Classifications

• • 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
  • H02J7/1423—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 with multiple batteries
• • 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]
  • B60L58/13—Maintaining the SoC within a determined range
• • 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]
  • B60L58/14—Preventing excessive discharging
• • 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
  • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
  • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
• • 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
  • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
  • H02J1/08—Three-wire DC power distribution systems; Systems having more than three wires
  • H02J1/082—DC supplies with two or more different DC voltage levels
• • 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
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/547—Voltage
• • 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

Definitions

• the present application relates to a system and a method for supplying electric power to a motor vehicle comprising a dual network, in particular for micro-hybrid motor vehicles.
• a dual network comprises at least two electrical storage batteries.
• Such a network can in particular be used by specializing the role of each of the batteries.
• a dual network includes an on-board network battery providing power to the network when the engine and alternator are not operating.
• An energy recovery battery charges when the operating point of the engine and the vehicle is favorable and discharges, for example, when the vehicle is moving at a steady speed or accelerating.
• the invention aims to remedy these drawbacks.
• the invention aims to allow the electric power supply of a vehicle by a dual network, by limiting the loss of gain in consumption of the vehicle.
• a system for supplying electrical energy to a motor vehicle comprising a network of at least one electrical consumer unit, a first electrical storage battery connected to the network and having a first maximum voltage at empty, a second electric storage battery connected to the network and having a second maximum no-load voltage strictly greater than the first maximum voltage off-load, a controllable alternator connected to the network and able to deliver electrical energy, and an electronic management unit able to control a voltage supplied by the alternator when the vehicle is running.
• the electronic management unit is configured to impose on the alternator successively, while the vehicle is being driven, a first setpoint voltage strictly between the first maximum no-load voltage and the second maximum voltage. no-load, a second setpoint voltage strictly between the first maximum no-load voltage and the first setpoint voltage and a third setpoint voltage strictly lower than the first maximum no-load voltage.
• the electronic management unit comprises a map delivering voltage values as a function of a state of charge of the first battery, the electronic management unit being configured to impose, while the vehicle is being driven. , the voltage value delivered by the mapping.
• the first threshold is between 83.5% and 84.5%.
• the second threshold is between 90% and 92%.
• the third threshold is between 84.5% to 85.5%.
• the fourth threshold is between 88% and 90%.
• the electronic management unit is configured to impose, if the motor vehicle is going through an energy recovery phase, a fourth setpoint voltage that is strictly greater than the first setpoint voltage.
• the first setpoint voltage is calculated as the product of the second maximum no-load voltage by a first coefficient between 0.8 and 0.99.
• the second setpoint voltage is calculated as the product of the first maximum no-load voltage by a factor between 1.01 and 1.1.
• a supply method is provided. in electrical energy of a motor vehicle by means of a system as defined above, in which the electronic control unit successively imposes on the alternator, during the running of the vehicle, the first setpoint voltage, the second voltage setpoint and the third setpoint voltage.
• FIG. 1 diagrammatically represents a system according to a aspect of the invention
• FIG. 1 is a graph illustrating a map of the system of figure 1
• FIG. 3 schematically illustrates the system of figure 1 operating according to a first operating mode
• FIG. 4 schematically illustrates the system, the system of figure 1 operating according to a second operating mode
• FIG. 5 schematically illustrates the system of figure 1 operating according to a third operating mode
• FIG. 6 schematically illustrates the system of figure 1 operating according to a fourth operating mode
• FIG 7 schematically illustrates a method according to another aspect of the invention.
• System 2 is intended to be incorporated into a motor vehicle (not referenced), in this case a micro-hybrid vehicle.
• System 2 comprises an electrical network 4 and a fuse 5.
• System 2 comprises an alternator 6 connected to network 4 via fuse 5.
• Alternator 6 is used to convert the mechanical energy taken from a shaft connected to a motor.
• thermal (not shown) into electrical energy sent to network 4.
• System 2 comprises an on-board network battery 8 connected to network 4 via fuse 5.
• System 2 comprises an energy recovery battery 10 connected to network 4 via fuse 5.
• the network 4 comprises a plurality of electrical consumer units, in this case an air conditioning device 14, lighting means 16 and heating means 18. It is not beyond the scope of the invention to envisage consuming units. different electrics.
• the battery 8 is a lead acid battery.
• the battery 8 has a maximum no- load voltage V batt s max and a minimum no- load voltage V batt s min .
• Battery 10 is a lithium-ion type battery.
• the battery 10 has a maximum no-load voltage Vbatt i omax and a minimum no-load voltage Vbatt i omin.
• the voltage Vbatt i omax is strictly greater than the voltage Vbatt8max [Math 1]
• the voltage Vbatt i omax is equal to 16 V and the voltage Vbattsmax is equal to 12.8 V. More specifically, the no-load voltage characteristic of battery 8 is shown in Table 1 below. [Table 1]
• the alternator 6 can be controlled. More particularly, the voltage Tait of the electrical energy delivered by the alternator 6 can be imposed.
• the system 2 comprises an electronic management unit 12.
• the electronic management unit 12 is capable of controlling the voltage Tait when the vehicle is moving. To do this, the electronic management unit 12 is configured to take into account the state of charge SOCs of the battery 8. In this regard, the electronic management unit 12 comprises a map 20 illustrated by the graph in FIG. 2.
• the mapping 20 includes a tension T values is based on the SOCs charge state.
• T is the voltage delivered by the mapping 20 corresponds to the voltage imposed by the electronic control unit 12 to the alternator 6.
• the map 20 comprises a first zone 22 corresponding to a state of charge SOCs below a threshold S i.
• the threshold S i is between 83.5% and 84.5% and substantially equal to 84%.
• the tension T is delivered by the mapping 20 is a strictly TCi reference voltage between the voltage V batt s max and the voltage
• the voltage TCi is substantially equal to
• FIG. 3 An operating diagram of the system 2 when the map 20 delivers the voltage TCi for the value of T ait In this case, the vehicle is rolling and the alternator 6 delivers electrical energy at voltage TCi as represented by arrow 24.
• This electrical energy supplies the network 4 as illustrated by the arrow 26.
• the relatively high setpoint voltage TCi makes it possible to recharge the battery 8 as illustrated by the arrow 28. Moreover, this voltage almost completely reduces the possibility of restoring energy from battery 10, which operates most of the time on charge, as illustrated by arrow 30.
• zone 22 corresponds to a mode of recharging the on-board network battery 8 aimed at increasing the state of charge SOCs even if it means reducing the possibility of restoring energy by the battery 10.
• the graph illustrating the map 20 comprises a second zone 32 corresponding to a state of charge SOCs greater than or equal to a threshold S2 strictly greater than threshold S i.
• the threshold S2 is between 90% and 92%.
• the map 20 delivers a voltage TC2 strictly lower than the voltage Vbattsmax:
• the voltage TC2 is substantially equal to 12.6 V.
• the operating case corresponding to zone 32 has been schematically represented in FIG. 4.
• the vehicle is traveling and the state of charge SOCs is relatively high.
• the alternator 6 delivers electrical energy as shown diagrammatically by the arrow 34, at the voltage TC2 lower than in the case of operation corresponding to FIG. 3.
• the battery 8 Due to the relatively low voltage TC2, the battery 8 is forced to give back energy as illustrated by arrow 36. Likewise, the battery 10 is forced, most of the time, to give back energy as. illustrated by the arrow 38. The energy delivered by the alternator 6, the battery 8 and the battery 10 is transmitted to the network 4 as illustrated by the arrow 40.
• zone 32 corresponds to an energy return mode in which the electrical energy supplied to the network 4 is notably delivered by the battery 10 and by the alternator 6, and possibly by the battery 8.
• the graph illustrating the map 20 comprises a third zone 42 extending between thresholds S3 and S4.
• the thresholds S i, S3, S4 and S2 follow each other in this order on the x-axis of the graph of figure 2.
• the threshold S 3 is between 84.5% and 85.5% and the threshold S 4 is between 88% and 90%.
• the map 20 delivers a voltage Tait equal to a reference voltage TC 3 .
• the voltage TC3 is strictly between the voltage Vbattsmax and the voltage TCi: [Math 5]
• the voltage TC3 is substantially equal to 13 V.
• the operating case corresponding to zone 42 has been schematically represented.
• the vehicle is traveling without an energy recovery phase and the state of charge SOCs is slightly less than 90%.
• the alternator 6 delivers electrical energy to the voltage TC3 as illustrated by the arrow 44.
• the electronic management unit 12 forces the system 2 into a limited energy return mode in which the energy return by the battery 10 is allowed within a certain limit, in order to avoid charging and discharging the battery 8.
• the graph illustrating the cartography 20 comprises a transient zone 50 situated between zones 22 and 42 and a transient zone 52 situated between zones 42 and 32.
• zone 50 corresponds to a state of charge SOCs between S i and S3.
• Zone 52 corresponds to a state of charge between S 4 and S 2 .
• the mapping 20 delivers a setpoint voltage TC 4 if the motor vehicle is going through an energy recovery phase.
• the voltage TC 4 is strictly greater than the voltage TCi and strictly less than a maximum voltage V max of network 4: [Math 6]
• the electronic management unit 12 may for example include a means of receiving the instruction at the vehicle pedal. The electronic management unit 12 can therefore detect an engine deceleration phase and deduce that the vehicle is going through an energy recovery phase.
• the operating case corresponding to an energy recovery phase has been schematically illustrated.
• the vehicle is moving and is going through an energy recovery phase.
• Alternator 6 delivers electrical energy to voltage TC 4 as illustrated by arrow 50.
• batteries 8 and 10 are forced into recharging mode as illustrated by arrows 52 and 54. Electrical energy supplied by the alternator 6 is also sent to the network 4 as illustrated by the arrow 56.
• the electronic management unit 12 forces the system 2 into energy recovery mode in which the energy supplied by the alternator 6 is sent to the network 4, the rest being stored in the batteries 8 and 10.
• FIG. 7 there is schematically illustrated an electrical supply method according to another aspect of the invention.
• the method comprises a first initialization step E01 which can be implemented periodically, for example every tenth of a second while the vehicle is being driven.
• the method comprises a second step E02 in which it is determined whether the vehicle is going through a recovery phase.
• step E02 If the response of step E02 is “YES”, a step E03 is applied during which the voltage Tait is set equal to TC4.
• step E02 If the response of step E02 is “NO”, a step E04 of calculating the state of charge SOCs is implemented.
• step E05 of calculating the tension T is determined corresponding to the load condition during the step E04.
• the map 20 schematically shown in Figure 2.
• step E06 of controlling the alternator 6 is implemented by imposing the voltage of the electrical energy delivered by the alternator 6 equal to the voltage T is determined during step E03 or E05. This results in forcing of the system 2 in one of the operating cases exposed with reference to FIGS. 3 to 6. At the end of step E06, the process is terminated.
• the state of charge SOCs of the on-board network battery 8 must naturally converge towards 90%. Indeed, the recovery phases detailed with reference to FIG. 6 will recharge the battery 8 without letting it discharge as long as the state of charge SOCs is less than 90%. If the state of charge SOCs exceeds 90%, the battery 8 contributes to the discharge phases, due to the reduction of the tension T is delivered by the alternator 6. Such an operation makes it possible, starting from an average state of charge at 90%, to keep all the performance of the energy recovery battery 10, even if the on-board network battery 8 is called upon between two missions of the vehicle. In fact, in certain phases, such as parking, the energy recovery battery 10 is not available because its capacity does not allow it to supply power to all the electronic systems of the vehicle.
• This power supply function may drop the state of charge of the onboard power supply battery 8 below 90%. If the SOCs state of charge remains satisfactory, in this case greater than 85%, the power supply system 2 will be practically completely operational and the on-board network battery 8 will be charged in the recovery phases without preventing the essential phases of discharge of the energy recovery battery 10. If, on the contrary, the state of charge SOCs drops too low, we will go to a forced charging phase as long as the state of charge SOCs has not gone below. above the 85% threshold.
• the setpoint voltage TCi is calculated as the product of the voltage Vbatt i omax by a coefficient between 0.8 and 0.99.
• the voltage TC 2 is calculated as the product of the voltage Vbattsmax by a coefficient between 0.8 and 0.99.
• the voltage TC 3 is calculated as the product of the voltage Vbattsmax by a factor between 1.01 and 1.1.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=70978231

Family Applications (1)

Country Status (4)

Family Cites Families (3)

• 2020
  • 2020-04-10 FR FR2003624A patent/FR3109248B1/fr active Active
• 2021
  • 2021-04-06 EP EP21717054.7A patent/EP4133567A1/de active Pending
  • 2021-04-06 WO PCT/EP2021/058950 patent/WO2021204806A1/fr not_active Ceased
  • 2021-04-06 CN CN202180033805.4A patent/CN115516733A/zh active Pending

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