Classifications

• • 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
  • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
• • 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
  • 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
  • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of 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
  • 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
  • B60L2240/545—Temperature
• • 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

Definitions

• the invention relates to vehicles comprising an on-board network supplied with electrical energy by a power supply group comprising a rechargeable service battery, and more specifically the management of the power supply group of such vehicles.
• a power supply group comprising a rechargeable service battery
• some vehicles include an on-board network supplied with electrical energy by a power supply group comprising a rechargeable service battery, generally by at least one electrical energy generator.
• this electrical energy generator can be an alternator or an alternator-starter when the vehicle comprises a powertrain (or GMP) comprising at least one thermal engine, or else a converter, of the direct current/direct current type ( or DC/DC) and associated with a main battery of the low, medium or high voltage type, when the GMP comprises at least one electric motor machine.
• GMP powertrain
• DC/DC direct current/direct current type
• service battery is understood to mean a battery rechargeable by at least one electric power generator and of the very low voltage type (typically 12 V, 24 V or 48 V).
• This energy generator is for example of the alternator type, or of the DC/DC voltage converter coupled to a second source of electrical energy.
• This service battery has the function of supplying the on-board network in addition to or in substitution of the electric power generator.
• on-board network means an electrical power supply network comprising electrical (or electronic) equipment (or components) consuming electrical energy and being "non-priority( s)” for at least one of them and “safe(s)” (and therefore priority(s)) for at least one other of them.
• safety equipment means equipment (or component) providing at least one so-called “safety” function because it relates to the safety of passengers in a vehicle, and therefore having to be supplied with electrical energy as a priority. This is the case, for example, of the electric power steering or an electric braking device (service brake, emergency brake, braking assistance or anti-skid system, for example).
• the management of the supply of electrical energy to the on-board network of a vehicle by the supply group is a fundamental function since it makes it possible, in particular, to operate the electrical equipment (or organs) of this on-board network and control the state of charge of the service battery.
• this management is ensured by a management device, but it is not optimized in terms of performance and safety, which can pose potentially dangerous problems in certain vehicle life situations, such as example during so-called emergency manoeuvres. Indeed, in the event of the inability of the power supply unit to supply the electrical power necessary for all the electrical components concerned at the moment in question, a collapse in the voltage may occur at the terminals of the on-board network, thus preventing electrical components safe to operate correctly (i.e.
• Constraints include the need to protect the 12V Lithium ion service battery against overheating by strict compliance with a maximum voltage at its terminals, of the order of 14V.
• a assembly comprising at least one battery module containing at least one electrochemical cell, the service battery being considered equivalent to at least one module.
• This battery optionally comprises electrical or electronic means for managing the electrical energy of this at least one module.
• This module is surrounded by a casing, this casing forming a hermetic enclosure and generally comprising a mounting interface, and connection terminals.
• electrochemical cell will be understood throughout the text of this document to mean cells generating current by chemical reaction, for example of the lithium-ion (or Li-ion) type, of the Ni-Mh or Ni-Cd or still lead.
• the aim of the invention is therefore in particular to improve the situation. Presentation of the invention
• a management device intended to equip a vehicle comprising an on-board network supplied with electrical energy by a power supply unit comprising a rechargeable service battery.
• This management device is characterized in that it comprises at least one processor and at least one memory arranged to perform the operations determining:
• a management mode applying alone or in combination, for example: - a method of managing the charge of the service battery, from a set of possible methods such as for example the management of the charge according only to the temperature of the battery, or the management of the charge according to the temperature of the battery and a predefined target state of charge, or management of the charge according to a specific target state of charge making it possible to readjust an estimate of the computer on the parameters of the battery, or even management of the charge via a setpoint of fixed voltage making it possible not to thermally damage the battery, in particular the 12V Lithium ion battery, these examples not being limiting, - a method of recovering energy during phases of deceleration of the vehicle, in particular phases of braking of the vehicle ,
• Management by mode makes it possible to predefine different strategies which can be automatically adopted, depending on the availability of parameters such as in particular battery parameters provided by a computer associated with said battery, for example temperature, state of charge, current, service battery voltage.
• the management device may comprise other characteristics which may be taken separately or in combination, and in particular: the first information may be an inaccuracy on a current state of charge of the service battery and/or a inaccuracy of a current temperature of the service battery;
• the processor and its memory can be arranged to carry out the operations determining the energy management mode from among at least three predefined energy management modes chosen from a group comprising a first energy management mode carrying out a regulation of the state of charge of the service battery capable of respecting a first set of constraints of operation of the on-board network and to carry out at least one possible energy optimization function, a second mode of energy management carrying out a regulation of the state of charge of the service battery capable of respecting a second set of operating constraints of the on-board network at least partially different from the first set, to induce a readjustment of one of the first pieces of information and to perform at least one possible energy optimization function, a third mode of energy management performing a regulation of the state of charge of the service battery for selected functions of the vehicle and suitable for re spect a third set of operating constraints of the on-board network at least partially different from the first and second sets, and a fourth mode of energy management carrying out a safe regulation of the state of charge of the service battery capable of limiting a risk of damage and a discharge
• its processor and its memory can be arranged to carry out the operations associating with the first mode of energy management a first type of regulation capable of controlling a first chosen state of charge of the service battery by controlling a voltage at the terminals of the latter, depending on the state of charge and the current temperature, in the second energy management mode a second type of regulation capable of controlling a second chosen state of charge of the service battery, higher than the first state charge, by controlling a voltage at the terminals of the latter, according to the state of charge and the current temperature, to the third mode of energy management a third type of regulation suitable for controlling a voltage at the terminals of the battery of servitude adapted to its recharging and compatible with thermal constraints of the latter, according to said current temperature, and to the fourth mode for energy management a fourth type of regulation capable of controlling a voltage at the terminals of the service battery equal to a chosen fixed value, compatible with a theoretical operating range of the latter and minimizing a risk of discharge of the service battery and independently current state of charge and temperature
• - its processor and its memory can be arranged to carry out the operations determining the type of voltage regulation loop among a closed type in which a voltage setpoint to be sent to an electrical energy generator of the power supply group is readjusted regularly, and an open type in which a fixed compensation is used to take into account a voltage drop between this electrical energy generator and the service battery;
• the second information may be an inaccuracy of the current voltage of the service battery.
• the invention also proposes a vehicle, optionally of the automobile type, and comprising an on-board network supplied with electrical energy by a power supply unit comprising a rechargeable service battery, as well as a management device of the type presented below. before.
• the invention also proposes a management method intended to be implemented in a vehicle comprising an on-board network supplied with electrical energy by a power supply unit comprising a rechargeable service battery.
• inaccuracy of a value respectively a potential deviation from the real value and which is a function of an inaccuracy of a sensor determining this value and/or of an estimator transforming this value (for example from a model) and/or a computer implementing this estimator.
• the inaccuracy is specific to the sensor, the estimator, and/or the computer.
• a lack of communication between the sensor and the computer, or a fixed measured value, or an internal diagnosis of the electronics of the sensor and/or the computer reporting any fault or anomaly for example a slowdown in the calculation speed or a voltage level that is too low, or even operation of the sensor under unfavorable surrounding conditions or an estimator using a model with input values outside nominal ranges, all these examples contribute to an increase in the inaccuracy of the value considered, in particular the state current charge of said service battery and/or the current temperature of said service battery.
• the invention also proposes a computer program product comprising a set of instructions which, when it is executed by processing means, is capable of implementing a management method of the type of that presented above for managing a power supply group comprising a rechargeable service battery and supplying electrical energy to an on-board network of a vehicle.
• FIG. 1 schematically and functionally illustrates an embodiment of a vehicle comprising a distribution box comprising a management device according to the invention
• FIG. 2 schematically and functionally illustrates an example of production of a computer for supervising the distribution of electrical energy comprising an embodiment of a management device according to the invention
• FIG. 3 schematically illustrates an example of an algorithm implementing a management method according to the invention.
• the object of the invention is in particular to propose a management device DG, and an associated management method, intended to allow optimized strategic management of the supply of electrical energy to the on-board network RB of a vehicle V by a group of power supply comprising in particular a rechargeable service battery BS.
• the vehicle V is of the automobile type. This is for example a car, as shown in Figure 1. But the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle comprising an on-board network supplied with electrical energy by a power supply group comprising in particular a rechargeable service battery. Thus, it concerns, for example, land vehicles (utility vehicles, motorhomes, minibuses, cars, trucks, motorcycles, road construction machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and caterpillar(s), for example), boats and aircraft.
• land vehicles utility vehicles, motorhomes, minibuses, cars, trucks, motorcycles, road construction machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and caterpillar(s), for example
• the vehicle V comprises a powertrain (or GMP) of the all-electric type (and therefore whose traction is ensured exclusively by at least one electric motor machine ).
• the powertrain could be of any type, and in particular purely thermal or hybrid.
• FIG. 1 There is schematically represented in FIG. 1 a vehicle V comprising an electric GMP transmission chain, an on-board network RB, a supply group comprising a service battery BS and an electric power generator GE, and a DG management according to the invention.
• the on-board network RB is a power supply network which includes electrical (or electronic) equipment (or organs) which consume electrical energy and which for some of them are “non-priority" and for some others are “safe” (and therefore priority).
• a safety device or component
• an electric braking device service brake, emergency brake, braking assistance or anti-skid system, for example.
• an unsafe piece of equipment can be a heating/air conditioning system or a seat heating device or a seat massager.
• the service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition to that supplied by a main battery BP described below.
• this service battery BS can be arranged in the form of a battery of the very low voltage type (typically 12 V, 24 V or 48 V). It is rechargeable by an electric power generator GE of the vehicle V. It is considered in what follows, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.
• the transmission chain has a GMP which is, here, purely electrical and therefore which comprises, in particular, an electric driving machine MM, a motor shaft AM, a main battery BP and a transmission shaft AT.
• the term “electric drive machine” means an electric machine arranged so as to supply or recover torque to move the vehicle V.
• the driving machine MM (here an electric motor) is coupled to the main battery BP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy. It is coupled to the motor shaft AM, to provide it with torque by rotational drive.
• This motor shaft AM is here coupled to a reducer RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential D1.
• This first train T1 is here located in the front part PV of the vehicle V. But in a variant this first train T 1 could be the one which is here referenced T2 and which is located in the rear part PR of the vehicle V.
• the main battery BP can be of the low voltage type (typically 400 V for illustrative purposes). But it could be medium voltage or high voltage.
• the driving machine MM is also coupled to the electrical energy generator GE which is also coupled (here indirectly) to the service battery BS, in particular to recharge it with electrical energy from the main battery BP and converted.
• This GE electric power generator is a direct current/direct current (or DC/DC) type converter, as an example.
• DC/DC direct current/direct current
• the electrical energy generator GE can be an alternator or an alternator-starter.
• the vehicle V comprises a distribution box BD to which the service battery BS, the electrical energy generator GE and the on-board network RB are coupled.
• This distribution box BD is responsible for distributing in the on-board network RB the electrical energy stored in the service battery BS or produced by the electrical energy generator GE, for supplying the electrical components (or equipment) in function supply requests received.
• the supervision of the distribution of this electrical energy can be ensured by a supervision computer CS.
• the supervision computer CS is part of the distribution unit BD. But in a variant embodiment (not shown) the supervision computer CS could not be part of the distribution unit BD.
• a management device DG comprises at least one processor PR and at least one memory MD which are arranged to perform operations at least as soon as the on-board electronics are awake.
• These operations consist first of all in determining an energy management mode of the power supply group according to first information in progress and relating to the service battery BS.
• this first information can be an inaccuracy on the current state of charge of the service battery BS and/or an inaccuracy of the current temperature of the service battery BS.
• This first information can, for example, be determined, estimated or measured by a monitoring box BSB coupled to the service battery BS and to the distribution box BD (when it includes the supervision computer CS).
• These operations then consist in determining a type of regulation to be applied to the power supply group to control the state of charge of the service battery BS according to the energy management mode that has just been determined.
• the DG management device it is now possible to dynamically adapt the energy management strategy of the power supply group according to the current situation in the vehicle V. This results in optimized management in terms of performance and safety, which allows to minimize the risk of occurrence of a dangerous problem and therefore the risk of endangering the passengers of the vehicle V and/or of the latter (V) and/or of the persons situated in the environment of the vehicle (V).
• the processor PR and the memory MD form part of the supervision computer CS which is produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). But in a variant embodiment (not shown) the processor
• PR and memory MD could be part of a computer which is not the supervision computer CS and therefore ensuring at least one other function within the vehicle V.
• a computer could be external to the distribution box BD.
• the management device DG could comprise its own computer comprising in particular its processor PR and its memory MD. In this case, it can be part of the BD distribution box or be external to the latter (BD).
• the PR processor may, for example, be a digital signal processor (or DSP (“Digital Signal Processor”)).
• This processor PR can comprise integrated (or printed) circuits, or else several integrated (or printed) circuits connected by wired or wireless connections.
• integrated (or printed) circuit is meant any type of device capable of performing at least one electrical or electronic operation. Thus, it may, for example, be a microcontroller.
• the memory MD is live in order to store instructions for the implementation by the processor PR of at least part of the management method described below (and therefore of its functionalities). It will be noted that the processor PR and the memory MD can be arranged to perform the operations determining the energy management mode from among at least three predefined energy management modes, according to the current life situation in the vehicle V.
• these three predefined energy management modes can be chosen from among first, second, third and fourth energy management modes.
• the first mode of energy management consists in carrying out a regulation of the state of charge of the service battery BS which is specific, on the one hand, to respecting a first set of selected operating constraints of the on-board network RB, and, on the other hand, to perform at least one possible energy optimization function.
• this first energy management mode can be chosen when the inaccuracy in the state of charge (provided by the BSB monitoring unit) is less than or equal to a predefined nominal value, for example less than or equal to 5% , and that the inaccuracy of the current temperature of the service battery BS (provided by the monitoring box BSB) is less than or equal to a predefined nominal value, for example equal to 0, this value designating a reliable state of the sensor (for example no fault detected by the BSB monitoring box or the temperature sensor(s) measuring the current temperature) whereas a value equal to 1 will mean an unreliable state, i.e. a state other than reliable.
• the second mode of energy management consists in carrying out a regulation of the state of charge of the service battery BS which is specific, from a first hand, to respect a second set of operating constraints of the on-board network RB at least partially different from the first set, on a second hand, to induce a resetting of one of the first pieces of information, and, on a third hand, performing at least one possible energy optimization function.
• this second energy management mode can be chosen when the inaccuracy of the state of charge (provided by the BSB monitoring unit) is strictly greater than the predefined nominal value, for example strictly greater than 5%, and that the inaccuracy of the current temperature of the service battery BS (provided by the monitoring unit BSB) is less than or equal to the predefined nominal value, for example here equal to 0.
• the third mode of energy management consists in carrying out a regulation of the state of charge of the service battery BS for selected functionalities of the vehicle V, and capable of complying with a third set of operating constraints of the on-board network RB at least partially different from the first and second sets.
• this third mode of energy management can be chosen when the inaccuracy of the state of charge (provided by the monitoring unit BSB) is invalid (or not usable) or unavailable (for example due to a loss of communication on a communication network (possibly multiplexed) of the vehicle V) which would be the equivalent of an inaccuracy of 100%, and that the inaccuracy of the current temperature of the service battery BS (provided by the unit monitoring BSB) is less than or equal to the preset nominal value.
• the management device DG limits certain functionalities, in particular all of the functionalities linked to energy recovery, and the possibility of taking into account certain voltage constraints at the level of the on-board network RB.
• the fourth mode of energy management consists in carrying out a safe regulation of the state of charge of the service battery BS which is suitable, on the one hand, to limit the risk of damage and the rate of discharge of the latter (BS ), and, on the other hand, to respect a fourth set of operating constraints of the on-board network RB at least partially different from the first, second and third sets.
• this fourth energy management mode (which can be described as safe) can be chosen when the inaccuracy of the state of charge (provided by the BSB monitoring box) is invalid (or not usable) or else unavailable (for example due to a loss of communication on a (possibly multiplexed) communication network of the vehicle V), and that the inaccuracy of the current temperature of the service battery BS (provided by the monitoring unit BSB ) is strictly greater than the predefined nominal value, for example equal to 1, which signifies an unreliable state, the current temperature sensor having for example a failure.
• this fourth mode of energy management is independent of the value of the current state of charge and of the value of the current temperature.
• the first set of operating constraints may comprise ten constraints (including one relating to the operation of the fan unit of the vehicle V, one relating to the operation of the main beam headlights, one relating to the operation of the electric brake, and one relating to the operation of energy recovery).
• the second set of operating constraints may comprise eight constraints chosen from among the ten constraints of the first set of operating constraints.
• the third set of operating constraints may comprise five constraints chosen from among the ten constraints of the first set of operating constraints.
• the fourth set of operating constraints may comprise two constraints (including one relating to the protection of the service battery BS).
• each operating constraint can possibly be associated with a level of priority allowing a choice to be made in the event of the need for simultaneous activation of several electrical devices.
• processor PR and the memory MD can be arranged to perform the operations associating four different types of regulation respectively with the four energy management modes described above.
• a first type of regulation capable of controlling a first chosen state of charge of the service battery BS can be associated by controlling the voltage at the terminals of the latter (BS), according to the state of charge. and the current temperature.
• this first state of charge can be equal to 90% of the theoretical maximum state of charge of the service battery BS.
• the second energy management mode can be associated with a second type of regulation capable of controlling a second chosen state of charge of the service battery BS, higher than the first state of charge, by controlling the voltage at the terminals of the latter (BS), depending on the current state of charge and the current temperature.
• this second state of charge can be between 90% and 100% of the theoretical maximum state of charge of the service battery BS.
• the objective here is to bring the service battery BS into an operating zone of its no-load voltage which makes it possible to carry out a readjustment of the estimate of its current state of charge by the monitoring unit BSB in the event that the accuracy of the current state of charge would be greatly degraded.
• the third mode of energy management can be associated with a third type of regulation suitable for controlling a voltage at the terminals of the service battery
• BS adapted to its recharging and compatible with thermal constraints of the latter (BS), depending on the current temperature.
• this third type of regulation does not make it possible to precisely control the state of charge of the service battery BS, but makes it possible to ensure that the latter (BS) is subjected to a voltage which makes it possible to charge it while being compatible with its thermal constraints.
• the fourth mode of energy management can be associated with a fourth type of regulation capable of controlling a voltage at the terminals of the service battery BS which is equal to a chosen fixed value, compatible with a theoretical operating range of the latter (BS) and minimizing the risk of discharging the service battery BS, and independently of the state of charge and the current temperature .
• This fourth type of regulation advantageously makes it possible to continue to control the voltage at the terminals of the service battery BS even though the state of charge of the battery and therefore its inaccuracy of state of charge, as well as the current temperature of the battery and therefore the inaccuracy of the current temperature are no longer accessible, i.e. total or maximum inaccuracy.
• the processor PR and the memory MD can be arranged to perform the operations determining the type of voltage regulation loop from among a closed type and an open type.
• the type of closed voltage regulation loop the voltage setpoint which must be sent to the electrical energy generator GE of the supply group is readjusted regularly in order to obtain the desired voltage at the terminals of the service battery BS.
• a fixed compensation is used to take into account a voltage drop between the electrical energy generator GE and the service battery BS. In the latter case, there is therefore no readjustment of the voltage setpoint sent to the electrical energy generator GE, but only use of a fixed compensation.
• the supervision computer CS determines each voltage setpoint that it must send to the electrical energy generator GE from each voltage readjustment determined in closed loop or from each fixed compensation determined in open loop.
• processor PR and the memory MD can be arranged to carry out the operations determining the type of voltage regulation loop as a function, moreover, of a second piece of information in progress and relating to the service battery BS.
• this second piece of information may be the inaccuracy of the current voltage of the service battery BS (provided by the monitoring box BSB).
• the closed type for the voltage regulation loop
• the open type for the voltage regulation loop
• the open type can be determined when the first or second or third or fourth type of regulation has been determined and at the same time the inaccuracy of the current voltage of the BS service battery is strictly greater than this predefined or unavailable nominal value.
• the open type (for the voltage regulation loop) can be determined once the third or fourth type of regulation has been determined (regardless of the inaccuracy of the current voltage of the service battery BS).
• the supervision computer CS (or the possible computer of the management device DG) can also comprise, in addition to the random access memory MD and processor PR, a mass memory MM , in particular for the storage of the definitions of the life situations in progress in the vehicle V and of the first and second information determined by the monitoring box BSB, and of intermediate data involved in all its calculations and processing.
• this supervision computer CS (or the possible computer of the management device DG) can also comprise an input interface IE for receiving at least the definitions of the life situations in progress in the vehicle V and the first and second information mentioned above for use in calculations or processing, possibly after having formatted and/or demodulated and/or amplified them, in a manner known per se, by means of a digital signal processor PR′.
• this supervision computer CS (or the possible computer of the management device DG) can also comprise an output interface IS, in particular to deliver the commands and instructions determined to implement the type of voltage regulation loop determined by the DG management system
• the invention can also be considered in the form of a management method intended to be implemented in the vehicle V described above in order to allow optimized strategic management of the supply of electrical energy to the on-board network RB.
• this management method comprises a step 10-30 in which it is determined:
• the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when it is executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR, is able to implement the management method described above to manage the power supply group which includes the service battery BS and supplies electrical energy to the on-board network RB of the vehicle V.

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

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• 2021
  • 2021-04-30 FR FR2104532A patent/FR3122367A1/fr not_active Withdrawn
• 2022
  • 2022-03-10 WO PCT/FR2022/050429 patent/WO2022229524A1/fr not_active Ceased
  • 2022-03-10 EP EP22713973.0A patent/EP4330068A1/de active Pending
  • 2022-03-10 CN CN202280031842.6A patent/CN117295631A/zh active Pending

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