• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Method for managing the energy of a hybrid vehicle comprising a heat engine (1), one or more electric traction machines (2), at least one high voltage traction battery (4), an onboard battery (6) at low voltage for the accessories (8) of the vehicle, a current inverter (3) able to convert the DC currents supplied by the traction battery (2) and the onboard battery (6) into alternating currents for the electric machine (2), and a current transformer (7) adapted to convert the high voltage current of the traction battery (4) into a low voltage current of the onboard battery (6), characterized in that the transformer (7) has a reversible operation to take advantage of the available energy stock in the low voltage battery (6) not to draw energy from the high voltage battery (4) when it has a relatively low charge level (SOC) .
    公开号:FR3014803A1
    申请号:FR1362679
    申请日:2013-12-16
    公开日:2015-06-19
    发明作者:Maxime Debert；Ahmed Ketfi-Cherif；Karima Nair
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the management of the energy of a hybrid vehicle. More specifically, it relates to a method and an energy management device of a hybrid vehicle having a heat engine and one or more electric traction machines.
    [0002] A powertrain of a hybrid-powered, or hybrid, drive vehicle comprises a heat engine and one or more electric machines, powered by at least one traction battery on board the vehicle. The power supply of the electric machine (s) is ensured by one or more high voltage batteries, while the general electrical architecture of the vehicle (starter, equipment, air conditioning, etc.) is powered by from a low voltage onboard battery. The vehicle has several organs to ensure its movement. Its energy management device has a degree of freedom to achieve the torque requested by the driver, namely the distribution of power between the engine and the electric machine. Optimization of the management of energy flows can meet various objectives, such as, for example, the dynamic performance of the vehicle, the minimization of fuel consumption, or the limitation of emissions of carbon dioxide or pollutant particles. The principle applied to choose the best operating point may be to minimize a fuel consumption criterion in grams per unit of time (g / h), equal to the sum of the consumption of the engine "Conso Mth (g / h) And electrical consumption by weighting the Phatteile electric energy (W) by a weighting or equivalence factor K in an equation of the type: Criterion (g / h) = Conso Mth (g / h) + K. Phatteile (W). The equivalence factor represents the cost of the electrical energy stored in the battery. It can be controlled in various ways, in particular in a discrete manner according to the instantaneous state of energy of the battery (it is all the higher as the charge of the battery is low), and according to the driving conditions of the vehicle, for example in accordance with the teaching of the publication FR 2 988 674. By calling F the torque requested by the driver, TSG the electrical torque and Tua> the thermal torque, the distribution of the torque between the two sources motor can be written7 -Tsc + Tf: E. Expressed as fuel, the energy consumption criterion C on an operating point of the GMP, is written as the sum of the fuel consumption Qfuel (depending on the TCE and ocE torque) and the fuel consumption translated into fuel equivalent. consumed C 2 - The electrical balance of the battery Pbat is then the sum of the electrical drive power cosy. Tsé, and losses P10, electrical from the electrical machine and the inverter delivering to it an AC voltage from the battery: P '- Tt1. 512 ± -D '31_7, - As summarized in Figure 1, the calculation made on the basis of the torque requested by the driver, Tdri' of the thermal regime ocE, and the equivalence factor K of the high-voltage battery, allows for determine at each moment the value of the optimal TSG electrical torque. However, the speed of the electric machine and that of the heat engine being proportional to each transmission ratio, the only degree of freedom allowing the energy optimization of the GMP, is the electric torque TSG - The present invention aims to improve the energy optimization of a hybrid GMP, by introducing in the calculation of the optimal consumption, an additional degree of freedom.
    [0003] For this purpose, it plans to take into account the energy contained in the low-voltage battery, in the energy management of the vehicle. For this purpose, it plans to use a reversible transformer to take advantage of the available energy stored in the vehicle battery, so as not to draw energy from the traction battery, when it has a charge level too low. The proposed method relies on the choice of an operating point, in response to the driver's torque demand, involving the minimum fuel consumption in the engine. This operating point is determined by imposing on the electric machine the provision of a torque that minimizes a cumulative fuel consumption criterion through the consumption of the engine, the power consumed in the traction battery, and the power consumed in the engine. battery on board. The energy stored in the vehicle's battery, generally not taken into account in the energy flows of a hybrid vehicle, is used. The proposed measures exploit the potential of the vehicle's battery in the management of energy flows, in particular to minimize the energy consumption criterion, and optimize the management of the power consumed by the vehicle accessories. By taking into account this energy reservoir and optimizing its operation, it is possible to reduce the overall energy consumption of the vehicle. The benefits of this strategy are all the more important as the traction battery has a low energy storage capacity. Other characteristics and advantages of the present invention will emerge clearly from the following description of a nonlimiting embodiment thereof, with reference to the appended drawings, in which: FIG. 1 is an implanted optimization algorithm in GMP Hybrid calculator, - 2 - Figure 2 is a hybrid electric vehicle architecture diagram, - Figure 3 is a new optimization algorithm including an additional degree of freedom, - Figure 4 shows the electrical flows in traction with a charged 14V battery, - figure 5 shows the electric flows in charge with a charged 14V battery, - figure 6 shows the electrical flows in traction with two charged batteries, - figure 7 shows the electrical flows in traction with the 14V battery very lightly charged, and - Figure 8 shows the electric flows in charge with the battery 14V very weakly charged.
    [0004] FIG. 1 summarizes the basic principle of energy optimization on a hybrid vehicle, which leads to imposing on the electric machine a torque setpoint TsG making it possible to optimize the fuel consumption criterion expressed in grams of equivalents. fuel (g) per hour (h) in the equation: Criterion (g / h) = Conso Mth (g / h) + K. Battery (W). The vehicle concerned comprises a heat engine 1. It may comprise one or more electrical traction machines 2, at least one high voltage traction battery 4 and a low voltage on-board battery 6 for the accessories 8 of the vehicle. A current inverter 3 converts the DC currents supplied by the traction battery 2 and the on-board battery 6 into alternating currents for the electric machine 2. A current transformer 7 converts the high-voltage current of the traction battery 4 , in low voltage current of the on-board battery 6. In this optimization calculation, the input variables are the engine torque demand interpreted from the action of the driver on the accelerator pedal, the engine speed thermal ocE and the equivalence factor K, taking into account the state of charge of the battery (SOC). The electric torque Tsé, related to the equivalence factor K, is the only degree of freedom to determine the operating point of the GMP. The new optimization technique exploits an additional degree of freedom in this type of calculation. The energy distribution is always carried out between electrical power and thermal power, but the invention takes into account the energy buffer available in the battery of the low voltage network, to calculate the electrical torque.
    [0005] In Figure 2, there is schematically shown the energy management device of a hybrid vehicle concerned. This device comprises a heat engine 1, one or more electrical traction machines 2, at least one high-voltage traction battery 4, a low-voltage on-board battery 6 for the accessories 8 of the vehicle. The heat engine 1 of the vehicle is mechanically connected by the transmission to the electric machine 2 which delivers the electric traction torque TSF. The inverter 3 transforms the DC currents supplied by the traction battery 4 and the on-board battery 6 into alternating currents for the electric machine 2. According to the invention, the transformer 7 has a reversible operation, which allows to take advantage of the available energy stored in the low-voltage battery 6 so as not to draw energy from the high-voltage battery 4, when the latter has a charge level (SOC) which is too low. Now, the point of operation of the hybrid vehicle involving the minimum fuel consumption in the engine is determined by imposing on the electric machine 2 a TSG torque that minimizes a cumulative fuel consumption criterion through the consumption of the engine ConsoMth (g / h), the power consumed in the PbatHT traction battery, and also the power consumed in the battery Pbat "- On each operating point of the GMP, the values of the electrical torque TSG and the inherent power of the transformer Ppc / Dc making it possible to minimize the cumulative fuel consumption criterion -6- (ConsoMth (g / h) .This new regulation is governed by the following equations (in which a negative power in recharge): PET (') Sf: ". where PBTbat is the power consumed in the high-voltage battery 4, and PBTbat is and that which is consumed in the Low voltage battery 6. The power consumed in the transformer 7 is PDC / DC. The power consumed in the high-voltage battery _Pbar is the sum of the electric traction energy supplied to the wheels of the cozy vehicle. Tse, electrical losses Ploss of the electrical machine 2 and the inverter 3, and the power P_DcApc consumed in the converter 7. The power Phat-BT consumed in the low voltage battery 6 is equal to the sum of the power P, , consumed in the accessories 8 and power -PDctoc provided by the converter 7. If the high voltage battery 4 is a 48V battery (48 volts) and the low voltage battery 6 14V (14 volts), the consumption criterion to find the operating point with the minimum fuel consumption is in this example: Criterion g / h) = Conso Mth + K Phatterie_48V (W) + K. Phatterie_14V (W) In this equation, the power consumed in the battery _Pbar (48Vbattery) and the power consumed in the PbatBT battery (14Vbattery) are modulated in the cumulative consumption criterion (ConsoMth (g / h), by equivalence factors K, K 'taking into account their charge levels The power of the low voltage battery is modulated by its own equivalence factor K '. This gives for each operating point of the GMP a pair of values (Tsé, Pacidc) r which allows to minimize the fuel consumption. The degrees of freedom of the new calculation are now the electric torque, and the inherent power of the transformer Pac / ac, which are derived from the state of the two equivalence factors K and K '. The new algorithm for calculating the minimum consumption, is shown diagrammatically in FIG. 3. In addition to the three calculation inputs in the block of FIG. 1, the equivalence factor K 'of the battery 14V, which depends on the level of charge (SOE) thereof. Moreover, instead of only charging the 48V battery by the engine (in generator mode), as is currently the case, the invention proposes to distribute the load between the two batteries. The electric charge supplied by the electric machine 2 operating as a generator is distributed between the traction battery 4 and the on-board battery 6. As soon as the battery 14V is recharged regularly, the energy transfer of the battery of 48V on the battery to supply the accessories, which was accompanied by a loss of efficiency, can be avoided. For this, the control now covers not only the electric torque TSG, but also the power Pdc / dc of the transformer 7. If for example, the 14V battery is heavily loaded, its equivalence factor K 'is low. The 48V battery discharged. Its own equivalence factor K is high (see Figure 4). In traction, the new minimization criterion tends to increase the share of the low voltage to the detriment of that of the high voltage battery in the supply of electrical energy to the wheels. Since the electric machine must be powered, adjustment is made to the battery power transferred to the low voltage Pac / ac. This decreases, so that the share of the 14V battery in the accessories supply increases, while that of the battery of 48V decreases. According to FIG. 4, the battery 48V can then supply only the electric machine 2, while the battery 14V is alone to supply the accessories 8. In charging mode (see FIG. 5), the consumption of the heat engine is zero, so that the minimization of the energy criterion depends only on the distribution of the electrical energy to be distributed, between the battery 14V and the battery 48V. Since the equivalence factor K of the traction battery (48V) is high, the function minimizes the 48V battery. As the equivalence factor K 'of the on-board battery is low, it increases P -battery 14V. Pdc / d, tends to 0, so that the recharge only performs the electric motor to the traction battery, while the 14V battery supplies the accessories 8 autonomously.
    [0006] In traction mode, with the two heavily charged batteries (see Figure 6), the two equivalence factors K and K 'are very low. The minimization function tends to impose the use of the two batteries, and thus also to decrease Pc / c / ci, since K 'is low. The 14V battery powers the accessories alone, and the 48V battery dedicates all its energy to electric traction. In this situation, no fuel is consumed. In traction mode with the 14V battery virtually discharged and the 48V battery charged (see Figure 7), the 48V battery delivers power to both the 14V battery and the electric motor. In charging mode with the 14V battery virtually discharged and the 48V battery charged (see figure 8), recharging the 14V battery is preferred. If the charging torque is strong enough, it is possible to simultaneously charge the 48V battery.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Method for managing the energy of a hybrid vehicle comprising a heat engine (1), one or more electric traction machines (2), at least one high voltage traction battery (4), an onboard battery (6) at low voltage for the accessories (8) of the vehicle, a current inverter (3) able to convert the DC currents supplied by the traction battery (2) and the onboard battery (6) into alternating currents for the electric machine (2), and a current transformer (7) adapted to convert the high voltage current of the traction battery (4) into a low voltage current of the onboard battery (6), characterized in that the transformer (7) has a reversible operation to take advantage of the available energy stock in the low voltage battery (6) to not draw energy from the high voltage battery (4) when it has a relatively low charge level (SOC).
    [0002]
    2. A method of energy management according to claim 1, characterized in that the point of operation of the vehicle involving the minimum fuel consumption in the engine is determined by imposing on the electric machine (2) a torque (TSF). ) minimizing a cumulative fuel consumption criterion through the consumption of the heat engine (ConsoMth (g / h), the power consumed in the traction battery (Pbatl), and the power consumed in the on-board battery (PbatBT) ) 30
    [0003]
    3. Energy management method according to claim 2, characterized in that the power consumed in the traction battery (Pbar) and the power consumed in the battery (PbatBT) are modulated by equivalence factors (K , K ') taking into account their respective charge levels.
    [0004]
    4. Energy management method according to claim 3, characterized in that the power consumed in the high voltage battery (_Pba) is the sum of the electric traction energy supplied (0s.G.Ts.G. ), electrical losses (P10,) of the electrical machine (2) and the inverter (3), and power (PDC / Dc) consumed in the converter (7).
    [0005]
    5. Energy management method according to claim 3 or 4, characterized in that the power (PbatBT) consumed in the low-voltage battery (6) is equal to the sum of the power (Pacc) consumed in the accessories (8). and the power (-PDC / Dc) provided by the converter (7).
    [0006]
    6. Energy management method according to claim 3, 4 or 5, characterized in that the values of the electric torque (TSF) and the eigenpower (PDC / Dc) are determined on each operating point of the motor. of the transformer (7), making it possible to minimize the cumulative fuel consumption criterion (ConsoMth (g / h).
    [0007]
    7. Energy management method according to one of the preceding claims, characterized in that the electric charge supplied by the electric machine (2) operating as a generator is distributed between the traction battery (4) and the battery board (6).
    [0008]
    8. Device for energy management of a hybrid vehicle comprising a heat engine (1), one or more electric traction machines (2), at least one high voltage traction battery (4), an on-board battery (6) low voltage for the accessories (8) of the vehicle, a current inverter (3) able to convert the DC currents supplied by the traction battery (2) and the battery board (6) into alternating currents for the electric machine (2), characterized in that it comprises between the traction battery (4) and the battery board (6) a reversible current transformer (7) whose own power (PDC / Dc) is determined on each operating point of the engine, as well as the value of the traction torque (TSF) imposed on the electric machine (2), so as to minimize, a fuel consumption criterion (ConsoMth (g / h) cumulating the consumption of the thermal engine (ConsoMth (g / h), the power (PhatE7) consumed in the batt traction power (4), and the power (11'1,27) consumed in the on-board battery (6).
    [0009]
    9. Management device according to claim 8, characterized in that the value of the traction torque (Tsé) and the power (PDC / Dc) of the transformer are derived from the state of two equivalence factors (K, K '), respectively modulating the portion of the power (Pbar) consumed in the traction battery (4), and the power (11'1,27) 10 consumed in the on-board battery (6).
    [0010]
    10. Management device according to claim 9, characterized in that the equivalence factors (K, K ') depend on the respective load level of the traction battery (4) and the vehicle battery (6). . 15
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    同族专利:
    公开号 | 公开日
    EP3083323B1|2022-01-05|
    FR3014803B1|2017-11-03|
    EP3083323A2|2016-10-26|
    CN106414146B|2020-06-19|
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    WO2015092173A2|2015-06-25|
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    引用文献:
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362679A|FR3014803B1|2013-12-16|2013-12-16|METHOD AND DEVICE FOR MANAGING THE ENERGY OF A HYBRID VEHICLE|FR1362679A| FR3014803B1|2013-12-16|2013-12-16|METHOD AND DEVICE FOR MANAGING THE ENERGY OF A HYBRID VEHICLE|
    JP2016558281A| JP6518684B2|2013-12-16|2014-11-04|Method and apparatus for managing energy of a hybrid vehicle|
    US15/036,630| US9783190B2|2013-12-16|2014-11-04|Method and device for managing the energy of a hybrid vehicle|
    EP14809917.9A| EP3083323B1|2013-12-16|2014-11-04|Method and device for managing the energy of a hybrid vehicle|
    PCT/FR2014/052796| WO2015092173A2|2013-12-16|2014-11-04|Method and device for managing the energy of a hybrid vehicle|
    CN201480064944.3A| CN106414146B|2013-12-16|2014-11-04|Method and apparatus for managing energy of hybrid vehicle|
    KR1020167015614A| KR102186032B1|2013-12-16|2014-11-04|Method and device for managing the energy of a hybrid vehicle|
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