiving means, for example a microprocessor leg, a communication bus, a port, for example a serial port, a parallel port or any other suitable receiving means, for receiving at least one parameter of operation of the power supply assembly, for example a parameter relating to the operation of the regulation means, by e xample a value of voltage, current or power, or any other type of suitable parameter; Determining means for determining a range of allowable values for controlling the control means, as a function of said at least one operating parameter of the power supply assembly; selection means for selecting in the range of pairs of permissible control values, a pair of control values corresponding to a minimum of electrical and / or thermal consumption of the motor vehicle; transmission means, for example a microprocessor leg, a communication bus, a port, for example a serial port, a parallel port or any other suitable transmission means, for transmitting to the signal regulating means from the selected command value pair.
    [0011] Thus the electric accumulators can be regulated in a relatively optimized manner, for example voltage, current or power values, or the like. The determining means may comprise a memory, for example a random access memory, a flash memory or any other type of memory adapted for storing, at least temporarily, the plurality of pairs of preselected candidate values, and / or means for processing data. processor core type. The selection means may comprise processing means, for example a processor core, or the like, and possibly a memory.
    [0012] The selection means and the determination means can be integrated into a single processor, or not. The management device can thus include, or be integrated in, one or more processor (s), for example a microprocessor, a DSP (of the "Digital Signal Processor"), a microcontroller, or the like.
    [0013] Advantageously and in a nonlimiting manner, the device may comprise preselection means for preselecting a plurality of pairs of candidate values in the range of pairs of admissible values. For example, the preselection means may comprise one of the processing means of the processor core type or the like.
    [0014] The preselection means may comprise a memory, for example a random access memory, a flash memory or any other type of memory adapted to store, at least temporarily, the plurality of pairs of preselected candidate values.
    [0015] The invention also relates to a motor vehicle comprising an energy management device as described above. Other features and advantages of the invention will become apparent on reading the following description of a particular embodiment of the invention, given as an indication but without limitation, with reference to the accompanying drawings, in which: FIG. 1 is a schematic view of a device for managing the energy of a hybrid motor vehicle according to one embodiment of the invention; FIG. 2 is a graph showing a torque domain obtained at the step of determining a range of pairs of permissible control values of the control means of the energy management method of a hybrid motor vehicle according to FIG. an embodiment of the invention; FIG. 3 is a graph showing a preselection step in the range of allowable value pairs according to FIG. 2; FIG. 4 is a flowchart of the management method according to one embodiment of the invention. A hybrid motor vehicle, not shown, comprises an electric machine 2 and a heat engine, not shown, to propel it.
    [0016] The motor vehicle also comprises an on-board electrical network 3, in particular supplying safety and control devices, for example the calculators of the devices for assisting braking and for controlling the trajectory of the motor vehicle. With reference to FIG. 1, the electric machine 2 and the electrical network 25 are powered by a power supply unit 4, comprising two series-connected electric accumulators 5,6, here a pack of supercapacitors 5 and a battery 6, and regulating means 7, 8 adapted to regulate the operation of the two electric accumulators 5,6.
    [0017] The on-board electrical network 3 is connected to the terminals of the battery 6. The regulation means 7, 8 here comprise a DC-DC converter 7, also known as chopper 7, and an inverter 8. The DC converter -DC 7 is mounted to be connected to each of the terminals of the two electric accumulators 5, 6 and regulates the currents and voltages at the terminals of each of the electric accumulators 5, 6. The DC-DC converter 7 is here a converter capable of operating in booster mode, also called boost mode, and in the mode of de-escalator, also called buck mode.
    [0018] In particular, the DC-DC converter 7 receives, between an input terminal 11 and the ground 10, a voltage VHv corresponding to the sum of the voltages V1 and V2 respectively of the battery 6 and the supercapacitor 5 and ensures between a terminal output 12 and ground, a voltage complying with operating constraints, for example minimum and maximum voltage limits not to be exceeded for the on-board network, for example voltages between 10 V and 20 V, advantageously between 13 V and 15 V . The output terminal 12 of the DC-DC converter 7 is connected to a node 9 where a terminal of the battery 6 meets one another, the other terminal being to ground 6, and the power terminal of the on-board electrical network 3, in this way, the DC-DC converter provides a voltage which satisfies operating constraints, for example minimum and maximum voltage limits which must not be exceeded for the on-board network, for example voltages between 10 V and 20 V, advantageously between 13 V and 15V, at the terminals of the on-board electrical network 3.
    [0019] The inverter 8 is connected on the one hand to the terminals of the two electric accumulators 5,6, and on the other hand to the electric machine 2, so as to convert the DC voltage supplied by the two electric accumulators 5,6 into two. series in an alternating voltage for powering the electric machine 2; and / or for conversely converting, during energy recovery operation, an AC voltage supplied by the electric machine 2 into a DC voltage to recharge the electric accumulators 1.6 in series. The combined operation of the inverter 8 and the DC-DC converter 5 7 makes it possible to regulate the charging and discharging of the electric accumulators 5, 6. The inverter 8 and the DC-DC converter 7 are, in this embodiment, voltage-controlled by a management device 13. The management device 13 comprises a microprocessor and at least one storage memory, for example a read-only memory. and / or a flash memory for storing instructions and / or RAM, for example storing intermediate evaluation results. The management device 13 comprises means for receiving values relating to the accumulators 5, 6, here values of voltage, current, and / or power, load values, for example a value representative of the state of charge. energy of the accumulators 5,6, for example states of charge, discharge, and / or an electrochemical power value to determine the power produced by each of the accumulators 5,6. The management device 13 also comprises means for receiving and transmitting values to the inverter 8, for receiving and controlling an operating power value of the inverter 8. The management device 13 also includes means for receiving and transmitting values of the DC-DC converter 7, for receiving and controlling an operating power value of the DC-DC converter 7.
    [0020] Alternatively, the inverter 8 and the DC-DC converter 7 can be controlled in current or voltage by the management device 13.
    [0021] With reference to FIG. 4, the management device 13 comprises a microprocessor implementing a method for managing the energy of the motor vehicle. The instructions relating to the execution of the method by the microprocessor 5 are stored in a mass memory, for example a read-only memory, a flash memory, or any other type of memory adapted from the management device 13. In a first step 41 of FIG. method 40, with reference to FIG. 2, a range of pairs of permissible control values of the regulating means 7, 8 is determined. Here, a domain of pairs of values is determined for controlling on the one hand the inverter 8 and on the other hand by the DC-DC converter 7, by permissible power controls. In other words, each pair of allowable control values comprises a control power value of the inverter 8 and a control power value of the DC-DC converter 7. The range of allowable value pairs defines high and low limits of control power of the DC-DC converter 7 and the inverter 8, in order to ensure the proper functioning of the electric accumulators 5,6, the power supply unit 7,8 of the electrical machine 2 and 20 of the network In particular, the field aims to maintain the two electric accumulators 5,6 to a state of energy, or SoE, adapted to their proper operation. The range of pairs of admissible values corresponds here to all the pairs of values respecting the following inequality system: max (y, z - ax, w - flx) y min (, - ax, IV - flx) ( 1) wherein Y (x, - <x <min (X, (2)), wherein: ## STR2 ## wherein: x corresponds to a control power value of the inverter 8 (also referenced POND in FIGS. 2 and 3), y corresponds to a control power value of the DC-DC converter 7 (also referenced Ppcpc in FIGS. 3) and VHV w = (PB4T1 + PAUX) - (3) Vi PBAT2 Z = VHV (4) V2 1 a = - - (5) 7 / VHv 1 -) (6) Vi TI in which: PBATi corresponds to the power of the battery 6, PBAT2 corresponds to the power of the supercapacitor 5, 10 WATERS corresponds to the power of the on-board circuit 3, VHv corresponds to the voltage across two accumulators 5,6 in series, V1 corresponds to the voltage at the terminals of the battery 6, V2 corresponds to the voltage at the terminals of the supercapacitor 5; Ti corresponds to the efficiency of the DC-DC converter 7a and ig correspond here to the operation of the DC-DC converter 7 in buck mode. When evaluating the limits of the control domain for DCDC operation in boost mode (y <0), the efficiency must be reversed in (5) and (6). This step involves modeling the system over its permissible operating range. But it is not the step that dictates whether the actual command that will be sent to the DCDC will be in buck or boost mode. The actual decision to use the DCDC in boost or buck mode will be taken in a later step, depending on whether the command that minimizes the energy criterion is a buck or boost command.
    [0022] On the other hand, when calculating the system limits for P DCDC> 0 (see Fig. 2) (y> 0 in equations (1) and (2)) the efficiency of DCDC in buck mode is used in the equations (5) and (6), whereas when estimating the system limits for Ppcpc <0, 1 / Ti must be taken in equations (5) and (6).
    [0023] All the unknowns comprising a lower bar indicate that it is a minimum defined value relative to the unknown to be crossed (for example X indicates a defined minimum value of control power of the inverter, below of which the inverter 8 can not function properly, and the unknowns comprising an upper bar indicate that it is a maximum defined value relative to the unknown not to exceed (for example, -y corresponds to a maximum value of the control of the DC-DC converter 7 not to be exceeded.) With reference to FIG. 2, a range of pairs of permissible values 20 is then obtained.
    [0024] The range of allowable torques 20 corresponds to power control torque pairs of the inverter 8 and the DC-DC converter 7, between maximum power values 71 and minimum 70 of the DC-DC converter 7. abscissa, and maximum power 72 and minimum 73 values of the inverter 8 in the ordinate, and 25 between maximum values PMaxBATD PMaxBAT1 and minimum power PminBATD PminBAT1 for each of the electric accumulators 5,6. Next, a preselection step 42 is performed in the range of allowable value pairs 20, a plurality of pairs of candidate values.
    [0025] Here, with reference to FIG. 3, during the preselection step 42, the plurality of pairs of candidate values is preselected by taking, in the two-dimensional space of the range of pairs of admissible values 20, pairs of values regularly spaced, for example in Figure 3, 5 with a difference of 250W for the power control value of the DC-DC converter, and 0.25W for the power control value of the inverter. However, the value step may be freely adapted by those skilled in the art, in particular depending on the size of the range of couples of admissible values.
    [0026] For each pair of candidate values of the plurality of pairs of candidate values, during a selection step 43, an energy criterion H, called Hamiltonian, is evaluated in the optimal control theory, so as to determine which value candidate returns the lowest energy criterion value.
    [0027] In other words, the pair of candidate values returning the smallest energy criterion value corresponds to the optimum pair of values for controlling the regulation means 7,8, here the inverter 8 and the DC-DC converter 7. Optimal values minimizes the energy consumption of the motor vehicle, while ensuring the proper functioning of the electrical machine and the on-board network, relative to the need of the motor vehicle at a given instant t. Here, we evaluate the following Hamiltonian function: H (u, s, x, t) = rh - carb (u1, t) - PCI + if (t) .P - xly t) S2 (t) .P - ech2 ( u, x2, t) wherein: U = a pair of candidate values in which: (.4.2 PDCDC where u1 is the round power control value of the inverter 8; 3033755 17 where u2 is the value Ppcpc of the DC-DC converter 7, - Thcarb (u1, t) corresponds to the fuel flow in g / s consumed by the engine, 5 - PCI corresponds to a lower calorific value of the fuel considered, in J / g, which makes it possible to convert a fuel flow rate into an equivalent power in W, correspond to the electrochemical powers of the Pechl and P ech2 electric accumulators for respectively the battery 6 and the supercapacitor 5, which can thus be evaluated as follows: Pech = OCVAcc. = VACC IACC RACC IACC (X1) rEBATil With X = = corresponding to the energy state of - '°' -BAT2 accumulators, respectively high low for battery 6 and supercapacitor 5; S 1, S1}, with sl (t) and s2 (t) corresponding to coefficients of regulation of the energy state of each of the accumulators around a SoEcibie target energy state value, which can be different for each accumulator 5.6, to ensure the maintenance of clean load hybrid vehicle also known as the Anglo-Saxon 20 "load sustaining". We select the couple of candidate values uopt minimizing this function H, which therefore corresponds to the pair of optimal control values, which can be done by the following formula: uopt (t) In this way, we can select in the domain of couples of 25 permissible values, the optimum pair of control values uopt making it possible to optimize the energy consumption of the motor vehicle = argmin (H (u, s, x, t)) 3033755 18 while being assured that this pair of value is in the field of allowable value couples. In this way it is possible to obtain a pair of optimum control values while ensuring proper operation of the power supply unit 4 of the motor vehicle. The regulation coefficients of the energy state of the accumulators if (t) and s2 (t), are regulated by the implementation of an integral proportional regulator, so as to make the momentary state of each of the accumulators (5, 6) to a target energy state SoEcime.
    [0028] Integral proportional regulator, well known to those skilled in the art, can be obtained by the following formulas: slco = s + Ki; (SoEclibie - SoEBATt (t)) + K11. f (SoEclibie ot s2 (t) = S + Kp2 (SOEc2ible S0EBAT2 (t)) ef (soEc2ible 0 in which: Kp and Ki correspond to the proportional and integral gains of - SoEBATt (t)) - dt - S0EBAT2 (t)) integral proportional regulator. The definition of such gains is a thing well known to those skilled in the art; sc, corresponds, for each accumulator, to the feed-forward, also known in French as the anticipated action, of the regulator; and (S ° Sible - S0EBAT (0) for each accumulator 5,6, corresponds to the error between the desired energy state and the current energy state, which the regulator seeks to reduce. Optimum command value pair uop 'is then transmitted, during a transmission step 44, on the one hand to the inverter 8 and on the other hand to the DC-DC converter 7 to control power, here by transmission means connected to the microprocessor, for example a communication bus, a microprocessor tab, or any other suitable transmission means.
    [0029] Thus, the electric accumulators (5, 6) in series of a hybrid motor vehicle can be relatively efficiently managed when the electric accumulators (5, 6) simultaneously power an electric machine (2) for motorizing the vehicle and the on-board electrical network (3) 5 of the motor vehicle.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method (40) for managing the energy of a hybrid motor vehicle driven by an electric machine (2) and a heat engine, the automotive vehicle comprising an onboard electrical network (3), a power supply assembly ( 4) adapted to supply the on-board electrical network (3) and the electric machine (2), the power supply unit comprising two electric accumulators (5,6) in series and regulating means (7,8) for regulating for each accumulator (5,6) of the two electric accumulators (5,6), a power value supplied or received, the method comprising the steps of: (41) determining a domain (20) of pairs of values allowable control of the control means (7,8), depending on at least one operating parameter of the power supply unit (4), select (43) in the domain (20) of pairs of values. allowable order, a couple of matching order values at least a minimum of electrical and / or thermal consumption of the motor vehicle, and transmit to control means (7,8) control signals developed from the selected pair of control values.
    [0002]
    Method (40) according to claim 1, characterized in that the selection step (43) comprises, for each pair of candidate values of a plurality of pairs of candidate values in the range of command value pairs the evaluation for this pair of candidate values of an energy criterion corresponding to a sum of the energies produced by each of the electric accumulators (5, 6) added to an energy consumption value of the heat engine, the pair of values optimal selected being that associated with a minimum of the energy criterion.
    [0003]
    3. Method (40) according to claim 2, characterized in that the evaluation of the energy criterion is a function, for each electric accumulator (5,6), of a value representative of an electrochemical power value.
    [0004]
    4. Method (40) according to any one of claims 2 or 3, characterized in that the evaluation of the energy criterion is a function of a value 10 representative of the fuel flow rate supplied to the heat engine.
    [0005]
    5. Method (40) according to any one of claims 2 to 4, characterized in that the evaluation of the energy criterion is a function, for each of the two electric accumulators (5,6), a weighting coefficient adapted for Maintaining said accumulator (5, 6) in a target energy state.
    [0006]
    6. Method (40) according to claim 5, characterized in that for at least one electric accumulator (5,6), the weighting coefficient is obtained by the implementation of a proportional integral type regulator. 20
    [0007]
    7. Method (40) according to any one of claims 1 to 6, characterized in that the regulating means (7,8) comprise an inverter (8) and a DC-DC converter (7), the pair of values corresponding to a power value of the inverter (8) and a power value of the DC-DC converter (7).
    [0008]
    8. Method (40) according to any one of claims 1 to 7, characterized in that an electric accumulator (5,6) among the two electric accumulators (5,6) comprises a pack of supercapacitors and the another electric accumulator (5,6) includes an electric battery.
    [0009]
    9. Device (46) for managing the energy of a hybrid motor vehicle 5 driven by an electric machine (2) and a heat engine, the motor vehicle comprising an electrical network (3), a power supply unit electrical connector (4) adapted to supply the on-board electrical network (3) and the electrical machine (2), the power supply unit comprising two electric accumulators (5,6) in series and regulating means (7,8 ) for regulating, for each accumulator (5,6) among the two electric accumulators (5,6), a power value supplied, the management device comprising: receiving means for receiving at least one operating parameter of the power supply assembly (4), determining means for determining (41) a range (20) of allowable driving values of the control means (7,8), as a function of said at least one operating parameter of the feeding set electric motor (4), selection means for selecting (43) in the range (20) of 20 pairs of permissible control values, a pair of control values corresponding to a minimum of electrical and / or thermal consumption of the motor vehicle, transmission means for transmitting to the control means (7,8) control signals developed from the selected pair of control values.
    [0010]
    Hybrid automobile vehicle comprising a management device according to claim 9.
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    同族专利:
    公开号 | 公开日
    EP3271230B1|2019-10-30|
    WO2016146911A1|2016-09-22|
    EP3271230A1|2018-01-24|
    FR3033755B1|2017-03-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20030107352A1|2001-12-06|2003-06-12|Downer Scott D.|Electrical motor power management system|
    US20040178756A1|2003-03-10|2004-09-16|Fu Zhenxing|Prediction of available torque and power from battery-powered traction motor|
    CN104002804A|2014-05-20|2014-08-27|中国科学院深圳先进技术研究院|Energy control method for fuel cell hybrid electric vehicle|EP3599140A1|2018-07-25|2020-01-29|Airbus Helicopters|Method and device for managing the energy of a hybrid drive system of a multirotor aircraft|
    US11273920B2|2018-07-25|2022-03-15|Airbus Helicopters|Method and a device for managing the energy of a hybrid power plant of a multi-rotor aircraft|FR2988674B1|2012-03-28|2015-04-10|Renault Sa|METHOD AND DEVICE FOR CONTROLLING AN ENERGY EQUIVALENCE FACTOR IN A HYBRID MOTOR POWERTRAIN|CN111891110B|2020-05-15|2022-02-01|吉林大学|Intelligent network-connected hybrid electric vehicle energy-heat integrated real-time management system|
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    法律状态:
    2016-03-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-09-23| PLSC| Publication of the preliminary search report|Effective date: 20160923 |
    2017-03-22| PLFP| Fee payment|Year of fee payment: 3 |
    2018-03-23| PLFP| Fee payment|Year of fee payment: 4 |
    2020-03-19| PLFP| Fee payment|Year of fee payment: 6 |
    2021-12-10| ST| Notification of lapse|Effective date: 20211105 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1552174A|FR3033755B1|2015-03-17|2015-03-17|METHOD AND DEVICE FOR MANAGING THE ENERGY OF A HYBRID MOTOR VEHICLE|FR1552174A| FR3033755B1|2015-03-17|2015-03-17|METHOD AND DEVICE FOR MANAGING THE ENERGY OF A HYBRID MOTOR VEHICLE|
    EP16713521.9A| EP3271230B1|2015-03-17|2016-02-19|Method and device for managing the energy of a hybrid motor vehicle|
    PCT/FR2016/050397| WO2016146911A1|2015-03-17|2016-02-19|Method and device for managing the energy of a hybrid motor vehicle|
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