WO2011124865A1 - Method for managing the use of power to supply a hybrid drive train - Google Patents

Method for managing the use of power to supply a hybrid drive train Download PDF

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Publication number
WO2011124865A1
WO2011124865A1 PCT/FR2011/050802 FR2011050802W WO2011124865A1 WO 2011124865 A1 WO2011124865 A1 WO 2011124865A1 FR 2011050802 W FR2011050802 W FR 2011050802W WO 2011124865 A1 WO2011124865 A1 WO 2011124865A1
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WO
WIPO (PCT)
Prior art keywords
energy
reversible
function
source
vehicle
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PCT/FR2011/050802
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French (fr)
Inventor
Nicolas Dollinger
Nicolas Robart
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Peugeot Citroën Automobiles SA
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Publication of WO2011124865A1 publication Critical patent/WO2011124865A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
    • B60K35/28—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/16—Type of output information
    • B60K2360/174—Economic driving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • a rechargeable hybrid vehicle has two separate energy reservoirs, one reversible constituted by an electrical storage unit, the other non-reversible constituted by a fuel tank.
  • the energy of the fuel tank is converted into mechanical energy by a heat engine.
  • the energy of the electrical storer is converted into mechanical energy by one or more electrical machines.
  • the plug-in hybrid vehicle differs from a non-rechargeable hybrid vehicle by generally offering the possibility of recharging the electric storage in four ways.
  • One way is to convert the kinetic energy of the vehicle which is a function of its speed into electrical energy through one or more electrical machines.
  • a second way is to convert the potential energy of gravity of the vehicle which is a function of its altitude, into electrical energy through one or more electrical machines.
  • a third way is to convert the energy of the non-reversible tank that contains the fuel into electrical energy through the engine and one or more electrical machines.
  • a fourth way is to transfer the energy of a terrestrial electric network of electricity type of the sector, to the electrical storer through for example a socket, a rectifier and a current transformer.
  • the field of the invention is more particularly that of the energy management of the electrical storer.
  • the first phase corresponds to the charging phase of the vehicle on the power grid.
  • the vehicle is supposed to stop.
  • the second phase corresponds to the phase of use of the recharged electric energy according to strategies specific to the plug-in hybrid vehicle.
  • a third phase corresponds to the phase where all the recharged energy has been consumed, the vehicle then uses the strategies specific to the non-rechargeable hybrid vehicle.
  • the present invention is more particularly concerned with the management of the energy of the electric storer during the second phase of the vehicle and before the moment when all the recharged energy is consumed.
  • the strategies used during the third phase are not specifically the subject of the present invention.
  • the unpublished document FR0952786 proposes a method for managing the energy of the electrical storer, which makes it possible to determine, during the second phase when the engine has to be extinguished, and when the engine is on, how to optimally use the recharged energy.
  • the electric storer of a rechargeable hybrid vehicle to achieve fuel economy.
  • the object of the invention is to establish an optimum use of a reversible energy, in particular electrical energy coming from an electrical network during a given path so as to obtain a fuel economy.
  • the present invention aims to establish for a given path, a strategy of integral use of this energy so as to obtain a fuel economy.
  • the invention proposes a method of supplying a hybrid powertrain for a rechargeable hybrid vehicle from an internal source of irreversible energy and an internal source of reversible energy which is rechargeable by drawing on directly or indirectly in the internal source of irreversible energy and by providing a finite amount of reversible energy from an external source.
  • the rate of consumption of the remaining quantity of reversible energy from the external source is estimated so as to exhaust the said quantity (NRJ_reservante / Dist_restante)
  • the Aratio when the Aratio is positive, it performs, at least until the exhaustion of said finite quantity provided, jointly the function C to increase the electric rolling and the function D to increase the shedding of the engine.
  • the Aratio when the Aratio is negative, it executes the function C so as to establish a set of operating points of the vehicle having the same hybrid gain value rechargeable for the same amount of consumable reversible energy from the external source.
  • a threshold Aratio is defined below which a running electric running zone established for a refillable hybrid vehicle is continuously passed to an electric running operating zone established for a non-rechargeable hybrid vehicle.
  • said rate of consumption of the quantity consumed in reversible energy corresponds to the ratio between the amount of reversible energy recharged on the external source already consumed and the distance already traveled (NRJ_consommée / Dist_depuis_recharge).
  • said rate of consumption of the remaining amount of reversible energy corresponds to the ratio between the amount of remaining reversible energy to be consumed before the next recharge on the external source and the remaining distance to be traveled before the next recharge on the external source (NRJ_resident / Dist_restante).
  • the remaining distance is estimated according to the average speed of the vehicle since the last refill.
  • the remaining reversible recharged energy is estimated from measurements made by charge sensors.
  • the internal source of reversible energy is of an electrical nature.
  • the invention also relates to a power supply system of a hybrid powertrain from an internal source of irreversible energy and an internal source of reversible energy that is rechargeable by drawing directly or indirectly in the source internal energy irreversible and by providing a finite amount of reversible energy from an external source.
  • the system is remarkable in that it further comprises control means for implementing the method according to one of the preceding claims.
  • FIG. 1 represents a flowchart of the method according to the invention
  • FIG. 2 gives torque vs. velocity curves delineating positive gain and negative gain areas and also an additional pure electric traction zone;
  • FIG. 4 gives a curve of the function D as a function of Aratio
  • FIG. 5 gives a curve of the function C as a function of the Aratio.
  • the invention is concerned with the management of the energy of the electrical storer during the second phase. More specifically, during the second phase, we seek to establish how to use the energy of the electric storer as a function of the path to be traveled by the vehicle and the consumption rate of the finite energy brought by the sector.
  • a quantity called "intrinsic gain” is defined for each point of operation of the vehicle, which takes as value the difference in gram of fuel per second (g / s) between a representative quantity a thermal cost and a magnitude representative of an electrical cost.
  • the thermal cost is measured in terms of the fuel flow required to drive the vehicle at the present time by using the heat engine alone as a means of traction.
  • the electrical cost is measured in terms of the fuel flow required to later recharge the amount of electrical energy that is taken from the electrical storage to drive the vehicle forward momentarily. present using the electric machine (s) alone as a means of traction.
  • ZTEPint Intrinsic Pure Electric Traction Zone
  • This strategy also introduces a quantity called Willans specific consumption (CsW) which, for a heat engine, gives in grams the overconsumption associated with an increase or a decrease in the power supplied with a value of 1 kWh. This size has the distinction of being independent of the engine speed.
  • CsW Willans specific consumption
  • Function A is the function that ensures compliance with the ZTEPint set of operating points of the vehicle where the intrinsic gain takes a positive value until all of the finished energy is consumed.
  • Curve 2 represents the maximum torque that can be provided by the electric machine.
  • Curve 1 delimits the upper part of the ZTEPint set of vehicle operating points where the intrinsic gain takes a positive value.
  • the zone contained between curves 1 and 2 defines operating points of the vehicle where the intrinsic gain takes a negative value.
  • the energy supplied by the heat engine is entirely transmitted to the wheel and the energy returned by the electric storer to the electric machine for driving the wheel is equal to the difference between the recharged energy. by the thermal engine and the finished energy brought from the sector.
  • Function B aims to achieve fuel economy by reducing the recharge by the engine.
  • the recharge coefficient integrates the efficiency of the electric machine into the current generator mode as well as the charging efficiency of the electric storage unit. For moderate load powers, this performance changes little. We thus establish a saving of fuel per unit of recharged energy.
  • Curves 1 and 2 correspond to rechargeable hybrid gains equal to 70g / MJ and 33g / MJ, respectively.
  • Function C is intended to increase electric driving.
  • the amount of fuel C eC saved with the function C is given by the formula: E r CsW LAA f Pint.
  • a rechargeable hybrid gain equal to the C eC / E r is defined.
  • Any electrical rolling out of the ZTEPint intrinsic pure electric traction zone therefore provides a lower fuel economy than the B-function, the gain being by definition less than 0.
  • Increasing the electric taxiing therefore achieves fuel savings of less than 70g / MJ.
  • Curve 3 delimits in Figure 2, a pure electric traction zone allowing savings of 44 g / MJ.
  • Function D is intended to increase the load shedding of the engine.
  • the engine load shedding is to reinject the recharged energy to the engine to spend the finished energy.
  • the storage unit supplies electrical energy to the electric machine, which converts this electrical energy into mechanical energy, in the form of a motor torque supplied to the crankshaft of the heat engine.
  • the heat engine then reduces its own engine torque to compensate for the torque provided by the electric machine.
  • FIG. 1 illustrates the different steps of the method of the invention for managing the use of this finite energy.
  • NRJ_resant magnitude which corresponds to the amount of energy to consume before the next mains recharge.
  • this quantity corresponds to the rechargeable electrical capacity of the vehicle.
  • the consumed energy counter NRJ_consummed is initialized to 0 J and increments as the power consumption on the storer as long as the vehicle is energized.
  • the quantity Dist_restante which corresponds to the distance which one still expects to travel before the next recharge on sector. After a full charge, this quantity is initialized at 50 km, which corresponds to an average daily trip.
  • Tps_depuis_recharge is initialized to 0 s and increments as long as the vehicle is running.
  • Dist_depuis_recharge is initialized to 0 km and increments with distance as the vehicle moves forward.
  • the average distance traveled daily is associated with this average speed and is called Daily_different_instant.
  • the evolution of this distance as a function of the average speed is illustrated in FIG.
  • Dist_restante which is equal to the difference between Dist_quotidienne_instant severely and Dist_depuis_recharge. (By postulating a minimum of 1 km if Dist_depuis_recharge is greater than the Dist_quotidienne_instant till -1)
  • the ratio NRJ_consommée / Dist_depuis_recharge allows to evaluate the consumption rate of the electrical energy.
  • the last step of the process is to determine if Aratio is positive or negative.
  • NRJ_consummed / Dist_depuis_recharge indicates that the default strategy of executing function A and function B does not consume recharged energy fast enough. This involves setting implementation of additional electrical consumption stations which consist in performing the function C to increase the electrical rolling and / or D function to increase the load shedding of the engine by the electric machine or machines when the engine is started and towing.
  • NRJ_restante / Dist_restante and the ratio NRJ_consommée / Dist_depuis_recharge one thus establishes a coefficient associating a relieving power of the engine with heat with Aratio as well as a coefficient associating a zone of electric traction pure (ZTEP) with Aratio.
  • Figure 4 illustrates the evolution of the function D as a function of Aratio.
  • Figure 5 illustrates the evolution of the function C as a function of Aratio.
  • the strategy is to use the C function in addition to the A and B functions to increase the electric ride.
  • the strategy is to use the function D in addition to the functions A, B and C to increase the load shedding of the engine.
  • the curve of Figure 5 comprises a bearing at 44 g / MJ corresponding to the minimum supply of electric rolling for the additional ZTEP.
  • the present invention makes it possible to optimize the use of the energy recharged by a rechargeable hybrid vehicle as a function of the path to be achieved. It also makes it possible to estimate in advance the fuel economy obtained by adding additional electrical energy.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The present invention relates to a method for supplying a hybrid drive train of a rechargeable hybrid vehicle from an internal irreversible power source and an internal reversible power source that can be recharged by drawing directly or indirectly from the internal irreversible power source and by providing a finite amount of reversible power from an external source. According to the invention, when the vehicle is in motion, a first step involves estimating the consumption rate of the amount of reversible power from the external source consumed (NRJ_consumed/Dist_from_recharge); estimating the consumption rate of the remaining amount of reversible power from the external source such as to exhaust said amount (NRJ_remaining/Dist_remaining) in a second step, according to the difference between said two consumption rates (Δratio); deciding to select the execution of a function C that enables control of supply from the internal source of reversible power in order to increase the electric operation and/or the execution of the function C with a function D that enables control of supply from the internal source of reversible power in order to increase the load shedding of the heat engine.

Description

Procédé de gestion d'utilisation d'énergie pour alimenter un groupe motopropulseur hybride  Energy use management method for powering a hybrid powertrain
Le domaine de l'invention est celui des véhicules hybrides rechargeables. Un véhicule hybride rechargeable dispose de deux réservoirs d'énergie distincts, l'un réversible constitué par un stockeur électrique, l'autre non réversible constitué par un réservoir de carburant. L'énergie du réservoir de carburant est transformée en énergie mécanique par un moteur thermique. L'énergie du stockeur électrique est transformée en énergie mécanique par une ou plusieurs machines électriques. The field of the invention is that of plug-in hybrid vehicles. A rechargeable hybrid vehicle has two separate energy reservoirs, one reversible constituted by an electrical storage unit, the other non-reversible constituted by a fuel tank. The energy of the fuel tank is converted into mechanical energy by a heat engine. The energy of the electrical storer is converted into mechanical energy by one or more electrical machines.
Le véhicule hybride rechargeable se distingue d'un véhicule hybride non rechargeable en offrant généralement la possibilité de recharger le stockeur électrique de quatre manières.  The plug-in hybrid vehicle differs from a non-rechargeable hybrid vehicle by generally offering the possibility of recharging the electric storage in four ways.
Une première manière consiste à convertir l'énergie cinétique du véhicule qui est fonction de sa vitesse, en énergie électrique grâce à une ou plusieurs machines électriques.  One way is to convert the kinetic energy of the vehicle which is a function of its speed into electrical energy through one or more electrical machines.
Une deuxième manière consiste à convertir l'énergie potentielle de gravité du véhicule qui est fonction de son altitude, en énergie électrique grâce à une ou plusieurs machines électriques.  A second way is to convert the potential energy of gravity of the vehicle which is a function of its altitude, into electrical energy through one or more electrical machines.
Une troisième manière consiste à convertir l'énergie du réservoir non réversible qui contient le carburant, en énergie électrique grâce au moteur thermique et à une ou plusieurs machines électriques.  A third way is to convert the energy of the non-reversible tank that contains the fuel into electrical energy through the engine and one or more electrical machines.
Une quatrième manière consiste à transférer l'énergie d'un réseau électrique terrestre de type électricité du secteur, vers le stockeur électrique grâce par exemple à une prise de courant, un redresseur et un transformateur de courant.  A fourth way is to transfer the energy of a terrestrial electric network of electricity type of the sector, to the electrical storer through for example a socket, a rectifier and a current transformer.
Le domaine de l'invention est plus particulièrement celui de la gestion de l'énergie du stockeur électrique.  The field of the invention is more particularly that of the energy management of the electrical storer.
Trois phases sont définies dans l'utilisation d'un véhicule hybride rechargeable.  Three phases are defined in the use of a plug-in hybrid vehicle.
La première phase correspond à la phase de recharge du véhicule sur le réseau électrique. Le véhicule est supposé à l'arrêt. La deuxième phase correspond à la phase d'utilisation de l'énergie électrique rechargée selon des stratégies spécifiques au véhicule hybride rechargeable. The first phase corresponds to the charging phase of the vehicle on the power grid. The vehicle is supposed to stop. The second phase corresponds to the phase of use of the recharged electric energy according to strategies specific to the plug-in hybrid vehicle.
Une troisième phase correspond à la phase où toute l'énergie rechargée a été consommée, le véhicule utilise alors les stratégies spécifiques au véhicule hybride non rechargeable.  A third phase corresponds to the phase where all the recharged energy has been consumed, the vehicle then uses the strategies specific to the non-rechargeable hybrid vehicle.
La présente invention s'intéresse plus particulièrement à la gestion de l'énergie du stockeur électrique durant la deuxième phase du véhicule et avant le moment où toute l'énergie rechargée est consommée. Les stratégies utilisées durant la troisième phase ne font pas spécifiquement l'objet de la présente invention.  The present invention is more particularly concerned with the management of the energy of the electric storer during the second phase of the vehicle and before the moment when all the recharged energy is consumed. The strategies used during the third phase are not specifically the subject of the present invention.
Le document FR0952786 non publié propose un procédé de gestion de l'énergie du stockeur électrique qui permet de déterminer, durant la deuxième phase quand le moteur thermique doit être éteint, et lorsque le moteur thermique est allumé comment utiliser de manière optimale l'énergie rechargée du stockeur électrique d'un véhicule hybride rechargeable pour réaliser une économie de carburant.  The unpublished document FR0952786 proposes a method for managing the energy of the electrical storer, which makes it possible to determine, during the second phase when the engine has to be extinguished, and when the engine is on, how to optimally use the recharged energy. the electric storer of a rechargeable hybrid vehicle to achieve fuel economy.
Dans ce document, on prend en compte en plus l'apport d'une énergie électrique finie provenant du secteur. La question des stratégies du véhicule hybride rechargeable est de savoir comment utiliser cette énergie finie de manière à pouvoir diminuer la recharge par le moteur thermique, augmenter le roulage électrique avec le moteur thermique éteint et augmenter le délestage par la machine électrique dans un but de réduire la consommation du carburant.  In this document, the addition of finite electrical energy from the sector is also taken into account. The question of the strategies of the plug-in hybrid vehicle is to know how to use this finished energy so as to be able to reduce the recharging by the heat engine, to increase the electrical running with the engine off and to increase the load shedding by the electric machine in order to reduce fuel consumption.
Le document FR0952786 a montré également qu'il est important que toute l'énergie rechargée par le stockeur électrique soit bien consommée avant la recharge suivante. Cette dernière condition étant rarement remplie, cette situation est préjudiciable à la consommation de carburant du véhicule hybride rechargeable.  The document FR0952786 has also shown that it is important that all the energy recharged by the electrical storer be well consumed before the next refill. This last condition being rarely fulfilled, this situation is detrimental to the fuel consumption of the plug-in hybrid vehicle.
II serait donc particulièrement intéressant de proposer des moyens pour prévoir cette situation et en particulier de corréler l'état de charge du stockeur électrique durant le trajet de roulage et l'utilisation de cette énergie rechargée. L'invention a pour objectif d'établir une utilisation optimale d'une énergie réversible, notamment une énergie électrique provenant d'un réseau électrique durant un trajet donné de manière à obtenir une économie de carburant. It would therefore be particularly advantageous to propose means for predicting this situation and in particular to correlate the state of charge of the electric storer during the driving journey and the use of this recharged energy. The object of the invention is to establish an optimum use of a reversible energy, in particular electrical energy coming from an electrical network during a given path so as to obtain a fuel economy.
Plus précisément, la présente invention a pour objectif d'établir pour un trajet donné, une stratégie d'utilisation intégrale de cette énergie de manière à obtenir une économie de carburant.  More specifically, the present invention aims to establish for a given path, a strategy of integral use of this energy so as to obtain a fuel economy.
Pour ce faire, l'invention propose un procédé d'alimentation d'un groupe motopropulseur hybride pour un véhicule hybride rechargeable à partir d'une source interne d'énergie irréversible et d'une source interne d'énergie réversible qui est rechargeable en puisant directement ou indirectement dans la source interne d'énergie irréversible et par apport d'une quantité finie d'énergie réversible provenant d'une source externe.  To do this, the invention proposes a method of supplying a hybrid powertrain for a rechargeable hybrid vehicle from an internal source of irreversible energy and an internal source of reversible energy which is rechargeable by drawing on directly or indirectly in the internal source of irreversible energy and by providing a finite amount of reversible energy from an external source.
Selon l'invention, pendant le roulage du véhicule,  According to the invention, during the driving of the vehicle,
- dans une première étape,  - in a first step,
on estime le taux de consommation de la quantité consommée en énergie réversible provenant de la source externe (NRJ_consommée/Dist_depuis_recharge),  the consumption rate of the quantity consumed in reversible energy from the external source is estimated (NRJ_consumed / Dist_depuis_recharge),
on estime le taux de consommation de la quantité restante en énergie réversible provenant de la source externe de manière à épuiser ladite quantité (NRJ_restante/Dist_restante)  the rate of consumption of the remaining quantity of reversible energy from the external source is estimated so as to exhaust the said quantity (NRJ_reservante / Dist_restante)
- dans une seconde étape,  - in a second step,
en fonction de la différence entre deux taux (Aratio), on décide de choisir l'exécution d'une fonction C qui permet de commander une alimentation à partir de la source interne d'énergie réversible de façon à augmenter le roulage électrique et/ou l'exécution de la fonction C avec une fonction D qui permet de commander une alimentation à partir de la source interne d'énergie réversible de façon à augmenter le délestage du moteur thermique.  according to the difference between two rates (Aratio), it is decided to choose the execution of a function C which makes it possible to control a power supply from the internal source of reversible energy so as to increase the electrical rolling and / or the execution of the function C with a function D which makes it possible to control a power supply from the internal source of reversible energy so as to increase the load shedding of the heat engine.
Avantageusement, quand le Aratio est positif, il exécute, au moins jusqu'à l'épuisement de ladite quantité finie apportée, conjointement la fonction C pour augmenter le roulage électrique et la fonction D pour augmenter le délestage du moteur thermique. Avantageusement, quand le Aratio est négatif, il exécute la fonction C de manière à établir un ensemble de points de fonctionnement du véhicule ayant la même valeur de gain hybride rechargeable pour une même quantité d'énergie réversible consommée provenant de la source externe. Advantageously, when the Aratio is positive, it performs, at least until the exhaustion of said finite quantity provided, jointly the function C to increase the electric rolling and the function D to increase the shedding of the engine. Advantageously, when the Aratio is negative, it executes the function C so as to establish a set of operating points of the vehicle having the same hybrid gain value rechargeable for the same amount of consumable reversible energy from the external source.
Avantageusement, on définit un Aratio seuil au-dessous duquel on passe de manière continue d'une zone de fonctionnement en roulage électrique établie pour un véhicule hybride rechargeable vers une zone de fonctionnement en roulage électrique établie pour un véhicule hybride non rechargeable.  Advantageously, a threshold Aratio is defined below which a running electric running zone established for a refillable hybrid vehicle is continuously passed to an electric running operating zone established for a non-rechargeable hybrid vehicle.
Avantageusement, ledit taux de consommation de la quantité consommée en énergie réversible correspond au rapport entre la quantité d'énergie réversible rechargée sur la source externe déjà consommée et la distance déjà parcourue (NRJ_consommée/Dist_depuis_recharge).  Advantageously, said rate of consumption of the quantity consumed in reversible energy corresponds to the ratio between the amount of reversible energy recharged on the external source already consumed and the distance already traveled (NRJ_consommée / Dist_depuis_recharge).
Avantageusement, ledit taux de consommation de la quantité restante en énergie réversible correspond au rapport entre la quantité d'énergie réversible restante à consommer avant la prochaine recharge sur la source externe et la distance restante à parcourir avant la prochaine recharge sur la source externe (NRJ_restante/Dist_restante).  Advantageously, said rate of consumption of the remaining amount of reversible energy corresponds to the ratio between the amount of remaining reversible energy to be consumed before the next recharge on the external source and the remaining distance to be traveled before the next recharge on the external source (NRJ_resident / Dist_restante).
Avantageusement, la distance restante est estimée en fonction la vitesse moyenne du véhicule depuis la dernière recharge.  Advantageously, the remaining distance is estimated according to the average speed of the vehicle since the last refill.
Avantageusement, l'énergie rechargée réversible restante est estimée à partir de mesures effectuées par des capteurs de charge.  Advantageously, the remaining reversible recharged energy is estimated from measurements made by charge sensors.
Avantageusement, la source interne d'énergie réversible est de nature électrique.  Advantageously, the internal source of reversible energy is of an electrical nature.
L'invention a aussi pour objet un système d'alimentation d'un groupe motopropulseur hybride à partir d'une source interne d'énergie irréversible et d'une source interne d'énergie réversible qui est rechargeable en puisant directement ou indirectement dans la source interne d'énergie irréversible et par apport d'une quantité finie d'énergie réversible provenant d'une source externe. Le système est remarquable en ce qu'il comprend en outre des moyens de commande pour mettre en œuvre le procédé selon l'une des revendications précédentes. L'invention sera mieux comprise, et d'autres buts, caractéristiques, détails et avantages de celle-ci apparaîtront dans la description explicative qui va suivre faisant référence aux dessins donnés uniquement à titre d'exemple pour illustrer l'invention et dans lesquels : The invention also relates to a power supply system of a hybrid powertrain from an internal source of irreversible energy and an internal source of reversible energy that is rechargeable by drawing directly or indirectly in the source internal energy irreversible and by providing a finite amount of reversible energy from an external source. The system is remarkable in that it further comprises control means for implementing the method according to one of the preceding claims. The invention will be better understood, and other objects, features, details and advantages thereof will appear in the explanatory description which follows with reference to the drawings given solely by way of example to illustrate the invention and in which:
- la figure 1 représente un organigramme du procédé selon l'invention ;  FIG. 1 represents a flowchart of the method according to the invention;
- la figure 2 donne des courbes de couple en fonction de la vitesse qui délimitent des zones à gain positif et à gain négatif et ainsi qu'une zone de traction électrique pure supplémentaire ;  FIG. 2 gives torque vs. velocity curves delineating positive gain and negative gain areas and also an additional pure electric traction zone;
- la figure 3 donne une courbe de distance quotidienne en fonction de la vitesse moyenne ;  - Figure 3 gives a daily distance curve according to the average speed;
- la figure 4 donne une courbe de la fonction D en fonction du Aratio; FIG. 4 gives a curve of the function D as a function of Aratio;
- la figure 5 donne une courbe de la fonction C en fonction du Aratio. L'invention s'intéresse à la gestion de l'énergie du stockeur électrique durant la deuxième phase. Plus précisément, durant la deuxième phase, on cherche à établir comment utiliser l'énergie du stockeur électrique en fonction du trajet à parcourir par le véhicule et le taux de consommation de l'énergie finie apportée par le secteur. FIG. 5 gives a curve of the function C as a function of the Aratio. The invention is concerned with the management of the energy of the electrical storer during the second phase. More specifically, during the second phase, we seek to establish how to use the energy of the electric storer as a function of the path to be traveled by the vehicle and the consumption rate of the finite energy brought by the sector.
Ces choix sont guidés par la recherche d'une consommation de carburant minimale sur un trajet donné.  These choices are guided by the search for a minimum fuel consumption on a given route.
Dans le cas d'un véhicule hybride non rechargeable, on définit pour chaque point de fonctionnement du véhicule, une grandeur appelée « gain intrinsèque » qui prend pour valeur, la différence en gramme de carburant par seconde (g/s) entre une grandeur représentative d'un coût thermique et une grandeur représentative d'un coût électrique.  In the case of a non-rechargeable hybrid vehicle, a quantity called "intrinsic gain" is defined for each point of operation of the vehicle, which takes as value the difference in gram of fuel per second (g / s) between a representative quantity a thermal cost and a magnitude representative of an electrical cost.
Le coût thermique est mesuré en termes de débit de carburant nécessaire pour faire avancer le véhicule à l'instant présent en utilisant le moteur thermique seul comme moyen de traction.  The thermal cost is measured in terms of the fuel flow required to drive the vehicle at the present time by using the heat engine alone as a means of traction.
Le coût électrique est mesuré en termes de débit de carburant nécessaire pour recharger plus tard la quantité d'énergie électrique qui est prise sur le stockeur électrique pour faire avancer le véhicule à l'instant présent en utilisant la ou les machines électriques seules comme moyen de traction. The electrical cost is measured in terms of the fuel flow required to later recharge the amount of electrical energy that is taken from the electrical storage to drive the vehicle forward momentarily. present using the electric machine (s) alone as a means of traction.
L'ensemble des points de fonctionnements du véhicule où le gain intrinsèque prend une valeur positive, est nommé ZTEPint (Zone de Traction Electrique Pure intrinsèque).  The set of operating points of the vehicle where the intrinsic gain takes a positive value, is named ZTEPint (Intrinsic Pure Electric Traction Zone).
Cette stratégie introduit également une grandeur nommée consommation spécifique de Willans (CsW) qui, pour un moteur thermique, donne en grammes la surconsommation associée à un accroissement ou à une diminution de la puissance fournie avec une valeur de 1 kWh. Cette grandeur a la particularité d'être indépendante du régime moteur.  This strategy also introduces a quantity called Willans specific consumption (CsW) which, for a heat engine, gives in grams the overconsumption associated with an increase or a decrease in the power supplied with a value of 1 kWh. This size has the distinction of being independent of the engine speed.
Dans le cas d'un véhicule hybride rechargeable, on doit tenir compte en plus une énergie finie Er provenant du secteur. La stratégie consiste à savoir comment utiliser cette énergie électrique rechargée pour réaliser une économie de carburant. In the case of a plug-in hybrid vehicle, a finite energy E r coming from the mains must also be taken into account. The strategy is to know how to use this recharged electric energy to achieve fuel economy.
Pour ce faire on définit quatre fonctions A, B, C et D d'utilisation de cette énergie finie qui permettent de quantifier l'économie de carburant qu'elles peuvent générer.  To do this we define four functions A, B, C and D of this finite energy used to quantify the fuel economy they can generate.
La fonction A est la fonction qui assure le respect de l'ensemble ZTEPint des points de fonctionnement du véhicule où le gain intrinsèque prend une valeur positive tant que la totalité de l'énergie finie n'est pas consommée.  Function A is the function that ensures compliance with the ZTEPint set of operating points of the vehicle where the intrinsic gain takes a positive value until all of the finished energy is consumed.
Sur la figure 2, la vitesse du véhicule est représentée en abscisse et le couple fourni à la roue est représenté en ordonnée. La courbe 2 représente le couple maximal que peut fournir la machine électrique. On reconnaît sur la courbe 2, une partie horizontale indépendante de la vitesse qui correspond au courant électrique maximal admissible dans le moteur et une partie hyperbolique qui correspond à la puissance maximale de la machine électrique. La courbe 1 délimite la partie supérieure de l'ensemble ZTEPint des points de fonctionnement du véhicule où le gain intrinsèque prend une valeur positive. La zone contenue entre les courbes 1 et 2 définit des points de fonctionnements du véhicule où le gain intrinsèque prend une valeur négative. En exprimant en grammes chaque gain obtenu sur un point pendant un intervalle de temps dans lequel le véhicule fonctionne sur ce point, la quantité CeA de carburant économisée en grammes sans consommer l'énergie finie apportée par le réseau, est donnée par la formule : In FIG. 2, the speed of the vehicle is represented on the abscissa and the torque supplied to the wheel is represented on the ordinate. Curve 2 represents the maximum torque that can be provided by the electric machine. On curve 2, there is a horizontal part independent of the speed which corresponds to the maximum electrical current allowed in the motor and a hyperbolic part corresponding to the maximum power of the electric machine. Curve 1 delimits the upper part of the ZTEPint set of vehicle operating points where the intrinsic gain takes a positive value. The zone contained between curves 1 and 2 defines operating points of the vehicle where the intrinsic gain takes a negative value. By expressing in grams each gain obtained on a point during a time interval in which the vehicle operates on this point, the quantity C eA of fuel saved in grams without consuming the finite energy supplied by the network, is given by the formula:
CeA = gain C eA = gain
Dans le cas du véhicule hybride rechargeable, l'énergie fournie par le moteur thermique est intégralement transmise à la roue et l'énergie restituée par le stockeur électrique à la machine électrique pour entraîner la roue, est égale à la différence entre l'énergie rechargée par le moteur thermique et l'énergie finie apportée du secteur. In the case of the plug-in hybrid vehicle, the energy supplied by the heat engine is entirely transmitted to the wheel and the energy returned by the electric storer to the electric machine for driving the wheel is equal to the difference between the recharged energy. by the thermal engine and the finished energy brought from the sector.
La fonction B a pour but de réaliser une économie de carburant en réduisant la recharge par le moteur thermique.  Function B aims to achieve fuel economy by reducing the recharge by the engine.
La quantité de carburant Cee économisée avec la fonction B, exprimée en grammes est donnée par la formule : The amount of fuel C e e saved with function B, expressed in grams, is given by the formula:
Er CsW E r CsW
C = — *  C = - *
3,6 * 106 3.6 * 10 6
lorsque l'énergie est exprimée en joules et que la consommation spécifique de Willans CsW est exprimée en g/kWh.  when the energy is expressed in joules and the Willans CsW specific consumption is expressed in g / kWh.
Le coefficient recharge intègre le rendement de la machine électrique en mode générateur de courant ainsi que le rendement de charge du stockeur électrique. Pour des puissances de charge modérées, ce rendement évolue peu. Nous établissons ainsi une économie de carburant par unité d'énergie rechargée.  The recharge coefficient integrates the efficiency of the electric machine into the current generator mode as well as the charging efficiency of the electric storage unit. For moderate load powers, this performance changes little. We thus establish a saving of fuel per unit of recharged energy.
Par exemple avec un coefficient recharge de rendement égal à 0,8 et une consommation spécifique de Willans CsW du moteur thermique égale à 200g/kWh, soit 55,5g/MJ, 1 MJ rechargé permet une économie de 70g de carburant.  For example, with a performance coefficient equal to 0.8 and a Willans CsW specific consumption of the engine equal to 200g / kWh, or 55.5g / MJ, 1 MJ recharged allows a saving of 70g of fuel.
Les courbes 1 et 2 correspondent à des gains hybrides rechargeables égaux respectivement à 70g/MJ et 33g/MJ.  Curves 1 and 2 correspond to rechargeable hybrid gains equal to 70g / MJ and 33g / MJ, respectively.
La fonction C a pour but d'augmenter le roulage électrique. La quantité de carburant CeC économisée avec la fonction C, est donnée par la formule : Er CsW zlE f Pint . Function C is intended to increase electric driving. The amount of fuel C eC saved with the function C, is given by the formula: E r CsW LAA f Pint.
eC =— ^ recharge -^ 'ή" * ι ο6 + ZTEPsupp i légmeanmtaire e = C - ^ recharge - ^ 'ή "* ι ο ZTEPsupp 6 + i le g me n m silenced
On définit un gain hybride rechargeable égal au CeC/Er.A rechargeable hybrid gain equal to the C eC / E r is defined.
Tout roulage électrique hors de la zone de traction électrique pure intrinsèque ZTEPint apporte donc une économie de carburant inférieure à celle de la fonction B, le gain y étant par définition inférieur à 0. Augmenter le roulage électrique fait donc réaliser des économies de carburant inférieures à 70g/MJ. Any electrical rolling out of the ZTEPint intrinsic pure electric traction zone therefore provides a lower fuel economy than the B-function, the gain being by definition less than 0. Increasing the electric taxiing therefore achieves fuel savings of less than 70g / MJ.
La courbe 3 délimite sur la figure 2, une zone de traction électrique pure permettant des économies de 44 g/MJ.  Curve 3 delimits in Figure 2, a pure electric traction zone allowing savings of 44 g / MJ.
La fonction D a pour but d'augmenter le délestage du moteur thermique. Le délestage moteur consiste à réinjecter l'énergie rechargée au moteur thermique pour dépenser l'énergie finie. L'unité de stockage fournit de l'énergie électrique à la machine électrique, laquelle transforme cette énergie électrique en énergie mécanique, sous forme d'un couple moteur fourni au vilebrequin du moteur thermique. Le moteur thermique réduit alors son propre couple moteur pour compenser le couple fourni par la machine électrique.  Function D is intended to increase the load shedding of the engine. The engine load shedding is to reinject the recharged energy to the engine to spend the finished energy. The storage unit supplies electrical energy to the electric machine, which converts this electrical energy into mechanical energy, in the form of a motor torque supplied to the crankshaft of the heat engine. The heat engine then reduces its own engine torque to compensate for the torque provided by the electric machine.
Pour optimiser la consommation du carburant du véhicule hybride rechargeable, on doit veiller à ce que toute l'énergie électrique chargée puisse être intégralement consommée entre deux recharges sur le secteur ou à l'issue d'une distance appelée distance quotidienne qui dépend de la vitesse moyenne depuis la dernière charge sur secteur.  To optimize the fuel consumption of the plug-in hybrid vehicle, it must be ensured that all the charged electrical energy can be entirely consumed between two recharges in the sector or at the end of a distance called daily distance which depends on the speed average since last charge on mains.
La figure 1 illustre les différentes étapes du procédé de l'invention pour gérer l'utilisation de cette énergie finie.  FIG. 1 illustrates the different steps of the method of the invention for managing the use of this finite energy.
Dans une première étape, pendant le roulage du véhicule, à tout instant est établie la grandeur NRJ_restante qui correspond à la quantité d'énergie à consommer avant la prochaine recharge sur secteur.  In a first step, during the rolling of the vehicle, at any time is established NRJ_resant magnitude which corresponds to the amount of energy to consume before the next mains recharge.
Après une charge complète, cette grandeur correspond à la capacité électrique rechargeable du véhicule.  After a full charge, this quantity corresponds to the rechargeable electrical capacity of the vehicle.
Après une charge complète, le compteur d'énergie consommée NRJ_consommée est initialisé à 0 J et s'incrémente au fur et à mesure de la consommation électrique sur le stockeur tant que le véhicule est sous tension. De même, à tout instant est établie la grandeur Dist_restante qui correspond à la distance que l'on s'attend encore à parcourir avant la prochaine recharge sur secteur. Après une charge complète, cette grandeur est initialisée à 50 km forfaitairement ce qui correspond à un trajet quotidien moyen. After a full charge, the consumed energy counter NRJ_consummed is initialized to 0 J and increments as the power consumption on the storer as long as the vehicle is energized. In the same way, at any moment is established the quantity Dist_restante which corresponds to the distance which one still expects to travel before the next recharge on sector. After a full charge, this quantity is initialized at 50 km, which corresponds to an average daily trip.
Dans le même temps un compteur de temps Tps_depuis_recharge est initialisé à 0 s et s'incrémente tant que le véhicule est en roulage.  At the same time a time counter Tps_depuis_recharge is initialized to 0 s and increments as long as the vehicle is running.
Dans le même temps un compteur de distance Dist_depuis_recharge est initialisé à 0 km et s'incrémente avec la distance tant que le véhicule avance.  At the same time a distance counter Dist_depuis_recharge is initialized to 0 km and increments with distance as the vehicle moves forward.
A tout instant après le premier km, le ratio Dist_depuis_recharge / Tps_depuis_recharge donne une vitesse moyenne depuis la dernière recharge : V_depuis_recharge.  At any moment after the first km, the ratio Dist_depuis_recharge / Tps_depuis_recharge gives an average speed since the last recharge: V_depuis_recharge.
La distance moyenne parcourue quotidiennement est associée à cette vitesse moyenne et est appelée Dist_quotidienne_instantannée. L'évolution de cette distance en fonction de la vitesse moyenne est illustrée sur la figure 3.  The average distance traveled daily is associated with this average speed and is called Daily_different_instant. The evolution of this distance as a function of the average speed is illustrated in FIG.
On a alors Dist_restante qui est égale à la différence entre Dist_quotidienne_instantannée et Dist_depuis_recharge. (En postulant un minimum de 1 km si Dist_depuis_recharge est supérieur au Dist_quotidienne_instantannée -1 )  We then have Dist_restante which is equal to the difference between Dist_quotidienne_instantannée and Dist_depuis_recharge. (By postulating a minimum of 1 km if Dist_depuis_recharge is greater than the Dist_quotidienne_instantannée -1)
A tout instant après le premier km, le ratio NRJ_consommée / Dist_depuis_recharge permet d'évaluer le taux de consommation de l'énergie électrique.  At any moment after the first km, the ratio NRJ_consommée / Dist_depuis_recharge allows to evaluate the consumption rate of the electrical energy.
Dans une deuxième étape on estime la différence entre le ratio In a second step, we estimate the difference between the ratio
NRJ_restante / Dist_restante et le ratio NRJ_consommée / Dist_depuis_recharge (Aratio) NRJ_restante / Dist_restante and the ratio NRJ_consommée / Dist_depuis_recharge (Aratio)
La dernière étape du procédé consiste à déterminer si Aratio est positif ou négatif.  The last step of the process is to determine if Aratio is positive or negative.
Si par exemple le ratio NRJ_restante / Dist_restante est supérieur à If, for example, the NRJ_restante / Dist_restante ratio is greater than
NRJ_consommée / Dist_depuis_recharge, cela indique que la stratégie proposée par défaut qui consiste à exécuter la fonction A et la fonction B ne consomme pas assez vite l'énergie rechargée. Cela implique la mise en œuvre de postes de consommation électriques supplémentaires qui consistent à exécuter la fonction C pour augmenter le roulage électrique et/ou la fonction D pour augmenter le délestage du moteur thermique par la ou les machines électriques lorsque le moteur thermique est démarré et tractant. NRJ_consummed / Dist_depuis_recharge indicates that the default strategy of executing function A and function B does not consume recharged energy fast enough. This involves setting implementation of additional electrical consumption stations which consist in performing the function C to increase the electrical rolling and / or D function to increase the load shedding of the engine by the electric machine or machines when the engine is started and towing.
En introduisant Aratio qui est égal à la différence entre le ratio Introducing Aratio which is equal to the difference between the ratio
NRJ_restante / Dist_restante et le ratio NRJ_consommée / Dist_depuis_recharge, on établit donc un coefficient associant une puissance de délestage du moteur thermique à Aratio ainsi qu'un coefficient associant une zone de traction électrique pure (ZTEP) à Aratio. NRJ_restante / Dist_restante and the ratio NRJ_consommée / Dist_depuis_recharge, one thus establishes a coefficient associating a relieving power of the engine with heat with Aratio as well as a coefficient associating a zone of electric traction pure (ZTEP) with Aratio.
La figure 4 illustre l'évolution de la fonction D en fonction de Aratio. Figure 4 illustrates the evolution of the function D as a function of Aratio.
La figure 5 illustre l'évolution de la fonction C en fonction de Aratio. Lorsque le Aratio est négatif, la stratégie consiste à utiliser la fonction C en plus des fonctions A et B pour augmenter le roulage électrique. Lorsque le Aratio est positif, la stratégie consiste à utiliser la fonction D en plus des fonctions A, B et C pour augmenter le délestage du moteur thermique. On remarque que la courbe de la figure 5 comporte un palier à 44 g/MJ correspondant à l'apport minimum du roulage électrique pour la ZTEP supplémentaire. Figure 5 illustrates the evolution of the function C as a function of Aratio. When the Aratio is negative, the strategy is to use the C function in addition to the A and B functions to increase the electric ride. When the Aratio is positive, the strategy is to use the function D in addition to the functions A, B and C to increase the load shedding of the engine. Note that the curve of Figure 5 comprises a bearing at 44 g / MJ corresponding to the minimum supply of electric rolling for the additional ZTEP.
La présente invention permet d'optimiser l'utilisation de l'énergie rechargée par un véhicule hybride rechargeable en fonction du trajet à réaliser. Elle permet également d'estimer à l'avance l'économie de carburant obtenu par apport d'énergie électrique supplémentaire.  The present invention makes it possible to optimize the use of the energy recharged by a rechargeable hybrid vehicle as a function of the path to be achieved. It also makes it possible to estimate in advance the fuel economy obtained by adding additional electrical energy.
On remarquera que le mode de réalisation expliqué ci-dessus fait état de l'usage d'une énergie supplémentaire provenant d'un réseau de distribution d'électricité. Les stratégies décrites sont également valables pour un véhicule hybride dans lequel l'énergie supplémentaire provient d'une autre source d'énergie interne au véhicule mais externe au système comme d'une pile à combustible.  It will be noted that the embodiment explained above refers to the use of additional energy from an electricity distribution network. The strategies described are also valid for a hybrid vehicle in which the additional energy comes from another source of energy internal to the vehicle but external to the system such as a fuel cell.
L'invention qui vient d'être décrite, d'ordre essentiellement stratégique qui ne nécessite pas de modifications organiques, permet d'optimiser l'utilisation de l'énergie d'une autre source que celle qui alimente le moteur thermique, notamment une énergie électrique rechargée à partir du réseau par un véhicule hybride rechargeable, en fonction du trajet à réaliser. The invention which has just been described, of an essentially strategic nature which does not require any organic modifications, makes it possible to optimize the use of energy from a source other than that which feeds the heat engine, in particular electrical energy recharged from the network by a rechargeable hybrid vehicle, depending on the path to be carried out.

Claims

REVENDICATIONS
1 . Procédé d'alimentation d'un groupe motopropulseur hybride pour un véhicule hybride rechargeable à partir d'une source interne d'énergie irréversible et d'une source interne d'énergie réversible qui est rechargeable en puisant directement ou indirectement dans la source interne d'énergie irréversible et par apport d'une quantité finie d'énergie réversible provenant d'une source externe, caractérisé en ce que pendant le roulage du véhicule: 1. A method of powering a hybrid powertrain for a plug-in hybrid vehicle from an internal source of irreversible energy and an internal source of reversible energy that is rechargeable by drawing directly or indirectly from the internal source of irreversible energy and by providing a finite amount of reversible energy from an external source, characterized in that during the rolling of the vehicle:
- dans une première étape,  - in a first step,
on estime le taux de consommation de la quantité consommée en énergie réversible provenant de la source externe (NRJ_consommée/Dist_depuis_recharge),  the consumption rate of the quantity consumed in reversible energy from the external source is estimated (NRJ_consumed / Dist_depuis_recharge),
on estime le taux de consommation de la quantité restante en énergie réversible provenant de la source externe de manière à épuiser ladite quantité (NRJ_restante/Dist_restante)  the rate of consumption of the remaining quantity of reversible energy from the external source is estimated so as to exhaust the said quantity (NRJ_reservante / Dist_restante)
- dans une seconde étape,  - in a second step,
en fonction de la différence de ces deux taux (Aratio), on décide de choisir l'exécution d'une fonction C qui permet de commander une alimentation à partir de la source interne d'énergie réversible de façon à augmenter le roulage électrique et/ou l'exécution de la fonction C avec une fonction D qui permet de commander une alimentation à partir de la source interne d'énergie réversible de façon à augmenter le délestage du moteur thermique.  according to the difference of these two rates (Aratio), it is decided to choose the execution of a function C which makes it possible to control a power supply from the internal source of reversible energy so as to increase electric rolling and / or the execution of the function C with a function D which makes it possible to control a power supply from the internal source of reversible energy so as to increase the load shedding of the heat engine.
2. Procédé selon la revendication 1 , caractérisé en ce que quand le Aratio est positif, il exécute, au moins jusqu'à l'épuisement de ladite quantité finie apportée, conjointement la fonction C pour augmenter le roulage électrique et la fonction d pour augmenter le délestage du moteur thermique. 2. Method according to claim 1, characterized in that when the Aratio is positive, it performs, at least until the exhaustion of said finite amount provided, jointly the function C to increase the electric rolling and the function d to increase the unloading of the engine.
3. Procédé selon la revendication 1 , caractérisé en ce que quand le Aratio est négatif, il exécute la fonction C de manière à établir un ensemble de points de fonctionnement du véhicule ayant la même valeur de gain hybride rechargeable pour une même quantité d'énergie réversible consommée provenant de la source externe. 3. Method according to claim 1, characterized in that when the Aratio is negative, it executes the function C so as to establish a set of operating points of the vehicle having the same value of hybrid gain rechargeable for the same amount of reversible energy consumed from the external source.
4. Procédé selon la revendication 3, caractérisé en ce que l'on définit un Aratio seuil au-dessous duquel on passe de manière continue d'une zone de fonctionnement en roulage électrique établie pour un véhicule hybride rechargeable vers une zone de fonctionnement en roulage électrique établie pour un véhicule hybride non rechargeable. 4. Method according to claim 3, characterized in that it defines a threshold Aratio below which is passed continuously from an operating area in electric rolling established for a plug-in hybrid vehicle to a running operating zone. established for a non-rechargeable hybrid vehicle.
5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que ledit taux de consommation de la quantité consommée en énergie réversible correspond au rapport entre la quantité d'énergie réversible rechargée sur la source externe déjà consommée et la distance déjà parcourue (NRJ_consommée/Dist_depuis_recharge). 5. Method according to one of claims 1 to 4, characterized in that said rate of consumption of the amount consumed in reversible energy corresponds to the ratio between the amount of reversible energy recharged on the external source already consumed and the distance already traveled. (NRJ_consommée / Dist_depuis_recharge).
6. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que ledit taux de consommation de la quantité restante en énergie réversible correspond au rapport entre la quantité d'énergie réversible restante à consommer avant la prochaine recharge sur la source externe et la distance restante à parcourir avant la prochaine recharge sur la source externe (NRJ_restante/Dist_restante). 6. Method according to one of claims 1 to 4, characterized in that said consumption rate of the remaining amount of reversible energy corresponds to the ratio between the amount of remaining reversible energy to be consumed before the next recharge on the external source and the remaining distance to be traveled before the next recharge to the external source (NRJ_restante / Dist_restante).
7. Procédé selon la revendication 6, caractérisé en ce que la distance restante est estimée en fonction de la vitesse moyenne du véhicule depuis la dernière recharge. 7. Method according to claim 6, characterized in that the remaining distance is estimated according to the average speed of the vehicle since the last refill.
8. Procédé selon la revendication 7, caractérisé en ce que l'énergie rechargée réversible restante est estimée à partir de mesures effectuées par des capteurs de charge. 8. Method according to claim 7, characterized in that the remaining reversible recharging energy is estimated from measurements made by load sensors.
9. Procédé selon l'une des revendications précédentes, caractérisé en ce que la source interne d'énergie réversible est de nature électrique. 9. Method according to one of the preceding claims, characterized in that the internal source of reversible energy is electrical in nature.
10. Système d'alimentation d'un groupe motopropulseur hybride à partir d'une source interne d'énergie irréversible et d'une source interne d'énergie réversible qui est rechargeable en puisant directement ou indirectement dans la source interne d'énergie irréversible et par apport d'une quantité finie d'énergie réversible provenant d'une source externe, caractérisé en ce qu'il comprend en outre des moyens de commande pour mettre en œuvre le procédé selon l'une des revendications précédentes. 10. A hybrid powertrain power system from an internal source of irreversible energy and an internal source of reversible energy that is rechargeable by drawing directly or indirectly from the internal source of irreversible energy and by providing a finite amount of reversible energy from an external source, characterized in that it further comprises control means for implementing the method according to one of the preceding claims.
PCT/FR2011/050802 2010-04-09 2011-04-08 Method for managing the use of power to supply a hybrid drive train WO2011124865A1 (en)

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DE102013203948B4 (en) * 2013-03-07 2021-03-18 Bayerische Motoren Werke Aktiengesellschaft Forward-looking operating strategy for a hybrid vehicle

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Publication number Priority date Publication date Assignee Title
FR952786A (en) 1947-09-08 1949-11-23 Fr D Etudes Et De Realisations Improvements to liquid dispensers
JPH08223705A (en) * 1995-02-13 1996-08-30 Toshiba Corp Controller for hybrid car
US6116363A (en) * 1995-05-31 2000-09-12 Frank Transportation Technology, Llc Fuel consumption control for charge depletion hybrid electric vehicles
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