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
  • B60W10/24—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
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
  • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/10—Dynamic electric regenerative braking
• • 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
  • 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
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18109—Braking
  • B60W30/18127—Regenerative braking
• • 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
• • 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
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • 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
  • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for 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
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10S903/00—Hybrid electric vehicles, HEVS
  • Y10S903/902—Prime movers comprising electrical and internal combustion motors
  • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor

Definitions

• the present invention relates to a micro-hybrid system with regenerative braking equipping a motor vehicle and a control method of this micro-hybrid system.
• a rotating electrical machine and an electrochemical battery supply electrical consumers via a vehicle electrical distribution network.
• the rotating electrical machine capable of operating as an alternator, is also intended to recharge the battery via a regulating device.
• the alternator powers the electrical consumers and charges the battery.
• the alternator does not deliver power, the battery provides all the electrical energy that the vehicle needs.
• this charge corresponds to an increase in a regulation set point imposed by the control device.
• the battery can not be imposed too high a regulation set the risk of accelerated degradation of its state of health ("State of Health" in English, called “SOH”).
• this regulation setpoint is a function of the temperature of the battery.
• the regulation set point is about 14.3V at an internal battery temperature of about 20 ° C.
• the maximum allowable voltage is in the range of about 15V to about 16V. This results in a maximum voltage variation within a range of about 0.7V to about 1.7V.
• the battery can not receive too much energy transiently, for example resulting in a voltage variation of about 5V.
• the invention aims to meet the aforementioned needs.
• the invention thus relates to a regenerative braking control method of a micro-hybrid system comprising at least one rotating electrical machine and an electrochemical battery, the micro-hybrid system equipping a motor vehicle.
• the method comprises a step of controlling, when the electrochemical battery has a first predetermined energy state corresponding to an initial optimum state of charge, a decrease of said first energy state to a second energy state corresponding to a state of charge. intermediate, so as to make available a charging capacity at a later opportunity of recovery of electrical energy during a braking phase of the vehicle.
• the micro-hybrid system allows efficient use of the regenerative braking function.
• a management of the energy state of the electrochemical battery is performed according to predetermined threshold values representative of energy states, so as to anticipate an opportunity for regenerative braking.
• This anticipation results in the reduction of the energy state of the battery and thus by the release of a charging capacity of the battery.
• This energy state can be controlled so as to be located between different thresholds for charging the battery with energy from braking phases without risk of degradation of said battery.
• This control is conditioned by a first initial optimum energy state of the electrochemical battery.
• the first energy state can be in the range of about 70% to about 95% of a full load state.
• the initial optimum energy state therefore corresponds to a sufficiently good state of charge of the battery.
• the second intermediate energy state can be in a range of about 50% to about 80% of the full load state.
• the electrochemical battery may be for example a lead-acid battery, a lithium battery, or a nickel battery.
• the step of controlling the reduction of the energy state of the battery so as to make available a charging capacity during a subsequent opportunity of recovery of electrical energy during a braking phase of the vehicle may include: a substep of controlling, when the electrochemical battery has the first predetermined energy state, supplying a supply current to an electrical distribution network of the vehicle comprising the electrochemical battery so as to obtain a substantially negative energy balance at the terminals of said electrochemical battery, and
• the energy balance is determined by a sum of a quantity of incoming energy and a quantity of outgoing energy. These amounts of energy correspond to an integration of the current Ibat.
• a coefficient called coefficient of efficiency, can be assigned to at least a quantity of energy.
• the regulation setpoint can correspond to a voltage setpoint or a current setpoint.
• the current regulation setpoint may be zero (in other words, the rotating electrical machine is no longer regulated), and consequently, electrical consumers of the electrical distribution network may be powered solely by the electrochemical battery.
• a voltage regulation setpoint it may be lower than the voltage of the electrochemical battery.
• This aspect is advantageously used when the battery has an energy state at least equal to the first optimum initial energetic state.
• the energy state of the battery can be reasonably degraded and it becomes advantageous to control the authorization of the energy recovery function.
• the energy that can be recovered in particular by the electrochemical battery, can be important.
• the load capacity made available from the battery may be in the range of about 20% to about 60% of its total charging capacity.
• This charge capacity made available may depend on the type of electrochemical battery used.
• the step of controlling the reduction of the energy state of the battery so as to make available a charging capacity during a subsequent opportunity of recovery of electrical energy during a braking phase of the vehicle may comprise:
• the payload state may be representative of a state of charge of the battery sufficient to perform certain functions, for example a restart of the engine after a stopping of the vehicle.
• the third predetermined energy state may correspond to information representative of this state of payload.
• the regulation setpoint can be calculated such that the rotating electrical machine provides substantially exactly the amount of energy needed to supply electrical consumers of the electrical distribution network.
• the energy balance of the battery is substantially zero.
• this can be achieved by substantially zero incoming and outgoing currents flowing through the battery, for example in the case of current regulation.
• the energy state of the battery is stabilized around a value substantially corresponding to the state of payload, and the authorization to recover the energy is controlled. It follows from these various aspects of the invention that, during a braking phase of the motor vehicle, energy is recovered and transmitted to consumers and the electrochemical battery.
• the amount of energy allowed by the battery depends on the load capacity that has been made available, and if applicable, the thresholds of states predetermined energy between which the energy state of the battery is controlled.
• the step of controlling the decrease in the energy state of the battery so as to make available a charging capacity at a later opportunity of recovery of electrical energy during a braking phase of the vehicle may include a substep to order a cancellation of an authorization to recover energy.
• the sub-step of canceling an authorization to recover the energy can be performed when the electrochemical battery has an energy state less than a fourth predetermined energy state corresponding to a critical state of charge.
• the critical state of charge can be representative of a state of charge of the battery not sufficient to perform certain functions, for example the restart of the engine during a stopping of the vehicle.
• this fourth critical energy state can correspond to an information representative of a too degraded energy state of the battery, imposing for example control, following the stopping of the engine during a temporary phase of stopping the vehicle (eg at a traffic light), a restart of the engine.
• the step of controlling the decrease in the energy state of the battery so as to make available a charging capacity at a later opportunity of recovery of electrical energy during a braking phase of the vehicle may be preceded by a step of obtaining the energy state of the electrochemical battery.
• this determined energetic state can be from at least one parameter representative of said energetic state of the electrochemical battery. This parameter can be one of the parameters among a temperature, a voltage or a current of the electrochemical battery.
• the energy state can correspond to a determined energy balance as a function of the battery current.
• this energy balance can be initialized, for example at zero, when the battery has an energy state at least equal to the first initial optimum energy state, or to the third useful energy state.
• the initialisation of the energy balance at at least one of these instants makes it possible to define a reference energy state from which the control acting on the energy state of the battery is carried out.
• the energy state can correspond to a current value determined as a function of the battery temperature.
• the energy state may correspond to the voltage of the battery.
• the step of controlling the decrease of the energy state of the battery so as to make available a charging capacity at a later opportunity of recovery of electrical energy during a phase of Vehicle braking may be preceded by a step of comparing the temperature of the battery to a predetermined temperature threshold value.
• the substep of controlling an authorization to recover energy during an opportunity of a braking phase of the vehicle can be achieved when the energy balance of the battery is higher at an energy balance threshold value, or when the battery current is greater than a current threshold value, or when the battery voltage is greater than a voltage threshold value
• the substep of cancel an authorization to recover this energy can be achieved when the energy balance of the battery is lower than a threshold value of energy balance, or when the battery current is less than a current threshold value, or when the battery voltage is lower than a voltage threshold value.
• These values of energy, current and voltage balance thresholds may be predetermined, or determined in particular as a function of temperature.
• the method according to the invention makes it possible to degrade the energy state of the electrochemical battery, by locating the energy state thereof between the high and low values of the energy state threshold, in order to make a capacitance available. maximum load with a view to the subsequent desirability of a braking phase of the vehicle. This maximum capacity is advantageously defined so as not to harm the state of health of the electrochemical battery, and therefore its lifetime.
• the invention relates to a micro-hybrid system with regenerative braking for a motor vehicle, comprising:
• a rotating electrical machine at least one power converter adapted to be connected to an electrical distribution network, said network comprising at least one electrochemical battery,
• the method comprises means associated with the control circuit for controlling, when the electrochemical battery has a first energetic state. predetermined state corresponding to an initial optimum state of charge, the converter for decreasing said first energy state to a second energy state corresponding to an intermediate state of charge, so as to make available a charging capacity during an opportunity subsequent recovery of electrical energy during a braking phase of the vehicle.
• the associated means may make it possible to control a cancellation of an authorization to recover the energy.
• the associated means may comprise a management and monitoring module comprising: means for obtaining at least one parameter representative of a state of the electrochemical battery, and means for determining an energy state of the electrochemical battery from said at least one parameter obtained.
• the means for obtaining at least one parameter representative of a state of the battery may comprise sensors designed to obtain at least one of a temperature, a voltage or a current of the battery. drums.
• the sensors can be placed on the electrochemical battery.
• the management and monitoring module can be placed in the sensors.
• the rotating electrical machine can be an alternator-starter.
• the invention relates to a motor vehicle comprising a micro-hybrid system as described above.
• FIG. 1 shows an overall view of a micro-hybrid system 1 comprising associated means 5 of a control circuit 4 according to the invention
• FIG. 2 shows a graph illustrating operating phases of a control method of the micro-hybrid system 1 of FIG. 1,
• FIGS. 3 to 7 relate to processing sub-modules of an authorization to recover energy from a braking phase of a motor vehicle, of the control circuit 4 of FIG. particular examples of implementation of the method, and - Figures 8 and 9 relate to processing sub-modules of a cancellation of the authorization to recover energy, the control circuit 4 of Figure 1, according to particular examples of implementation of the method.
• FIG. 1 shows a micro-hybrid regenerative braking system 1 comprising a polyphase rotating electrical machine 2, an analog digital converter 3, a control circuit 4, and a means 5 associated with the control circuit 4.
• the electric machine polyphase rotating 2 is formed in this example by a motor vehicle alternator.
• the machine 2 may be reversible and thus form a motor vehicle alternator starter.
• the alternator / starter 2 is capable, in addition to being rotated by a heat engine 9 to produce electrical energy (alternator mode), to transmit a torque to this engine 9 for a start ( starter mode).
• the machine 2 will be mentioned as an alternator, but could be an alternator-starter.
• the alternator 2 is used in a recuperative braking type architecture, in order to transform a portion of the mechanical energy from a braking phase of the vehicle into electrical energy.
• the alternator 2, the converter 3 and an energy storage unit 8 are connected in series.
• the energy storage unit 8 comprises at least one electrochemical supply battery, for example of the lead-acid battery type.
• this electrochemical battery 8 may comprise lithium or nickel.
• This battery 8 makes it possible, in addition to supplying a starter 2 during a starting phase (motor mode), to supply electrical energy to consumers.
• vehicle for example headlamps, a car radio, an air conditioning system, wipers.
• the converter 3 allows electrical energy transfers between the alternator 2 and the electrical distribution network 7, these transfers being in particular controlled by the circuit control 4 connected to the converter 3.
• the electrical energy transfers are bidirectional between said alternator-starter 2 and the battery 8.
• the converter 3 is reversible.
• the control circuit 4 of the micro-hybrid system 1 can be built around a microprocessor.
• the microprocessor 4 controls the converter 3 to take a DC voltage from the battery 8 to power a starter, or the alternator-starter.
• the microprocessor 4 controls the converter 3 to take alternating voltages from the alternator 2 to, on the one hand, charge the battery 8, and on the other hand, power the electrical consumers of the vehicle.
• the microprocessor 4 is also connected to a motor control unit 10 capable of managing the heat engine 9.
• the micro-hybrid system 1 comprises a management and monitoring module 11 and sensors 12.
• the management and monitoring module 11 can be implemented at least partially in the microprocessor 4.
• the management and monitoring module 11 may be implanted in a means provided for receiving the sensors 12, said means being able to be placed close to the battery 8.
• kinetic energy is recoverable to be transformed by the alternator 2 into electrical energy and then supplied to the network 7.
• the associated means 5 of the control circuit 4 establishes a control method for recovering at least partially the energy resulting from braking phases and acts on the network 7 via the converter 3.
• FIG. 2 relates to a graph illustrating different phases of life of the micro-hybrid system 1, with abscissa the phases in time, and ordinate information representative of the energy state of the battery.
• control circuit 4 and its associated means 5 will now be described in more detail with reference to FIGS. 2 to 9. More specifically, each step of the control method of the invention illustrated by the life phases of the micro-hybrid system in FIG. 2 and implemented in this control circuit 4 is described in detail.
• FIG. 2 illustrates in a first phase 0 a normal charge of the battery 8, regulated by the alternator 2 as a function of the temperature of the battery 8, called Tbat in the following description.
• the energy recovery is not allowed in case of opportunity of a braking phase.
• FIG. 3 relates to a processing sub-module ST1 of an authorization to recover the energy produced during a braking phase when such an opportunity arises for the associated means 5.
• the management and monitoring module 11 obtains at step S101 a current delivered by the battery 8, called Ibat in the rest of the description.
• the current Ibat comes from the sensors 7. It is for example measured using a shunt.
• the current Ibat is then transmitted to a step S102 for determining the energy status information of the battery 8.
• Step S102 has substeps S1021 and S1022.
• the sub-step S1021 determines an energy balance of the battery 8, called CB in the remainder of the description, as a function of the current Ibat.
• the energy balance is determined by a sum of a quantity of incoming energy and a quantity of outgoing energy. These amounts of energy correspond to an integration of the current Ibat.
• a coefficient called coefficient of efficiency, can be assigned to at least a quantity of energy.
• the management and monitoring module 11 performs a comparison calculation with substep S1021 between the determined energy balance CB and a predetermined energy balance threshold value CBthi.
• This predetermined energy balance threshold value CBthi advantageously corresponds to a useful energy state of the battery 8, for example about 70% of its fully charged state.
• Step S103 comprises two substeps S1031 and S1032.
• the associated means 5 controls the sub-step S1031 the supply to the network 7 by the alternator 2 of a feed stream so as to obtain a substantially zero energy balance CB.
• the alternator provides exactly the amount of energy needed to power the electrical consumers on the network 7.
• a current sensor (not shown) may be arranged on the network so as to know exactly the energy requirement on the network 7, and the energy balance substantially zero would be obtained through a current control acting to control current Incoming and outgoing Ibat substantially invalid.
• the battery 8 retains a charging capacity for an opportunity of a braking phase.
• the associated means 5 allows the substep S1032 energy recovery
• FIG. 2 illustrates a phase 1 during which the energy balance CB of the battery is constant, corresponding to a rolling phase of the vehicle, without braking.
• a phase 2 illustrates a decrease in the energy balance CB followed by an increase in this balance CB, so as to have a zero Ibat current as explained above.
• a phase 3 illustrates a braking of the motor vehicle and an opportunity to recover the energy resulting from this braking concretized. Indeed, the energy balance CB increases and therefore the energy state of the battery also.
• phase 4 illustrates the same situation as phase 1 and then during phase 5 a new opportunity to recover the energy resulting from a concrete braking.
• FIG. 4 relates to a processing sub-module ST2 of an authorization to recover the energy produced during a braking phase when such an opportunity arises for the associated means 5.
• the management and monitoring module 11 obtains a current Ibat in step S111.
• the current Ibat is then transmitted to a step S112 for determining the energy status information of the battery 8.
• Step S112 has substeps S1121 and S1122.
• the sub-step S1121 determines the energy balance CB of the battery 8, as a function of the current Ibat.
• the management and monitoring module 11 then performs a comparison calculation with substep S1121 between the determined energy balance CB and a predetermined energy balance threshold value CBth2.
• This predetermined energy balance threshold value CBth2 advantageously corresponds to an initial optimum energy state of the battery 8, for example corresponding to approximately 85% of its fully charged state.
• the threshold value CBth2 may, for example, correspond to a value of approximately 50OmAh entered in the battery 8 (mAh for MiIIi Ampere Hour, symbol of the unit of electric charge), in the case where the battery 8 has a total capacitance of about 60Ah. If the comparison calculation results in an energy balance CB less than or equal to CBth2, the result is transmitted to the associated means 5 which deactivates the processing sub-module ST2 in a step S114.
• Step S113 comprises two substeps S1131 and S1132.
• the associated means 5 controls the substep S1131 a decrease in the energy state of the battery 8, with a current entering Ibat zero and a positive outgoing Ibat current, so as to obtain a negative energy balance CB.
• the alternator does not regulate and the electrical consumers on the network 7 are only powered by the battery 8. This allows to degrade the energy state of the battery to make available a load capacity for an opportunity after a braking phase.
• the processing sub-module ST2 could be implemented initially.
• the processing sub-module ST1 could only be optional, depending on the micro-hybrid systems.
• phase 6 illustrated in FIG. 2 the energy balance CB increases thanks to a braking phase enabling energy recovery and its partial storage in the battery 8.
• a phase 7 illustrates a phase without braking, and therefore a decrease in the energy balance CB.
• phase 8 illustrates again a braking of the motor vehicle and an opportunity to recover the energy resulting from this braking concretized. Indeed, the energy balance CB increases and therefore the energy state of the battery 8 also. The energy state of the maximum battery 8 is reached, corresponding to a state of full charge. The additional energy that can be recovered is passed on to the consumers on the grid 7. It is the alternator 2 that regulates the sharing of recovered energy. Phases 9 and 10 illustrate the same situation as phase 7 except that the decrease in the energy state is greater, for example due to a high electrical need at the level of consumers on the network, including air conditioning.
• FIG. 5 relates to a processing sub-module ST3 for maintaining an authorization to recover the energy produced during a braking phase when such an opportunity arises for the associated means 5.
• the management and monitoring module 11 obtains in phase S121 a current Ibat.
• the current Ibat is then transmitted to a step S122 for determining the energy state information of the battery 8.
• the step S122 comprises substeps S1221 and S1222.
• the substep S1221 determines the energy balance CB of the battery 8, as a function of the current Ibat.
• the management and monitoring module 11 then performs a comparison calculation with the sub-step S1221 between the determined energy balance CB and a predetermined energy balance threshold value CBth3.
• This predetermined energy balance threshold value CBth3 corresponds to an energy state lower than the initial optimum energy state of the battery 8, and can correspond substantially to the useful energy state.
• the threshold value CBth3 may correspond to a decrease of about 80OmAh in the charge of the battery 8.
• Step S123 comprises two substeps S1231 and S1232.
• the associated means 5 controls the sub-step S1231 the supply to the network
• Figure 2 illustrates phases 11 and 12 similar to phases 1 and 2.
• a phase 13 corresponds to a very rapid decrease in the energy state of the battery 8, for example following a stopping phase of the vehicle, where a large number of consumers have been put into service, generating an electrical need very large compared to the electrical need before stopping the vehicle.
• the phases 12 to 14 can also take place in the various embodiments of the method according to the invention detailed below, in particular illustrated in FIGS. 6 and 7.
• FIG. 6 relates to a processing sub-module ST4 for maintaining an authorization to recover the energy produced during a braking phase when such an opportunity arises for the associated means 5.
• the management and monitoring module 11 obtains the current Ibat at step S131.
• the current Ibat is then transmitted to a step S132 which comprises a sub-step S 1321.
• the substep S1321 performs a comparison calculation between the current Ibat and a predetermined threshold value Ith.
• This predetermined threshold value Ith can correspond to a value of the current Ibat of about -50A.
• Step S133 comprises two substeps S1331 and S1332 which are respectively identical to substeps S1231 and S1232.
• the associated means 5 therefore controls the sub-step S1331 the supply to the network 7 by the alternator 2 of a feed stream so as to obtain a substantially zero energy balance CB.
• FIG. 7 relates to a processing sub-module ST5 for maintaining an authorization to recover the energy produced during a braking phase when such an opportunity arises for the associated means 5.
• the management and monitoring module 11 obtains at step S141 the voltage Ubat.
• the voltage Ubat is then transmitted to a step S142 for determining the energy state information of the battery 8, which comprises a substep S1421.
• Sub-step S1421 performs a comparison calculation between the obtained voltage Ubat and a predetermined voltage threshold value, called Uth1.
• Uth1 a predetermined voltage threshold value
• the voltage Uth1 can range from about 11.5V to about 12.5V for a 14V lead-acid battery.
• Step S143 comprises two substeps S1431 and S1432 which are respectively identical to substeps S1231 and S1232.
• the associated means 5 therefore controls the sub-step S1431 the supply to the network 7 by the alternator 2 of a feed stream so as to obtain a substantially zero energy balance.
• the submodule ST6 could be activated during the phases 1 to 13, that is to say as soon as an authorization to recover the energy would be controlled.
• the management and monitoring module 11 obtains a current Ibat at step S151.
• the current Ibat is then transmitted to a step S152 for determining the energy state information of the battery 8.
• Step S152 has substeps S1521 and S1522.
• Sub-step S1521 determines the energy balance CB of the battery 8, as a function of the current Ibat.
• the management and monitoring module 11 then performs a comparison calculation with substep S1521 between the determined energy balance CB and a predetermined energy balance threshold value CBth4.
• This predetermined energy balance threshold value CBth4 corresponds to a critical energy state, for example about 60% of the state of full charge. If the comparison calculation results in an energy balance CB greater than or equal to CBth4, the result is transmitted to the associated means 5 which deactivates the processing sub-module ST6 at a step S154.
• the comparison calculation results in a CB energy balance lower than CBth4, as illustrated in phase 14 of FIG. 2, the result is transmitted to the associated means 5 which controls, at a step S153, the micro-hybrid system via the microprocessor 4 to cancel an authorization to recover energy
• Step S153 comprises two substeps S1531 and S1532.
• the associated means 5 controls the substep S1531 a normal regulation of the current Ibat as a function of the temperature Tbat.
• Phase 14 is therefore similar to phase 0 illustrated in FIG. 2, the network 7 being powered electrically by alternator 2.
• FIG. 9 relates to an ST7 processing sub-module for canceling an authorization to recover the energy produced during a braking phase when such an opportunity arises for the associated means 5.
• This sub-module ST7 is activated during the phases 1 to 5, 12 and 14 where an authorization to recover the energy is authorized in accordance with FIGS. 4 to 7, and deals with the steps S161 to S164 of the control method to cancel an authorization of recover energy from a braking phase of the vehicle
• the ST7 sub-module could be activated during phases 1 to 13, ie when an authorization to recover energy would be ordered.
• the management and monitoring module 11 obtains at step S161 a voltage Ubat.
• Step S162 comprises a substep S1621 which performs a comparison calculation between the obtained voltage Ubat and a predetermined voltage threshold value, called Uthc.
• This threshold value Uthc corresponds to a critical energy state.
• the voltage Uthc can be between 11V and 12V for a 14V lead-acid battery.
• Step S163 comprises two substeps S1631 and S1632 which are similar to substeps S1531 and S1532 illustrated in FIG. 8.
• the associated means 5 controls the substep S1631 a normal regulation of the current Ibat as a function of the temperature Tbat.
• Phase 14 is therefore similar to phase 0 illustrated in FIG. 2, the network 7 being powered electrically by alternator 2.
• the means 5 can associate the representative information SA and RR with threshold values of the energy state of the battery 8.

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• Combustion & Propulsion (AREA)
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• Automation & Control Theory (AREA)
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• 2008
  • 2008-10-24 FR FR0857238A patent/FR2937593B1/fr active Active
• 2009
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  • 2009-10-05 JP JP2011532684A patent/JP2012506691A/ja active Pending
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