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
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • 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
  • 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
  • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/08—Introducing corrections for particular operating conditions for idling
  • F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
  • H02J7/1446—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in response to parameters of a vehicle
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/80—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including monitoring or indicating arrangements
  • H02J7/82—Control of state of charge [SOC]
• • 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
  • B60W30/18072—Coasting
  • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
• • 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
  • B60W2510/08—Electric propulsion units
  • B60W2510/085—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
  • 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
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/30—Auxiliary equipments
  • B60W2510/305—Power absorbed by auxiliaries
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0644—Engine speed
  • B60W2710/065—Idle condition
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0644—Engine speed
  • B60W2710/0655—Coasting condition
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
  • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
  • H02J2105/33—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles
  • H02J2105/37—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles exchanging power with electric vehicles [EV] or with hybrid electric vehicles [HEV]

Definitions

• the present invention relates to the automotive field, in particular to the management of the production of electrical energy and the management of the speed of the engine of the vehicle.
• the engine speed of a vehicle influences its emissions and consumption, but also its ability to produce the electrical energy necessary for the operation of different electrical consumers.
• Document EP213871 1 discloses a system for stopping and automatically restarting the engine of a vehicle taking into account the state of charge of the battery to decide to stop or restart the engine of the vehicle.
• the only consideration of the state of charge of the battery is not enough to know if the vehicle is able to provide enough electrical power, to meet the needs of different electrical consumers activated.
• the objective of this invention is thus to predict at any moment, if the vehicle will be able to supply enough electrical energy, to meet the needs of the various activated electrical consumers, in the case where the engine speed of the vehicle would come in particular to to be reduced.
• the invention provides a method for determining an energy state of an electrical energy supply system connected to a heat engine and to electrical consumers, this system comprising:
• a storer of electrical energy comprising a step of determining the current load level of the storer, and furthermore the steps of:
• the electrical energy supply system is in a so-called nominal current energy state guaranteeing a nominal supply of electrical energy to the activated electrical consumers if the current load level of the storer is greater than a determined load level for which it is it is judged that the storer has sufficient reserve to overcome an increase in the load on the electrical consumers and that the current electrical power generation capacity of the electrical machine is below a determined threshold for which the electrical machine can provide the nominal supply of electrical energy to activated electrical consumers.
• the method further comprises the steps of:
• the invention also relates to a method for controlling a vehicle comprising an electric power supply system connected to a heat engine and to electrical consumers, comprising the preceding method, and wherein if it is decided that the system is not in a state of critical electrical shortage, it allows the control of the engine at the target engine speed determined.
• the duration of the confirmation time window is between 1 and 10 seconds.
• the target engine speed is an idle engine speed associated with the displacement of the vehicle in freewheel mode.
• the idle engine speed associated with the displacement of the vehicle in freewheel mode is increased by a determined value, if the maximum power generation capacity of the electric machine at the idle engine speed is reached.
• the idle speed increase value associated with the displacement of the vehicle in freewheel mode is between 100 and 150 revolutions per minute.
• the invention also relates to an electronic computer, characterized in that it comprises the acquisition means, software instructions processing stored in a memory and control means required for the implementation of a method of the invention.
• the invention also relates to a vehicle comprising a system for supplying electrical energy connected to a heat engine and to electrical consumers, this system comprising:
• FIG. 1 is a schematic representation of a electrical architecture of a vehicle equipped with a heat engine for which the invention can be implemented.
• FIG. 2 is a schematic representation of a predictor of shortage of electrical energy of the invention.
• FIG. 3 is a diagrammatic representation of an adaptation of the electrical energy shortage predictor of the invention to free wheel running of a vehicle.
• FIG. 1 shows an electrical vehicle architecture comprising an electrical energy storage unit 1, for example a battery, for example an electrochemical battery, an electric machine such as an alternator 2, an edge network 3 of the vehicle assembling the parts of the vehicle that consume electrical energy, these consumers of electrical energy can each be activated or deactivated as needed.
• the storer of electrical energy 1 is electrically connected to the electrical machine and to the on-board network and has a mass M.
• the edge network 3 is electrically connected to the electric machine 2 and to an electrical ground M.
• the electric machine 2 is mechanically connected to a heat engine 4 so that it can take mechanical energy from the heat engine 4 to produce electrical energy.
• the assembly consisting of the electric machine 2 and the electrical energy storage unit 1 forms the electrical energy supply system of the vehicle edge network 4.
• the electrical energy supply system makes it possible to supply the electrical consumers, either from electrical energy previously stored in the electrical energy store 1, or by converting the mechanical energy produced by the heat engine 4 into electrical energy by means of the electric machine 2.
• a first module 20 has the function of calculating the current energy state, that is to say at the present time of the operation of the vehicle.
• the electrical power supply system is considered to be in a "Nominal" state when both of the following conditions are met:
• the electrical energy stored in the storer 1 is greater than a previously defined threshold.
• the predetermined threshold may be a load level of the storer 1 greater than 80%.
• the electrical energy supply system is capable of guaranteeing the supply of electrical energy to the various activated electrical consumers solely by converting mechanical energy into electrical energy.
• the electrical energy supply system is in a "degraded" state, ie when: the stored electrical energy is below the previously defined threshold or when it is is not able to guarantee the supply of electrical energy to the various activated consumers, solely by converting mechanical energy into electrical energy.
• This first module 20 uses as input:
• -A representative information 20a of the current load level of the storer 1 of electrical energy of the vehicle can be a state of charge of the storer 1, commonly designated SOC (acronym for the English expression State Of Charge).
• -A 20b information representative of the current power generation capacity of the electric machine 2 and its saturation. The current capacity represents the current fraction of electric power generation of the electric machine 2 relative to its maximum capacity.
• this information can be a Cyclic Ratio of Opening (RCO) of the excitation circuit of this alternator.
• This information makes it possible to determine the current generating capacity of the alternator as well as its saturation (for example a 70% RCO indicates that the generator's current electrical energy production capacity is at 70% of its maximum, that he therefore still has a reserve of 30% before saturation at 100%).
• This first module 20 decides and outputs an information 20c representative of the current energy state of the electrical energy supply system, for example in the form of a boolean, to translate the state either "Nominal" or "Degraded".
• this module 20 therefore constantly checks that:
• SOCJim state of charge
• SOCJim state of charge
• the electric machine 2 of the vehicle is capable of guaranteeing only the supply of electrical energy to the various consumers, solely by conversion of mechanical energy into electrical energy. This is verified if the current duty cycle, RCO, is less than a threshold value, RCO_alt_lim, for which the electric machine 2 can alone provide the nominal supply of electrical energy to the activated electrical consumers, that is to say without the recourse to the energy stored in the storer 1.
• This threshold value may be the saturation threshold of 100% or better, which takes a safety margin and therefore in this case may be 80%.
• a second module 21 has the function of calculating the energy state of the electrical energy supply system, for a target engine speed, that is to say for which one would like to operate the vehicle engine, in the optical reduction of CO2 emissions and / or reduction of fuel consumption. This module aims to predict whether, at this target engine speed, the electric power supply system will still be able to supply electrical consumers powered solely by conversion of mechanical energy into electrical energy supplied by the electric machine, without recourse to the energy stored in the electrical storage unit.
• this second module 21 determines whether the electrical energy supply system of the vehicle will be able to satisfy its various electrical energy needs, in the event of a transition to a life stage characterized by a decrease in the maximum energy potential. mechanical, available to be converted into electrical energy. This phase of life results in a decrease in the engine speed of the vehicle, which implies a reduction in the maximum mechanical energy that can be taken by the electric machine 2, an alternator for example.
• This second module 21 calculates at each instant, the current electrical energy needed to power the various electrical consumers activated on the vehicle, at the time of calculation.
• This second module 21 also predicts the maximum electrical energy that can be provided by the electrical energy supply system of the vehicle, for a given target engine speed, lower than the current engine speed of the vehicle. These two values of electrical energy are compared, to decide on the possibility for the vehicle's electrical energy supply system, to always guarantee the supply of electrical energy to the consumers, solely by conversion of available mechanical energy into electrical energy. in the event of a decrease in the engine speed of the vehicle, to the desired target engine speed.
• This second module 21 uses as input:
• This second module 21 decides and outputs an information 21 d representative of the prediction of the energy state of the electric power supply system for the future target engine speed at which it is desired to operate the engine of the vehicle.
• the predicted energy state will be called "Nominal", when the maximum electrical energy that can be provided by the vehicle's electrical energy supply system at the desired target engine speed will be greater than the electrical energy required, to supply the various consumers. activated at the time of calculation.
• the predicted energy state will be said to be "Degraded” when the maximum electrical energy that can be supplied by the vehicle's electrical energy supply system at the desired engine speed will be less than the electrical energy required to power the various activated electrical consumers. at the time of calculation.
• This information 21c may be for example in the form of a boolean, to translate the state either "Nominal” or "Degraded".
• this second module determines:
• factor_correction_P_conso an adjustment factor taking into account the uncertainties on u_Prod and i_Prod. This factor can be a constant chosen to compensate for the maximum uncertainty or to be calibrated and determined by mapping.
• the maximum electrical power that can be supplied by the electric power supply system by the electric machine 2 to the target engine speed to which the engine of the vehicle is to be changed, Pelec_Max_dispo: Pelec_Max_dispo
• Target_mot the target engine speed at which the vehicle is to be driven, ie the information 21a
• Rend_Alt_bit_Max the efficiency of the electric machine 2, associated with the maximum current that it can provide at the given target regime, N_mot_cible,
• Torque_Alt_Fax_Max the torque taken by the electric machine 2, associated with the maximum current that it can supply at the given target speed, N_mot_cible,
• Report_Demul_Alt the gear ratio for calculating the speed of the electric machine 2 according to the given target speed, N_mot_cible,
• factor_correction_P_max a factor of adjustment of the computation taking into account the uncertainties of the aforementioned parameters. This factor can be a constant chosen to compensate for the maximum uncertainty or to be calibrated and determined by mapping.
• a third module 22 therefore has the function of determining if a risk of electrical shortage of the electrical power supply system is possible.
• This third module 22 uses for this input the information 20c and 21d respectively provided by the first and the second module 20 and 21.
• This third module 22 decides and outputs:
• an information 22a representative of the occurrence of a shortage of electrical energy of the electrical energy supply system of the vehicle.
• This information is the image of its ability to guarantee the supply of electrical energy to electrical consumers, both at the current engine speed of the vehicle, and at a future target engine speed, at which one wants to operate the vehicle.
• This information 22a may be for example in the form of a boolean, to translate the state is "Critical” or "Not Critical".
• This information 22a determined in real time can then be used to make engine speed control decisions, as part of a strategy for reducing CO2 emissions and reducing the fuel consumption of the vehicle.
• the clutch of the vehicle is open, which allows to decouple the engine of the wheels, and it is desired to keep the engine at an idle speed, for example around 800 at 900 rpm for a motor vehicle.
• This has the effect of making it possible to take better advantage of the kinetic energy of the vehicle and to reduce its fuel consumption.
• the vehicle consumes little fuel because the engine is idling and it advances with the kinetic energy accumulated until then. This is favored by the decoupling engine / wheels, which decreases the motor resistances that oppose the movement of the vehicle.
• Driving such a regime involves a decrease in the capacity of the electric machine 2 to produce electrical energy, which can be problematic if electric consumers consuming more energy than can provide the vehicle at this engine speed, are activated, including consumers related to vehicle safety.
• a decrease in the production of electrical energy can lead to a decrease in the level of charge of the battery, which will have an impact on the availability of functions such as shutdown and automatic restart of the engine.
• Figure 3 presents a complement to the modules presented in Figure 2. This complement presents two additional modules.
• a fourth module 30 has the function of determining the authorization for the vehicle to coast, which ensures that at constant power consumption before and during the coasting phase, the activated electrical consumers will always be correctly powered.
• This fourth module 30 uses as input:
• This fourth module 30 decides and outputs:
• an information 30a for example in the form of a boolean, to translate the authorization or not to the vehicle to coast.
• This authorization is thus based on the information 22a representative of the occurrence of a shortage of electrical energy of the electrical energy supply system of the vehicle, calculated for the engine speed associated with coasting.
• This target mode is usually a motor idle speed.
• the information 22a representative of the occurrence of a shortage of electrical energy of the electrical energy supply system of the vehicle is calculated and can take one or the other states already explained: "Critical” or "Not Critical".
• the third module 30 verifies that the information 22a is continuously in a "Not Critical" state during a confirmation time window.
• the duration of this confirmation window is advantageously between 1 and 10 seconds.
• the minimum duration is chosen so as to filter a transient "not critical" state, so as to ensure that at the current state, that is to say at the engine speed at the time of calculation, the vehicle is well able to provide enough electrical power to activated consumers.
• the maximum duration of the confirmation time window is chosen to be greater than the durations of the respective transient phases of the parameters used by the method.
• the third module 30 gives, via the information 30a, the authorization to the vehicle to be able to enter a phase of coasting at the associated target engine speed. This authorization remains valid as long as the information 22a remains in the "Not critical” state. If the information 22a goes to the "Critical” state before the end of the duration of the confirmation time window, then the third module 30 does not give, via the information 30a, the authorization to the vehicle to be able to enter a coasting phase.
• the engine is decoupled from the wheels, via the gearbox, thus reducing the friction resistance on the wheels linked to the engine. This reduces the fuel consumption and polluting emissions of the vehicle.
• the engine speed is also reduced to the target engine speed associated with this phase of life (idle speed). The end of this phase of life is only signified by the will of the driver, for example, the will to accelerate or slow down.
• the problem that may then arise is that of a change in the consumption of electrical energy of the consumers after the authorization of freewheeling. For example, new electrical consumers can be activated by the driver, after the freewheeling authorization, thus risking to impact the overall energy balance (constant production / higher electrical demand).
• a fifth module 31 has the function of determining, when the vehicle is in coasting mode if it is necessary to provide an increase in the engine speed associated with this mode of driving.
• This fifth module 31 uses as input:
• This fifth module 31 decides and outputs:
• a 31a information representative of a need or not to increase the speed of the engine, associated with the running mode of the vehicle coasting.
• the fifth module 31 transmits, via the information 31 has a value of increase of the idling speed of the engine 4, so as to increase the production of electrical energy of the electric machine 2, while remaining in the driving phase. freewheel. This increase value of the idle speed of the engine 4 associated with the displacement of the vehicle in freewheel mode is preferably between 100 and 150 rpm, which limits the feeling by the driver.
• All the modules of the invention may be housed in an electronic computer comprising the acquisition means, software instructions processing stored in a memory and control means required for the implementation of the invention.
• This invention makes it possible to predict, depending on the engine speed, whether the electrical energy production of the vehicle, will ensure the power supply of all activated electrical consumers, when the vehicle will reduce its engine speed. It is based on a current energy state of the vehicle, which depends on its ability to provide the electrical energy required by consumers at each moment on the one hand and on a prediction of the evolution of this energy state, for a new target engine speed, to reach the other.
• This invention makes it possible to determine, if the vehicle is exposed to a state of shortage of electrical energy, in the case where a reduction of its engine speed is desirable, for reasons of reduction of CO 2 emissions for example.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Automation & Control Theory (AREA)
• Power Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Hybrid Electric Vehicles (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=56322120

Family Applications (1)

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• 2016
  • 2016-04-19 FR FR1653429A patent/FR3050160B1/fr not_active Expired - Fee Related
• 2017
  • 2017-03-15 CN CN201780024159.9A patent/CN109072797B/zh active Active
  • 2017-03-15 WO PCT/FR2017/050602 patent/WO2017182722A1/fr not_active Ceased
  • 2017-03-15 EP EP17717776.3A patent/EP3445962A1/de not_active Withdrawn

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