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    • 专利摘要:
    The invention relates to a method of calculating a management instruction of the fuel consumption and electric current of a hybrid motor vehicle. According to the invention, the method comprises steps of: a) acquisition, by means of a navigation system embedded in the hybrid motor vehicle, of a path to be made, b) division of said path into successive sections, c) assignment of attributes characterizing each section, d) determining, for each of said sections, a curve or mapping connecting each fuel consumption value of the hybrid motor vehicle on the section to a charge or discharge value of the battery of traction, e) determining an optimum point of each curve or cartography making it possible to minimize the fuel consumption of the hybrid motor vehicle throughout the journey and to obtain a complete discharge of the traction battery at the end of said trip and f) developing an energy management instruction according to the coordinates of said optimum points.
    公开号:FR3038277A1
    申请号:FR1556271
    申请日:2015-07-02
    公开日:2017-01-06
    发明作者:Abdel-Djalil Ourabah；Xavier Jaffrezic；Atef Gayed；Benjamin Quost；Thierry Denoeux
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    Technical field to which the invention relates
    The present invention generally relates to plug-in hybrid vehicles.
    It relates more particularly to a method of calculating a management instruction of the fuel consumption and electric current of a hybrid motor vehicle comprising at least one electric motor powered by a traction battery, and a combustion engine. internal fueled. The invention finds a particularly advantageous application in hybrid vehicles with high electric autonomy, that is to say in vehicles likely to ride with their only electric motor over a distance greater than 10 kilometers.
    Technological background
    A plug-in hybrid vehicle comprises a conventional thermal traction chain (with an internal combustion engine and a fuel tank) and an electric power train (with an electric motor and a traction battery which can in particular be loaded on a power supply). current).
    Such a hybrid vehicle is likely to be towed by its only electric traction chain, or by its single chain of thermal traction, or simultaneously by its two electric and thermal traction chains. It is also possible to recharge the traction battery by taking advantage of the power developed by the internal combustion engine, or by recovering the kinetic energy developed by the motor vehicle under braking.
    Because of the lack of knowledge of the future journey of the vehicle, the strategy currently implemented to use one or other of the traction chains is to systematically start by discharging the traction battery at the beginning of the journey until reaching a level of minimal energy, and then to use the chain of thermal traction. In this way, when the driver makes short trips and regularly has the opportunity to recharge the traction battery, it uses the maximum electric power train, which reduces the polluting emissions of the vehicle.
    This strategy does not always guarantee a minimum fuel consumption. This is particularly the case when the user begins a journey via a motorway section and ends it with a part in town. Indeed, the use of the electric powertrain is poorly adapted on the highway since the traction battery is discharged very quickly, and the use of the thermal traction chain is not adapted in town since the efficiency of the engine to Internal combustion is lower in the city than on the highway.
    In order to overcome this drawback, the document US8825243 discloses constructing an "ideal" discharge curve of the battery on a known path prediction by a navigation system, this curve being constructed so that the state of charge of the battery reaches its minimum authorized value at the end of the trip, then to drive the hybrid system on this path prediction so as to follow this discharge curve as well as possible. The disadvantage of such a solution is that in case of significant diversity of road conditions on the route, for example the simple but very common case where we start on a first section in town, then we continue on a second stretch of highway and finally we finish on a third section in town, so the journey is made in a non-optimal way from the point of view of energy consumption. In addition, the use of the city's thermal traction chain is less pleasant for the driver than that of the electric power train.
    Finally, the legislation sometimes prevents the use of the internal combustion engine in the city, so that the driver then no longer has access to the city.
    Object of the invention
    In order to overcome the aforementioned drawbacks of the state of the art, the present invention proposes to overcome the lack of knowledge of the future path by exploiting the data from the on-board navigation system in the vehicle.
    More particularly, according to the invention, there is provided a calculation method as defined in the introduction, in which steps are provided of: a) acquisition, by means of a navigation system, of a path to be made, b) division of said path into successive sections, c) acquisition, for each section, of attributes characterizing said section, d) for each of said sections and taking into account its attributes, selection from among a plurality of predetermined relationships connecting consumption values in fuel to electric power consumption values, a relationship connecting the fuel consumption of the hybrid motor vehicle on the section with its electrical energy consumption, e) determination of an optimal point of consumption in each of the relationships selected, so that all the optimal points minimize the fuel consumption of the hybrid motor vehicle on the whole. of the path and maximize the discharge of the traction battery at the end of said path, and f) development of an energy management instruction along the path, according to the coordinates of said optimum points.
    Thus, thanks to the invention, it is possible to determine at which times it will be appropriate to use rather the electric motor or rather the internal combustion engine to best reduce the fuel consumption of the vehicle on the path it must borrow. As an example, it will be possible to favor the use of the motorway traction power train, where its performance is the best, and the use of the electric power train in the city, where its performance and its approval are optima.
    It will also be possible to improve the efficiency of the internal combustion engine by relieving it with the electric motor in the most unfavorable operating points. Other advantageous and non-limiting features of the calculation method according to the invention are the following: the predetermined relationships are curves or maps connecting fuel consumption values of the internal combustion engine with load values or discharge of the traction battery; in step d), the relation is selected independently of the slope of said section, and, prior to step e), there is provided a step d1) of correcting said relation taking account of said slope; said correction step d1) consists of shifting each point of the relation so as to modify, at constant load value or discharge, the fuel consumption of a value depending on the slope; in step d), the relation is selected independently of the power consumption of auxiliary devices which are distinct from the electric motor and which are supplied with current by the traction battery, and prior to step e), there is provided a step d2) of correcting said relationship taking into account said power consumption of the auxiliary devices; said correction step d2) consists in shifting each point of the relation so as to modify, at a constant fuel consumption value, the charge or discharge of a value which is a function of said power consumption of the auxiliary devices; - If, during the course of the journey, the power consumption of the auxiliary devices varies substantially, steps d) and following are repeated; a memory storing the predetermined relations as well as an array associating with each attribute value a probability that the section is associated with one or the other of the predetermined relationships, in step d), it is provided for each stump to determine through said array, given the values of the attributes associated with that stump, the sum of the probabilities that the stump belongs to one or the other of the predetermined relationships, and to select the relation presenting the most probable sum of probability high; the relations being curves, each curve is defined as a second-order polynomial, for which the variations of charge and discharge of the traction battery are bounded between a minimum threshold and a maximum threshold; said polynomial has two invariable coefficients; in step b), each section is defined as being a portion of maximum length of the path that includes at least one invariable attribute over its entire length; - said invariable attribute on each section is selected from the following list: slope of the section, speed characteristic of the vehicles on the section, and category assigned to the section by the navigation system; in step e), the determination of the optimum point of consumption of the relation associated with each section is carried out by means of an optimization algorithm.
    Detailed description of an example of realization
    The following description with reference to the accompanying drawings, given as non-limiting examples, will make it clear what the invention consists of and how it can be achieved.
    In the accompanying drawings: FIG. 1 is a table illustrating the attribute values characterizing sections of a path that a vehicle must make; FIG. 2 is a table illustrating the parameters of reference curves characterizing the sections of the path to be made; FIG. 3 is a graph illustrating the distribution of specific consumption curves acquired during test runs; FIG. 4 is a graph illustrating several reference curves; FIG. 5 is a table associating with each attribute value assigned to a section, a probability that this section is associated with one or the other of the reference curves of FIG. 4; FIG. 6 is a graph illustrating the corrections to be made to a reference curve, taking into account the electrical consumption of auxiliary devices of the vehicle; FIG. 7 is a graph illustrating the corrections to be made to a reference curve, taking into account the slope of the section of the corresponding path; and FIG. 8 is a graph illustrating different points for each reference curve associated with each section and a curve passing through the optimum points of these reference curves.
    Conventionally, a motor vehicle comprises a frame that supports including a powertrain, body components and cabin elements.
    In a plug-in hybrid vehicle, the powertrain includes a power train and an electric power train.
    The power train includes a fuel tank and an internal combustion engine fueled by the tank.
    The electric traction system comprises a traction battery and one or more electric motor (s) supplied with electric current by the traction battery.
    The motor vehicle here also includes a power socket for locally charging the traction battery, for example on the electrical network of a home or on any other electrical network.
    The motor vehicle also comprises auxiliary devices, which are here defined as electrical devices powered by the traction battery.
    Among these auxiliary devices include the air conditioning engine, electric window motors, or the geolocation and navigation system.
    This geolocation and navigation system conventionally comprises an antenna for receiving signals relating to the geolocated position of the motor vehicle, a memory for storing a map of a country or a region, and a screen for illustrating the position of the vehicle on this map.
    Here, we will consider the case where this screen is tactile to allow the driver to enter information. It could of course be otherwise.
    Finally, the geolocation and navigation system comprises a controller for calculating a path to be made based on the information entered by the driver, the map stored in its memory, and the position of the motor vehicle.
    The motor vehicle 1 also comprises an electronic control unit (or ECU for "Electronic Control Unit"), called here computer, allowing in particular to control the two aforementioned traction chains (including the powers developed by the electric motor and the engine internal combustion).
    In the context of the present invention, this computer is connected to the controller of the geolocation and navigation system, so that these two elements can communicate information.
    Here, they are connected together by the main inter-organ communication network of the vehicle (typically by the CAN bus).
    The computer comprises a processor and a storage unit (hereinafter referred to as memory).
    This memory stores data used in the context of the method described below.
    It records in particular a table of the type of that illustrated in Figure 5 (which will be detailed later in this presentation).
    It also records a computer application, consisting of computer programs comprising instructions whose execution by the processor allows the implementation by the computer of the method described below. As a preliminary, we will define here several concepts used in the description of the method described below.
    It will be possible to define the term "journey" as being a path that the motor vehicle must take from a departure station to go to an arrival station.
    This arrival station, goal of the trip, will be considered as being equipped with a charging station for recharging the traction battery via the socket fitted to the vehicle.
    Each path may be divided into "adjacent segments" or "adjacent sections".
    The concept of segments will be that natively used by the controller equipping the system of geolocation and navigation.
    In practice, each segment corresponds to a part of the path that extends between two intersections of roads. To define the shortest or fastest path, the controller will determine which route segments the route should pass through.
    The notion of sections is different. It will be well detailed in the rest of this presentation. For simplicity, each section of the route corresponds to a part of the route on which the characteristics of the road do not change substantially. By way of example, the path could thus be divided into several sections on each of which the maximum authorized speed is constant.
    These sections are characterized by parameters called here "attributes". Examples of attributes to characterize each section are as follows.
    A first attribute will be the "FC Road Category". Controllers on geolocation and navigation systems generally use these kinds of categories to distinguish different types of routes. Here, this category can take an integer value between 1 and 6. An attribute equal to 1 may correspond to a highway, an attribute equal to 2 may correspond to a national road, ...
    A second attribute will be the "RG slope" of the section, expressed in degrees or percentages.
    The third, fourth, fifth and sixth attributes will relate to characteristic speeds of the vehicles using the section.
    The third attribute will be the "SC speed category" of the stump. Controllers on geolocation and navigation systems generally also use these kinds of categories to distinguish between different types of roads. Here, this category may take an integer value between 1 and 6. An attribute equal to 1 may correspond to a high-speed road (greater than 120 km / h), an attribute equal to 2 may correspond to a high-speed road (between 100 and 120 km / h), ...
    The fourth attribute will be the "maximum allowed speed SL" on the section.
    The fifth attribute will be the "average SMS speed" found on the section (the value of which is derived from a statistical measurement performed on each route).
    The sixth attribute will be the "instantaneous speed TS" found on the section (whose value is derived from a real-time traffic information system).
    The seventh attribute will be the "length LL" of the stump.
    The eighth attribute will be the "mean radius of curvature LC" of the stump.
    The ninth attribute will be the "number of NL channels" of the section in the direction of traffic traveled by the vehicle.
    In the following discussion, these nine attributes will be used to characterize each section of the path.
    Alternatively, each section of the path may be characterized by a smaller or larger number of attributes.
    The state of energy SOE (state of energy) of the traction battery will also be defined as a parameter making it possible to characterize the energy remaining in this traction battery. As a variant, another parameter may be used, such as the charge state SOC of the battery (state of charge) or any other parameter of the same type (internal resistance of the battery, voltage at the terminals of the battery). drums, ...).
    The ASOE charge or discharge of the traction battery will then be considered equal to the difference between two energy states considered at two distinct moments.
    The "specific consumption curve" of the vehicle is then defined on a section considered to be a curve which associates with each value of DC fuel consumption of the vehicle an ASOE charge or discharge value of the traction battery. In fact, on a given section, it is possible to estimate how much the vehicle's DC fuel consumption (in liters per kilometer traveled) and the ASOE load or discharge of the traction battery will be in (Watt-hour per kilometer). These two values will be linked by a curve, since they will vary depending on whether one uses rather the electric traction system or rather the chain of thermal traction to advance the vehicle.
    Since there is an infinity of specific consumption curves, the "reference curves" are finally defined as specific consumption curves, whose characteristics will be well known and which will make it possible to approximate each specific consumption curve. Otherwise formulated, as will be clearer in the rest of this paper, we will associate with each section of the path not a specific consumption curve, but rather a reference curve (the one that will be the best approximation of the specific consumption curve). .
    The method, which is implemented jointly by the controller of the geolocation and navigation system and by the vehicle computer, is a method of calculating a management instruction of the fuel consumption and electric current of the vehicle.
    This method consists more precisely in determining how, on a predefined path, it will be necessary to use the electric traction chain and the thermal traction chain so as to reduce at best the fuel consumption of the vehicle as well as its pollutant emissions.
    According to a particularly advantageous characteristic of the invention, the method comprises the following six main steps: acquisition of a path to be made, division of said path into successive adjacent sections T, acquisition, for each section Tj, of attributes FC, SC, SL, TS, RG, LL NL, SMS characterizing this section Tj, - determination, for each of the sections Tj, given the FC, SC, SL, TS, RG, LL NL, SMS attributes of this section Tj of a relation (here called reference curve CEj) connecting each DC fuel consumption value of the hybrid motor vehicle on the section to an ASOE charge or discharge value of the traction battery, - determination of an optimum point P of each reference curve CEj making it possible to minimize the fuel consumption of the hybrid motor vehicle over the entire path and to obtain a complete discharge of the traction battery at the end of said journey, and creation of an energy management instruction according to the coordinates of said optimum points Pj.
    These six successive stages are detailed in the rest of this presentation.
    The first step is to acquire the route that the motor vehicle must perform.
    This step can be performed by the controller embedded in the geolocation and navigation system.
    This step is then implemented in a conventional manner.
    Thus, when the driver uses the touch screen of the geolocation and navigation system to define an arrival station, the controller of this system calculates the path to be performed, in particular according to the routing parameters selected by the driver (route the faster, shorter route, ...). At this stage, it will be noted that the method will have to be reset as soon as the vehicle follows a path different from that defined by the geolocation and navigation system.
    Alternatively, this first step may be performed otherwise.
    Thus, it will be possible to overcome the entry by the driver of the arrival station on the touch screen. For this, the controller can detect the habits of the driver and automatically deduce the arrival station.
    For example, when the driver takes the same journey each day of the week to go to work, this journey can be automatically acquired without the driver having to enter any information on the touch screen of the geolocation and navigation system. At the end of this first step, the controller embedded in the geolocation and navigation system knows the path of the vehicle, which is then composed of a plurality of adjacent segments, which are reminded that they each extend between two road intersections.
    The second step is to divide the path into sections Tj. The advantage of re-dividing the path no longer into segments but into sections is first of all to reduce the number of subdivisions of the path. Indeed, it often happens that the attributes of two successive segments are identical. If these two successive segments were treated separately, the duration of the calculations would be unnecessarily increased. By gathering the identical segments within the same section, we will be able to reduce the duration of the calculations.
    Another advantage is that the characteristics of the road on the same segment can vary significantly (part of the segment may correspond to a road of zero slope and another part of this segment may correspond to a major slope road). Here, it is desired to divide the path into sections on each of which the characteristics of the road remain homogeneous.
    Each section Tj will be defined here as being a portion of the path that includes at least one invariable attribute along its entire length.
    This attribute may be constituted by the slope RG and / or by the speed category SC and / or by the road category FC.
    Here, this step will be implemented by the controller embedded in the geolocation and navigation system. It will cut for this purpose the path in sections Tj of maximum lengths on which the three aforementioned attributes (RG, SC, FC) are constant. At the end of this second step, the controller has thus defined N sections.
    The third step is to acquire the attributes of each section Tj.
    When one of the attributes will be variable on the section considered, it is the average value of this attribute on the whole section that will be considered.
    In practice, this third step is performed in the following manner.
    First, the controller embedded in the geolocation and navigation system informs the calculator that a new path has been calculated. The computer then requests the sending of the attributes of each section, in the form for example of a table of the type shown in FIG.
    The controller then acquires the attributes of each section as follows.
    It calculates a part, in particular the length LL of the section.
    It reads another part of it in the memory of the geolocation and navigation system, including the FC road category, the RG slope, the SC speed category, the maximum allowed speed SL, the average speed SMS, the average radius of curvature LC, and the number of NL channels.
    A last part of these attributes is communicated by another device, notably the instantaneous speed TS that the real-time traffic status information system communicates to it.
    The controller then transmits all of this information to the main vehicle computer via the CAN bus. The advantage of using the on-board controller in the geolocation and navigation system rather than the main computer of the vehicle to operate the first three steps is to reduce the number of information to be transmitted to the computer by the CAN bus. Indeed, by merging the adjacent segments of the path that have the same attributes, the volume of transmitted data is reduced, which speeds up the transmission of data by the CAN bus. Upon receipt of the information, the calculator implements the following steps.
    The fourth step then consists, for each of the sections Th to be determined from the reference curves CEj recorded in the computer memory, that which will make it possible to best estimate the energy consumption (in terms of fuel and current) of the vehicle on the section Tj considered. .
    This step then makes it possible to go from a characterization of each section by attributes, to a characterization by an energy cost.
    During this fourth step, the computer will use the table TAB illustrated in Figure 5, which is stored in its memory.
    As shown in FIG. 5, this table TAB has lines that each correspond to a value (or a range of values) of an attribute. It has columns each corresponding to one of the reference curves CEj. In the example illustrated, it will be considered that the computer memory stores M reference curves CEj, with M here equal to eleven.
    In FIG. 5, the cells of the table TAB are left empty since the values they comprise will depend on the characteristics of the vehicle.
    In practice, this table TAB will be stored in the computer memory with values in each of these boxes.
    These values will be probability values (between 0 and 1) corresponding to the probability that each attribute value corresponds to one or the other of the reference curves CEj. For example, if the road category FC of a section Tj has a value equal to 2, we can read in the table that the probability that this section is well characterized in terms of energy cost by the reference curve CE1 will be equal to a-ι, that the probability that this section is well characterized in terms of energy cost by the reference curve CE2 will be equal to a2, ...
    It will be noted that the values of the RG and length LL slopes have not been purposely used in this Table TAB. At this stage, the computer can then record each probability value corresponding to the value of each attribute of the section Tj considered.
    In the illustrated example, where the attribute FC is considered equal to 2, the attribute SC is equal to 6, the attribute SL is equal to 30, the attribute NL is equal to 2, that the SMS attribute is between 60 and 80 and the attribute TS is between 40 and 60, the calculator notes the values noted a-ι to year, b-ι to bu, c-ι to ch, di to , ei to en, and T to fn.
    The calculator then makes the sum of the probabilities that the section T, considered is well characterized in terms of energy cost by each of the eleven reference curves CEj.
    In the illustrated example, the calculator summed for this purpose the values noted a-ι to T, then a2 to f2, ...
    Finally, the calculator determines which of the eleven sums gives the highest result.
    Then, he considers that the reference curve CEj with which this sum of high probability is associated is that which best characterizes the section Tj in terms of energy cost.
    The computer can then acquire in its memory the values of the parameters characterizing this reference curve CEj. At this stage of the talk, we can focus more specifically on the way in which these reference curves are obtained and modeled.
    For each vehicle model (or for each model of engine, or for each set of car models, or for each set of engine models), it is necessary to carry out a large number of test runs (or simulations of test runs ) on different geolocated road sections.
    These test runs make it possible to determine the fuel consumption and electric current of the vehicle on various sections whose attributes are known. For this, the vehicle is changed several times on each section by increasing each time the share of the traction developed by the electric motor.
    It is then possible to generate a specific consumption curve CCS for each section. These specific consumption curves are of the type of the curves illustrated in FIG.
    It can be observed on each of these curves that the more electrical energy is used (ie an ASoE <0) the lower the fuel consumption until it reaches 0 when driving exclusively using the electric power train. Conversely, the more you try to recharge the battery via the heat engine (ASoE> 0), the more fuel consumption increases. Finally, it will be recalled that each specific consumption curve CCS describes the average energy consumption of the vehicle for the situation of a horizontal road run (zero slope), without the electrical consumption of the auxiliary devices.
    These tests run make it possible to find as many curves of specific consumption CCS that there are sections tested.
    Each specific consumption curve CCS can be modeled by a second-order polynomial for which the load and discharge variations ASOE of the traction battery are bounded between a minimum threshold ASOEmin and a maximum threshold ASOEmax, which can be written:
    with Ψ0, Ψι, Ψ2 the coefficients of the polynomial.
    As the curves in FIG. 4 show, to simplify this modeling, it can be estimated that the two coefficients Ψ-ι, Ψ2 are identical from one curve to another. It can also be observed that the minimum threshold ASOEmin depends on the three coefficients of the polynomial. Thus, only the coefficient Ψ0 and the maximum threshold ASOEmax vary. It is therefore these two values that make it possible to characterize each specific consumption curve CCS.
    FIG. 3 then illustrates points whose coordinates correspond to these two variables Ψ0 and ASOEmax. It shows the distribution of the CCS specific consumption curves obtained during test runs carried out. Here, we consider that these points are distributed in eleven distinct zones. Each zone is then defined by its center of gravity.
    Thus, as explained above, in the method, one does not acquire the specific consumption curve that corresponds exactly to the section considered, but rather one of the eleven reference curves whose variables Ψ0 and ASOEmax correspond to the center bary. from one of these eleven zones. At this stage of the process, each section Tj is then defined as shown in FIG. 2 by the aforementioned parameters Ψ0, Ψ-ι, Ψ2, ASOEmin, ASOEmax, as well as by the length LLj of each section Tj and by its slope RGj.
    As explained above, the energy curve CEj selected takes into account neither the slope of the section T ,, nor the power consumption of the auxiliary devices (air conditioning engine, etc.).
    In order to take into account the slope of each section Tj, a correction step is provided for each reference curve CEj as a function of the slope RGj.
    As shown in FIG. 7, this correction step simply consists of shifting the reference curve CEj associated with the section T, upwards or downwards (that is to say at constant ASOE charge or discharge), d. a value depending on the slope RG ,.
    It is understood that when the road section considered rises, the fuel consumption will be higher than originally planned. On the other hand, when the section of road considered descends, the fuel consumption will be lower than originally planned.
    In addition, during the braking phases, it will be possible to recover more electrical energy downhill than uphill.
    In practice, the correction step will consist in correcting the parameter Ψ0 according to the following formula: Ψ0 '= ψ0 + K. RGi, with K a coefficient in the value depends on the vehicle model considered and its characteristics (for example we can consider here K = 0.01327 UorC1).
    In order to take into account the power consumption of the auxiliary devices, a second step of correction of each reference curve CEj is provided as a function of the electrical power Paux consumed by these auxiliary devices.
    It should be noted here that the value of electrical power PaUx considered is the value that can be measured at the time of the calculations. In this method, it is therefore assumed that the electrical power consumed will remain substantially constant during the journey. If the computer detects a large variation of this electrical power over a long period of time (for example because the air conditioning is switched on), it could be programmed to restart the process at this stage to take into account the new power value. Electric Paux.
    More specifically, the method could be reset to this second correction step if the difference between the electric power considered in the calculations and that measured should remain greater than a threshold (for example of 10%) over a duration greater than a threshold ( for example 5 minutes).
    As is clearly shown in FIG. 6, the second correction step simply consists of shifting the reference curve CE, associated with the section Tj to the left (that is to say with constant fuel consumption), by a function value Paux power.
    It is understandable that when the electrical devices are used, the charge of the battery will be slower than expected and the discharge of this battery will be faster than expected.
    In practice, the correction step will consist of shifting the reference curve CEj by a value Waters calculated from the following formula: j-, __ Paux bAUX - ~ T ~ where v represents the average speed over the section (in km / h). This value can be provided directly by the geolocation and navigation system, estimating that it will be equal to the value of the traffic speed or the statistical average speed or the maximum authorized speed.
    The fifth step of the method then consists in determining, on each reference curve CEj, the optimum point Pj which will make it possible to minimize the fuel consumption of the hybrid motor vehicle over the entire path and to obtain a complete discharge of the battery of traction at the end of said path.
    This step is performed here using an optimization algorithm of the type A *. This is an algorithm known in the state of the art and therefore will not be described in detail here. However, it will be possible to explain briefly how it works.
    For this, reference is made to FIG.
    It is observed that for each section is plotted a series of crossing points by SOE energy states parallel to the ordinate axis, to an abscissa equal (in kilometers) to the distance between the departure station and the end point of the section. Each point of this line corresponds to a reachable SOE energy state derived from the reference curve CEj associated with this section. The SOE energy state space is discretized into a finite number of points. The ordinate of each point is then equal to the SOE energy state of the traction battery that it would remain at the end of the section if the vehicle was driven according to the corresponding point of the reference curve CEj, taking into account the charge or discharge applied to the traction battery.
    Each point therefore constitutes a node n. The objective of the algorithm A * is then to find the path Cl that will minimize the fuel consumption of the vehicle.
    The choice of the order of exploration of the nodes n is determined by attempting to minimize a function f which is the sum of a function of cost g and of a heuristic function h, as shown by the following formula: f (n ) = g (n) + h (n) where g (n) represents the amount of fuel required to arrive at node n from the initial node (start of the path) to the best available path based on load or discharge choices Δ80Ε to apply to the battery on the previous sections, and where h (n) represents an optimistic estimate of the amount of fuel remaining to be consumed with a charge or discharge Δ80Ε that could be applied to the traction battery to move from node n to final node considering the case of a linear discharge of the traction battery from node n.
    The function f allows the algorithm to explore at each computation step the trajectory that both minimizes the cost to arrive at the current node but also minimizes the cost remaining from this node until the end of the path.
    Thus, the use of the function f encourages this algorithm to explore the trajectories closest to the optimal trajectory, this limits the exploration of suboptimal trajectories, which enables it to obtain good results in a minimum of steps Calculation.
    Once the optimal path has been found (passing through the optimum points of the reference curves CEj), the calculator generates an energy management instruction according to the coordinates of the optimum points Pj.
    This energy management instruction is then used during the journey by the computer to track the trajectory, so that the SOE energy state of the traction battery follows the path Cl illustrated in Figure 8.
    Several methods make it possible to carry out such monitoring. An example is particularly well illustrated in the patent application FR2988674 filed by the applicant, or in the documents WO2013150206 and WO2014001707.
    The present invention is not limited to the embodiment described and shown, but the art can apply any variant within his mind.
    In particular, instead of storing the parameters Ψ0, Ψ-ι, Ψ2, ASOEmjn, ASOEmax of the reference curves, it will be possible for the computer to store points that globally characterize the shape of each reference curve. We will talk about cartography.
    According to another variant of the invention, in the case where the system of geolocation and navigation does not know the value of an attribute of a section of the path, it will be possible: - either that the calculation of the sums of probabilities ignore the values of the probabilities assigned to this attribute, or the calculation replaces the unknown value with a predetermined value.
    权利要求:
    Claims (13)
    [1" id="c-fr-0001]
    1. A method for calculating a management instruction of the fuel consumption and electric current of a hybrid motor vehicle comprising at least one electric motor powered by a traction battery, and an internal combustion engine supplied with electricity. fuel, characterized in that it comprises steps of: a) acquisition, by means of a navigation system, of a path to be made, b) division of said path into sections (Tj, ie {1 ... N }) successive, c) acquisition, for each section (Tj) attributes (FC, SC, SL, TS, RG, LL NL, SMS) characterizing said section (Tj), d) for each of said sections (Tj) and considering its attributes (FC, SC, SL, TS, RG, LL NL, SMS), selecting from among a plurality of predetermined relationships (CEj, I {1 ... M}) connecting fuel consumption values (CC) to values of electrical energy consumption (ASOE), of a relation (CEj) connecting the fuel consumption ant (CC) of the hybrid motor vehicle on the section (Tj) to its electrical energy consumption (ASOE), e) determining an optimum consumption point (Pj) in each of the selected relations (CEj), so that the set of optimum points (Pj, ie {1 ... N}) minimize the fuel consumption of the hybrid motor vehicle over the entire path and maximize the discharge of the traction battery at the end of said journey, and f) developing an energy management directive along the path, according to the coordinates of said optimum points (Pj).
    [2" id="c-fr-0002]
    2. Calculation method according to the preceding claim, wherein the predetermined relations (CEj) are curves or maps connecting fuel consumption values (CC) of the internal combustion engine to load or discharge values (ASOE). traction battery.
    [3" id="c-fr-0003]
    3. Calculation method according to one of the preceding claims, wherein, in step d), the relation (CE) is selected independently of the slope (RG) of said section (Tj), and in which, prior to the step e), there is provided a step d1) of correcting said relation (CEj) taking into account said slope (RG).
    [4" id="c-fr-0004]
    4. Calculation method according to the preceding claim, wherein said step d1) of correction consists in shifting each point of the relation (CEj) so as to modify, with value of charge or discharge (ASOE) constant, the consumption of fuel ( CC) of a value depending on the slope (RG).
    [5" id="c-fr-0005]
    The calculation method according to one of the preceding claims, wherein, in step d), the relation (CE) is selected independently of the power consumption of auxiliary devices which are separate from the electric motor and which are fed with current by the traction battery, and wherein, prior to step e), there is provided a step d2) of correcting said relation (CEj) taking into account said power consumption of the auxiliary devices.
    [6" id="c-fr-0006]
    6. Calculation method according to the preceding claim, wherein said step d2) of correction consists in shifting each point of the relation (CEj) so as to modify, at constant fuel consumption value (CC), the charge or discharge ( ASOE) of a value according to said power consumption of the auxiliary devices.
    [7" id="c-fr-0007]
    7. Calculation method according to the preceding claim, wherein, if, during the course of the journey, the power consumption of the auxiliary devices varies substantially, steps d) and following are repeated.
    [8" id="c-fr-0008]
    8. Calculation method according to one of the preceding claims, wherein a memory storing the predetermined relations (CE) and a table (TAB) associating with each attribute value (FC, SC, SL, TS, RG , LL NL, SMS) a probability that the section (Tj) is associated with one or other of the predetermined relations (CE), in step d), it is provided for each section (Tj): by means of the values of the attributes (FC, SC, SL, TS, RG, LL NL, SMS) associated with this section (Tj), determine, by means of said table (TAB), the sum of the probabilities that the section (Tj) belongs to one or the other of the predetermined relations (CEj), and - to select the relation (CEj) presenting the highest sum of probability.
    [9" id="c-fr-0009]
    9. Computing method according to one of the preceding claims, wherein, the relations being curves, each curve (CE) is defined as a second-order polynomial, for which the variations of charge and discharge (ASOE) of the battery are bounded between a minimum threshold (ASOEmin) and a maximum threshold (ASOEmax) ·
    [10" id="c-fr-0010]
    10. Calculation method according to the preceding claim, wherein said polynomial has two coefficients (Ψ-ι, Ψ2) invariable.
    [11" id="c-fr-0011]
    11. Computing method according to one of the preceding claims, wherein, in step b), each section (Tj) is defined as being a portion of maximum length of the path that comprises at least one attribute (RG, SC, FC) invariable throughout its length.
    [12" id="c-fr-0012]
    12. Calculation method according to the preceding claim, wherein said invariable attribute on each section (Tj) is selected from the following list: - slope (RG) of the section (Tj), - characteristic speed (SC) of the vehicles on the section (Tj), - category (FC) assigned to the section (Tj) by the navigation system.
    [13" id="c-fr-0013]
    13. Calculation method according to one of the preceding claims, wherein, in step e), the determination of the optimum consumption point (Pj) of the relationship (CE) associated with each section (Tj) is carried out by means of an optimization algorithm (A *).
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    WO2017001740A1|2017-01-05|
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    US10668824B2|2020-06-02|
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    US20180281620A1|2018-10-04|
    EP3317139A1|2018-05-09|
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    2017-01-06| PLSC| Publication of the preliminary search report|Effective date: 20170106 |
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    2021-04-09| ST| Notification of lapse|Effective date: 20210305 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1556271A|FR3038277B1|2015-07-02|2015-07-02|METHOD FOR CALCULATING A FUEL CONSUMPTION AND ELECTRIC POWER MANAGEMENT INSTRUCTION OF A HYBRID MOTOR VEHICLE|FR1556271A| FR3038277B1|2015-07-02|2015-07-02|METHOD FOR CALCULATING A FUEL CONSUMPTION AND ELECTRIC POWER MANAGEMENT INSTRUCTION OF A HYBRID MOTOR VEHICLE|
    KR1020187003433A| KR102093721B1|2015-07-02|2016-06-15|Setpoint calculation method for managing fuel and electricity consumption of hybrid vehicles|
    PCT/FR2016/051444| WO2017001740A1|2015-07-02|2016-06-15|Method for calculating a setpoint for managing the fuel and electricity consumption of a hybrid motor vehicle|
    JP2017567340A| JP6717860B2|2015-07-02|2016-06-15|Method for calculating set points for managing fuel and electricity consumption of hybrid motor vehicles|
    US15/740,887| US10668824B2|2015-07-02|2016-06-15|Method for calculating a setpoint for managing the fuel and electricity consumption of a hybrid motor vehicle|
    EP16739220.8A| EP3317139B1|2015-07-02|2016-06-15|Method for calculating a setpoint for managing the fuel and electricity consumption of a hybrid motor vehicle|
    CN201680046572.0A| CN107921886B|2015-07-02|2016-06-15|Method for calculating a setpoint for managing the fuel and electric power consumption of a hybrid motor vehicle|
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