• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method of controlling the discharge of a hybrid electric vehicle battery to perform a planned route comprising a controlled circulation zone whose access is restricted to electric driving. The method comprises calculating (10) the planned path, and before the execution of the planned path, a step of reserving (11) at least a first available discharge depth of the accumulator for circulating in the traffic zone in accordance with to the planned route operating solely according to the electric traction mode.
    公开号:FR3037025A1
    申请号:FR1555121
    申请日:2015-06-05
    公开日:2016-12-09
    发明作者:Ludovic Gaudichon
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present invention relates to a method for controlling the discharge of an electric energy accumulator. a hybrid vehicle power train to execute a planned route comprising a controlled circulation zone whose access is restricted to electric taxiing.  [0002] Anti-pollution legislation requires car manufacturers to design low-emission vehicles.  Hybrid and electric vehicles can significantly reduce the emission of gaseous pollutants by offering an all-electric driving mode or intelligent control between the thermal driving mode and the electric driving mode.  [0003] New legislation proposes to reduce pollution locally by imposing controlled circulation zones, called ZAPA zones for priority action zone for air.  These traffic areas restrict access to so-called polluting vehicles.  Municipalities even want to completely reduce gaseous emissions by limiting all-electric driving.  In the case of a hybrid vehicle this is problematic because it is necessary to impose an all-electric driving mode during traffic in the controlled area.  Patent application US20140207321A1 is known which describes a system for switching the way of propelling a vehicle according to the rolling area.  Also known is the European patent EP1297982B1 proposing a hybrid vehicle associated with a navigation system to impose in advance a recharge of the electric accumulator operated by the heat engine to cross a controlled circulation zone.  Although the latter method provides electric driving to cross the controlled area, it is very likely that electric power charging causes excessive fuel consumption.  This results in a degraded energy balance on the total journey.  There is therefore a need to improve the energy management of a hybrid vehicle to circulate in a controlled traffic zone.  The proposed invention is a method of controlling the discharge of an electric energy accumulator of a hybrid vehicle powertrain to perform a planned route comprising a controlled circulation zone whose access is restricted to a electric rolling, the group 3037025 2 power train comprising a heat engine and an electric traction chain powered by the accumulator whose distribution of the torque setpoints can be controlled according to an available charge level of the accumulator to run the course .  [0007] According to the invention, the method comprises, before the execution of the planned run, a step of reserving at least a first available depth of discharge of the accumulator for circulating in the circulation zone in accordance with the planned route. operating solely according to the electric traction mode.  According to a preferred variant, it also comprises, before the execution of the planned run, the reservation of a second available discharge depth so that the distribution of the setpoints of torque is controlled so as to discharge the second depth on the remaining portion of the traveling by operating according to the electric and / or thermal traction mode.  In particular, the distribution of the torque setpoints is a function of a torque threshold to the wheels determining the starting and stopping of the engine, the threshold torque to the wheels being calculated according to the second depth of discharge for run the remaining part of the course.  According to one variant, the path consists of a plurality of sections identified by a local mean speed, and the method comprises for each section of the remaining portion of the route a step of calculating a coefficient of variation of the charge of the accumulator determined by a bijective function associating the torque threshold with the wheels and the local average speed.  According to one variant, the local average speed of a section is calculated according to navigation attributes from a navigation system, including a maximum legal speed, the slope and the road traffic.  According to a variant, the method comprises, when the vehicle reaches the entrance of a section of the route, the calculation of a target load level of the accumulator at the end of the section according to the actual load level of the vehicle. the input accumulator of the section, the coefficient of variation of load and the local distance of the section.  Alternatively, the first and second depth of discharge are provided to be completely discharged at the finish of the course.  Preferably, the method also comprises estimating an available charge amplitude of the accumulator between a minimum state of charge and a maximum state of charge for the requirement of the electric traction chain when the second depth is discharged.  [0015] Preferably, the method also includes the reservation of a third depth of discharge available for a thermal need of the cabin determined according to the outside temperature of the vehicle and the planned route.  The invention provides a hybrid motor vehicle comprising a navigation system capable of planning a route comprising a controlled circulation zone whose access is restricted to an electric taxi and a power train comprising a heat engine and a traction chain. 10 electrical powered by an electric energy accumulator whose distribution of torque setpoints is controlled according to an available level of charge of the battery to run the course.  According to the invention, the power unit executes the method of controlling the discharge of the accumulator according to any one of the preceding variants to execute the planned route.  Thanks to the invention, the crossing of a controlled circulation zone is ensured for the hybrid vehicle because of the reservation of the depth of discharge.  In addition, the control strategy is preferably calculated to consume the electrical energy in priority to execute the planned route and according to a quantity of available energy.  This strategy is particularly advantageous for a rechargeable electric hybrid vehicle, also called "plug-in" in English.  Indeed, electrical energy from the power grid is less expensive than fuel.  Other details and advantageous features of the invention will become apparent from the detailed description given hereinafter with reference to the appended figures which show: FIG. 1 which represents a model of a hybrid traction chain; - Figure 2 which shows the driving functions of a hybrid powertrain; FIG. 3, which shows the control method of the powertrain for executing the planned route comprising the controlled circulation zone; - Figure 4 which shows the segmentation of a charge of an electric accumulator in several discharge depths assigned to specific electrical needs to perform the planned route; 3037025 4 - Figure 5 which shows the controlled discharge of the accumulator for the planned route.  The invention is directed to electric hybrid vehicles and preferably to rechargeable vehicles via a mains electrical outlet.  The hybrid vehicle comprises a power train comprising a heat engine and an electric traction machine allowing an electric driving mode.  The hybrid vehicle concerned also includes a navigation system for planning a route that may include a controlled traffic zone whose access is restricted to non-polluting vehicles.  Controlled zones, also known as ZAPA zones in the French legislation, are limited for example to a category of vehicle, electric vehicle, hybrid vehicle or vehicle respecting a ceiling pollution index.  The invention proposes a method of discharging the electric energy accumulator 10 of the powertrain assuring the driver that the hybrid vehicle will be able to operate with an electric driving mode in the controlled circulation zone.  Furthermore, the invention provides an energy management management so that an available discharge depth of the battery is discharged for the execution of the course.  [0020] FIG. 1 represents a simplified modeling of a traction chain of an electric hybrid vehicle that can implement the method according to the invention.  The powertrain comprises the MTH heat engine, a MEL electric traction chain powered by an BAT electric energy accumulator.  [0021] The electric traction chain MEL can be coupled to the front axle or the rear axle and preferably can operate as a kinetic energy recovery system, also called a regenerative braking system.  The BAT electric energy accumulator is for example of nickel or lithium-ion technology and provides a range of up to several tens to several hundred kilometers.  The heat engine MTH is coupled to the front wheelset and can provide torque to the wheels as well as recharge the battery BAT via another electric machine preferably operating as an electric generator.  The heat engine is driven according to a set torque torque to the wheels and according to a need for recharging the accumulator.  The generator may be a so-called facade accessory driven by a belt.  In a variant, the heat engine MTH does not provide torques to the wheels and is only intended to recharge the energy accumulator by means of the generator.  This is for example a hybridization for increasing the range of an electric vehicle.  In this variant, the control of the heat engine is defined in particular according to a level of electric charge of the accumulator.  Note that the control of the engine can be controlled by a quick start system, also called "stop and start" in English.  The starting system makes it possible to control the extinction and the restart of the heat engine instantaneously during the driving, for example in a stopping situation at a red light or a recuperative braking phase.  This system reduces fuel consumption.  [0025] Furthermore, in the case of a rechargeable electric hybrid vehicle, it comprises a charging system BAT accumulator via a mains socket operating on a mains 110V or 220V mains.  The charging system allows the battery to be fully charged within a few hours and to ensure the full charge of the battery before starting a trip.  It will also be noted that, in order to promote the consumption of electrical energy with regard to fuel, the operation of the hybrid powertrain is controlled in particular as a function of a setpoint threshold of torque to the wheels, or a threshold of power to the wheels. , determining the start and the extinction of the heat engine MTH according to a desired depth of discharge of the BAT accumulator and a path to be executed.  A predetermined powertrain operating table identifies the torque threshold at the starting and stopping wheels of the heat engine for which the energy consumption is lowest and discharging the desired depth of discharge on the course. planned and consistently.  A powertrain control supervisor calculates the torque threshold for the wheels for controlling the ignition and stopping of the MTH engine.  Starting in particular from this torque threshold and from the torque setpoint to the driver's wheels, the distribution of the torque setpoints between the heat engine MTH and the electric traction chain MEL is determined.  The functions developed by the supervisor for carrying out the method will be described more precisely in the following description.  As an indication, the supervisor is an on-board electronic calculator responsible for the execution of software functions or logic calculation functions.  The supervisor is a microprocessor integrated electronic circuit or a set of electronic circuits distributed between the powertrain components.  It will be noted that the powertrain of the hybrid vehicle allows an electric traction mode and a thermal traction mode.  The electric traction mode provides that the electric traction chain MEL only transmits a torque to the wheels.  The thermal traction mode provides either the transmission of a torque to the wheels by the heat engine, or in another variant a mode of charging the BAT accumulator by the drive of a generator without transmitting a torque to the wheels directly.  It is conceivable that the thermal rolling mode includes both the transmission of a torque to the wheels and the recharging of the accumulator.  In addition, the hybrid vehicle is equipped with a navigation system including access to a map and navigation attributes of the environment of the course.  Mapping is a data base containing routes identified by map information of distance, slopes and altitudes, facilities or points of interest for example.  In the context of the invention, the map contains controlled circulation zones whose access is restricted to electric taxiing.  The navigation system also has access to real-time navigation information, including road traffic on the course, weather information on the course, and also stored driving experience information for specific routes.  The mapping may be an on-board or remote database accessible via a wireless communication system.  Furthermore, the navigation system is associated with a satellite location device, for example GPS type for "Global Positioning System" in English for the system set up by the United States of America, or Galileo for the European system.  The location device informs the navigation system of the precise position of the vehicle on the map.  In the context of the invention, the supervisor forces a traction mode depending on the location of the vehicle and mapping.  In particular, when the vehicle is located in the controlled traffic zone ZC, the supervisor controls the electric traction mode.  [0032] FIG. 2 recalls the functions of the supervisor for controlling the powertrain and the provision of torque setpoints to the wheels with the MTH heat engine and the MEL electric traction chain.  A first function 31 is responsible for operating the human-machine interface with the driver.  A second function 32 of the supervisor elaborates the torque setpoint to the wheels, called the driver instruction.  A third function 33 determines the organic limitations of the heat engine MTH and the electric traction chain MEL.  In the context of the invention, a fourth function 34 for distributing the available energy of the BAT accumulator calculates discharge depths of the accumulator that can be reserved specifically for various needs of a route. planned, in particular for taxiing in the ZC controlled traffic zone or a passenger compartment heat requirement.  The depths of discharge will be described more precisely later.  The distribution function 34 of the available energy is advantageous, particularly for the variant of a rechargeable hybrid vehicle because it is assumed that the accumulator can be fully recharged at the arrival point of the course.  A fifth navigation function 35 determines navigational information from the navigation system, for example the location of the vehicle, the distances remaining before the end of the journey, the distance before a controlled traffic zone, the average traffic speed of the navigation system. a stretch, meteorological data.  The navigation information is transmitted to a torque distribution function and the function of the discharge of the accumulator.  A sixth function 36 of torque distribution between the heat engine and the pull chain calculates the torque setpoints to operate the torque to be supplied in response to the driver setpoint, the navigation information and the current operating parameters of the accumulator and the available discharge depth.  The sixth function determines in particular the torque threshold for switching on and off the thermal engine MTH and the resulting torque setpoints for the thermal rolling mode and the electric driving mode.  In the context of the invention, it will be noted in particular that the torque distribution function can provide two distribution modes.  In a first mode, the distribution is controlled according to a depth of discharge of the accumulator BAT reserved for the execution of a planned route that was previously provided by the navigation system.  In this case, the discharge of the BAT accumulator is controlled so that at the end of the planned path the reserved discharge depth is discharged.  This is a so-called battery drain mode consisting in favoring the use of electrical energy because of the possibility of completely recharging the battery via an electrical outlet.  The starting and stopping threshold of the heat engine is determined according to a depth of discharge and the course.  This first method of distribution is described in patent application FR 2 980 148 A1 of the applicant entitled "METHOD OF CONTROLLING THE ELECTRICAL ENERGY DELIVERED BY BATTERIES OF A VEHICLE THE HYBRID".  In a second mode, the distribution is controlled by using the available energy of the accumulator and by providing for maintaining a state of charge of the minimum accumulator for the needs of the traction chain. electric.  In this second distribution mode, there is no consideration of a planned route or a desired depth of discharge.  The emptying of the charge of the accumulator is not allowed in order to keep the electrical traction chain MEL in operation.  The recharging of the BAT accumulator from the MTH heat engine can be forced to ensure a state of charge of the minimum accumulator.  The first and second modes of distribution of the torque setpoints provide for the use of electric and thermal running modes, and also ensure the recovery of kinetic energy 10 when an opportunity arises.  Seventh and eighth functions 37, 38 determine the inherent commands of the MTH engine and the electric traction chain to operate the respective torque instructions.  It will be noted that in the context of the invention, the sixth function 36 for distributing the torque setpoints takes into account the location of the vehicle, especially when the latter is in the controlled traffic zone to force the mode of operation. electric rolling.  FIG. 3 represents the method of controlling the discharge of the electric energy accumulator BAT of the powertrain to execute a planned route PP comprising a controlled circulation zone ZC.  From the information of the map and the location device, the navigation system operates a calculation step 10 of a planned route PP before starting the journey from the navigation information from the navigation system. .  A planned path PP is preferably formed of a plurality of sections identified by own navigation attributes.  Preferably, each section is identified by a local average speed VMT for calculating a coefficient of variation of the CV load of the BAT accumulator.  The local average speed VMT 25 of a section is determined from several navigation attributes, including a maximum legal speed, the slope, the road traffic and if necessary information from previous driving experiences.  It will be noted that the planned route PP is entered by the driver and calculated before starting the taxi.  The planned route may also be a known route already stored in the navigation system and may use stored information from previous experiences.  Once the planned route is calculated, it is presented to the driver with the navigation estimates inherent in the planned route PP.  The navigation estimates include the possibility of crossing the controlled traffic zone in electric taxi mode.  At this moment, the driver validates the course, asks for an alternative option of course if it does not suit him, or refuses the course.  When a route is validated, the running of the planned route PP in assistance of the navigation system begins.  When the planned path PP is enabled, the method comprises, before the execution of the planned route, a reservation step 11 of at least a first available discharge depth DOD1 of the BAT accumulator for traveling in the zone of ZC circulation according to the planned path PP operating only according to the electric traction mode.  The first discharge depth DOD1 is calculated based on the navigation information relating to the controlled traffic zone 15 ZC, including the distance to be traveled, the slope, the traffic, the legal average speed of the zone, and according to estimation. discharge in the conditions of navigation inherent in the controlled traffic zone ZC, in particular for the execution of an electric traction mode.  It is conceivable that the controlled circulation zone ZC is a single zone or several zones distributed over the planned route PP.  In the latter case, the reservation provides a depth of DOD1 discharge 20 covering the energy needs of vehicle traffic in all traffic areas.  The navigation system therefore identifies the controlled circulation zone ZC and the remaining portion of the PR course outside the controlled circulation zone.  In addition, the reservation step 11 of the method provides, prior to the execution of the planned run, the reservation of an available discharge depth DOD2 so that the distribution of the torque setpoints is controlled in order to discharge the second depth DOD2. on the remaining portion of the course PR operating in the electric and / or thermal traction mode.  The distribution of the torque setpoints corresponds to the first mode of distribution called draining of the accumulator of the function 36 described previously in FIG.  Assigning the second discharge depth DOD2 for the distribution of the torque setpoints on the remaining part of the course PR ensures optimum energy consumption and draining the depth DOD2 at the end of the journey.  On the other hand, the reservation of the discharge depth DOD2 for the running of the remaining portion of the course PR ensures that the discharge depth DOD1 is reserved for the access of the controlled circulation zone ZC for electric taxiing. .  Preferably, the reservation step 11 also provides for the reservation of an available discharge depth DOD3 for a thermal need of the passenger determined according to the outside temperature of the vehicle and the planned path PP.  The reservation of the discharge depth DOD3 is calculated from the navigation information inherent in the entire planned route PP and in particular from the outside temperature.  The outside temperature can be provided by a vehicle sensor or a connected remote weather system.  The thermal requirement is estimated as a function of the power required to converge from an initial temperature to a target temperature over a predetermined period of time and to maintain the target temperature for the course.  It will be noted that the thermal need of the passenger compartment of a hybrid vehicle for heating or cooling the passenger compartment by means of an electric radiator or air-conditioning can reach 30% of the total state of charge of the vehicle. the BAT accumulator.  For this reason, it is preferable to provide this DOD3 discharge depth for calculating the available discharge depth for electrical traction requirements outside the ZC controlled circulation zone.  The reservation of a depth of discharge is understood to mean calculating and allocating a quantity of energy available in the BAT accumulator at the instant of reservation 11 in order to keep it available at the identified need.  In this case, the depth DOD1 is reserved for driving in electrical traction mode in order to cross the controlled circulation zone ZC according to the planned route PP, the depth DOD3 for the thermal need for heating or cooling the passenger compartment 25 for the planned route PP and the depth DOD2 for electric taxiing on the remaining part of the route PR.  The reservation is made by controlling the discharge on the course to reach a target level at the end of the course.  In a variant, the reservation is made by imposing a minimum level of charge to maintain available from the beginning of the journey to the controlled zone ZC.  In a variant, the reservation of the second and third depths DOD2, DOD3 is not mandatory.  However, their reservation ensures the use of electrical energy optimally for anticipated needs.  It is also provided that the method comprises the reservation of an available charge amplitude AmHEV of the BAT accumulator between a minimum state of charge SOCmin and a state of maximum charge SOChev for the purpose of the traction chain. Electric MEL when the second depth DOD2 is completely discharged.  This AmHEV charge amplitude is used for the second distribution mode of the function 36 described above.  It corresponds to a mode of distribution of the setpoints of torque not taking into account the planned course PP, or a depth of discharge to be emptied at the end of the course.  This mode of distribution of the torque setpoints is controlled in particular to maintain the state of charge of the accumulator between the minimum state of charge to maintain SOCmin and the state of maximum charge SOChev when the second depth DOD2 is discharged.  In a variant, it can be envisaged that the second distribution mode is controlled only when the second and third discharge depths DOD2, DOD3 are discharged.  For example, the AmHEV charge amplitude corresponds to about 10 to 20% of the maximum charge state SOCmax of the BAT accumulator.  The charge amplitude AmHEV is a charge level ensuring the hybrid operation in the case where the discharge depths DOD1, DOD2, DO3 are not sufficient to complete the path PP.  It is conceivable that in an exceptional rolling situation, the estimates of the depth of discharge reservations do not cover the real needs of the situation.  FIG. 4 illustrates the segmentation of the charge state SOCmax BAT accumulator for the first, second and third discharge depths available DOD1, DOD2, DOD3 for the planned path PP and the charge amplitude AmHEV for the second method of distribution of the instructions 25 of torque.  The useful area of operation of the BAT accumulator corresponds to the state of charge between the minimum state of charge SOCmin and the state of maximum charge SOCmax.  If the estimate of the discharge depths DOD1, DOD2, DOD3 is correct, these will be emptied at the arrival of the course.  The method provides when the discharge depth DOD2 is reserved, the start of the assisted taxi mode navigation.  The method comprises calculating a torque threshold for starting and stopping the heat engine MTH.  The torque threshold at the wheels is calculated according to the second depth of discharge DOD2 to execute the remaining portion of the course PR.  The threshold torque to the wheels is readjusted according to the actual power consumption of the accumulator, in particular according to the remaining distance and the remaining charge of the accumulator.  The method then comprises during the rolling of the remaining part of the path PR, a distribution step 13 of the torque setpoints between the heat engine MTH and the electric traction chain MEL which is a function of the torque threshold to the wheels determining the starting and stopping the engine.  This distribution of the torque setpoints, corresponding to the first distribution mode 10 previously described in FIG. 2, ensures during the rolling on the remaining portion of the path PR the discharge of the second depth DOD2.  This distribution mode also ensures the reservation of the first DOD1 discharge depth for the need for electric taxiing in the ZC controlled area, and the reservation for the cabin thermal need if necessary.  In addition, it optimizes electric running in consideration of the planned path PP and an available discharge depth.  It avoids excessive use of electric rolling or reduced use with regard to available energy.  When the vehicle is located in the controlled zone ZC, the vehicle operates in electric taxi mode.  The electric driving mode is forced by the vehicle location information.  The distribution of the torque setpoints in the controlled traffic zone provides that the entire conductive torque setpoint is distributed to the electric traction chain.  The MTH engine is stopped when the vehicle is in the ZC controlled zone.  It may be envisaged that, during the running of the remaining path PR, the distribution of the instructions is not provided for the purpose of discharging the second discharge depth DOD2.  The driving mode of the powertrain is then in accordance with the second mode of distribution.  This mode is not privileged because it is then not certain that the vehicle reaches the finish of the course having consumed the electrical energy.  In a step 14, the discharge process ends when the vehicle is located at the finish of the course.  Figure 5 shows the discharge of the BAT accumulator to perform a planned run.  The figure includes four graphs arranged vertically.  By describing from top to bottom, the first describes the evolution of the speed of the vehicle on the sections of the path PP.  If the navigation system estimation model is well calibrated, the local average speeds of the sections are corresponding.  The second graph is a Boolean signal indicating a controlled circulation zone ZC.  The signal is generated from the vehicle location data and mapping information.  The third graph shows the coefficient of variation of load CV for each section.  For example, for the section A of a road in town, the local average speed VMT is low but the coefficient of variation is high.  This is typical of a city taxi.  While for the section B 10 corresponding to a non-urban road taxi, the local average speed is higher but the coefficient of variation of load lower.  In the case of the second distribution mode, it is expected that the method comprises for each section A, B, C, E of the remaining portion of the course PR a step of calculating a coefficient of variation of the load CV BAT accumulator determined by a bijective function associating the torque threshold with the wheels and the local average speed VMT.  For a determined average speed, there is a coefficient of variation of the charge CV of the BAT accumulator.  It is recalled that the threshold of torque to the wheels for the distribution of the setpoints of torque is adjusted according to the actual power consumption.  In a preferred variant, the local average speed VMT of a section is calculated as a function of navigation attributes coming from a navigation system which are the maximum legal speed, the slope and the road traffic.  Other coefficients can be used in the calculation of the local average speed VMT, for example a learning coefficient.  In a simpler variant, only the legal average speed is taken into account.  Preferably, when the vehicle reaches the entrance of a section of the path TP, the method comprises the calculation of a target load level of the accumulator BAT at the end of the section as a function of the actual load level. the input accumulator of the section, the load variation coefficient CV of the section and the local distance of the section DT.  At the entrance of each section, the navigation system provides navigation information relating to said section for calculating a target charge level of the accumulator.  Thus, the calculation of the target state of charge is calculated along the course and can be adjusted according to the coefficient of variation of load CV.  It is therefore not necessary to calculate in advance all the target load states for all the sections of the path PP.  In addition, the supervisor communication bus data bandwidth is not overloaded for control of the power train.  It will be noted that the variation of the charge of the accumulator for the purpose of the electric taxiing and to execute the sections A, B, C, E corresponds to the second discharge depth DOD2.  On the sections A, B, C, E, the vehicle rolls alternately in electrical and thermal mode depending on the wheel torque setpoint and the calculated torque threshold.  The variation of the charge of the battery BAT for the electric rolling and to execute the section D, corresponding to the controlled zone ZC, is equivalent to the first depth of discharge DOD1.  We see that the coefficient of variation of the CV load is high because the electric driving mode is constant throughout the taxiing of the controlled circulation zone ZC.  In addition, for example, when the vehicle enters the section B, the state of charge of the accumulator is at a SOC1 level.  The target state of charge calculation SOC2 is calculated at this time, as a function of the actual charge level of the input accumulator of the SOC1 section, the load variation coefficient CV of the section and the local distance of the section DT.  As an indication, the dotted lines of the section A illustrates a readjustment of the coefficient of variation of the load as a function of the actual power consumption.  The invention is directed to hybrids of hybrid series, parallel hybrid type as well as electric vehicles with extended range by the presence of a heat engine.  It is particularly suitable for rechargeable hybrid vehicles with greater autonomy for improved management of the discharge of the battery.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method of controlling the discharge of an electric energy accumulator (BAT) of a hybrid vehicle power train to perform a planned route (PP) comprising a controlled circulation zone (CZ) whose access is restricted to a electric drive, the power train comprising a heat engine (MTH) and an electric traction chain (ME) powered by the accumulator (BAT) whose torque distribution can be controlled according to an available load level of the accumulator for executing the path (PP), characterized in that it comprises, before the execution of the planned path, a step of reserving (11) at least a first depth of discharge (DOD1) available from the accumulator for circulating in the traffic zone (ZC) according to the planned route (PP) operating solely according to the electric traction mode.
    [0002]
    2. Method according to claim 1, characterized in that it also comprises, before the execution of the planned path, the reservation (11) of a second available discharge depth (DOD2) so that the distribution (12) of the torque is controlled to discharge the second depth (DOD2) on the remaining portion of the path (PR) operating in the electric and / or thermal traction mode.
    [0003]
    3. Method according to claim 2, characterized in that the distribution of the torque setpoints is a function of a torque threshold to the wheels determining the start and stop of the engine (MTH), the torque threshold to the wheels being calculated depending on the second depth of discharge (DOD2) to execute the remaining portion of the course (PR).
    [0004]
    4. Method according to claim 3, characterized in that the path consists of a plurality of sections identified by a local mean speed (VMT), and in that the method comprises for each section of the remaining portion of the route (PR). ) a step of calculating a coefficient of variation of the load (CV) of the accumulator (BAT) determined by a bijective function associating the torque threshold with the wheels and the local mean speed (VMT).
    [0005]
    5. Method according to claim 4, characterized in that the local mean speed (VMT) of a section is calculated according to navigation attributes from a navigation system, including a maximum legal speed, the slope and the road traffic. 3037025 16
    [0006]
    6. Method according to any one of claims 4 to 5, characterized in that it comprises, when the vehicle reaches the entrance of a section of the route, the calculation of a target load level (SOC2) of the accumulator (BAT) at the end of the section according to the actual charge level of the accumulator (SOC1) at the input of the section, the coefficient of variation of load (CV) and the local distance of the section. 5
    [0007]
    7. Method according to any one of claims 2 to 6, characterized in that the first and second discharge depths (DOD1, DOD2) are provided to be discharged completely at the arrival of the path (PP).
    [0008]
    8. Method according to any one of claims 2 to 7, characterized in that the method also comprises the estimation of an available charge amplitude (AmHEV) of the accumulator (BAT) between a minimum state of charge (SOCmin) and a maximum state of charge (SOChev) for the need of the electric traction chain (MEL) when the second depth (DOD2) is discharged.
    [0009]
    9. Method according to any one of claims 2 to 8, characterized in that it also comprises the reservation of a third available discharge depth (DOD3) for a thermal need of the passenger compartment determined according to the outside temperature of the vehicle and the planned route (PP). 15
    [0010]
    10. Hybrid automobile vehicle comprising a navigation system capable of planning a route comprising a controlled circulation zone (CZ) whose access is restricted to electric taxiing and a power train comprising a heat engine (MTH) and a traction chain. electric power unit (ME) powered by an electric energy accumulator (BAT) whose torque setpoint distribution is controlled according to an available charge level of the accumulator to execute the path (PP), characterized in that the power train executes the accumulator discharge control (BAT) method according to any one of claims 1 to 9 to execute the planned path (PP).
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    同族专利:
    公开号 | 公开日
    CN107683235A|2018-02-09|
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    FR3037025B1|2018-07-27|
    WO2016193560A1|2016-12-08|
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    法律状态:
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    2016-12-09| PLSC| Search report ready|Effective date: 20161209 |
    2017-05-23| PLFP| Fee payment|Year of fee payment: 3 |
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    2018-06-29| CA| Change of address|Effective date: 20180312 |
    2018-06-29| CD| Change of name or company name|Owner name: PEUGEOT CITROEN AUTOMOBILES SA, FR Effective date: 20180312 |
    2020-03-13| ST| Notification of lapse|Effective date: 20200206 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1555121|2015-06-05|
    FR1555121A|FR3037025B1|2015-06-05|2015-06-05|METHOD FOR CONTROLLING THE DISCHARGE OF THE ELECTRICAL ACCUMULATOR OF A HYBRID VEHICLE FOR RUNNING IN A CONTROLLED CIRCULATION AREA|FR1555121A| FR3037025B1|2015-06-05|2015-06-05|METHOD FOR CONTROLLING THE DISCHARGE OF THE ELECTRICAL ACCUMULATOR OF A HYBRID VEHICLE FOR RUNNING IN A CONTROLLED CIRCULATION AREA|
    EP16727531.2A| EP3303087A1|2015-06-05|2016-05-09|Method for monitoring the discharge of the electric battery of a hybrid vehicle for driving in a controlled-traffic zone|
    PCT/FR2016/051077| WO2016193560A1|2015-06-05|2016-05-09|Method for monitoring the discharge of the electric battery of a hybrid vehicle for driving in a controlled-traffic zone|
    CN201680032937.4A| CN107683235A|2015-06-05|2016-05-09|Control method of the electric discharge of the electric storage means of motor vehicle driven by mixed power to be travelled in controlled traffic region|
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