Method for evaluating the state of charge of a battery of an electrified vehicle for a remote monitoring system

Abstract

The invention relates to a method for evaluating the state of charge of a battery (7) of a vehicle (20), comprising a data communication implemented by said vehicle (20) towards a monitoring equipment (15) at the beginning of a charging session, said data communication comprising communicated data (9) implemented during said charging session, an evaluation and a provision of an evaluated state of charge by said monitoring equipment (15), said evaluated state of charge being determined on the basis of said communicated data (9) and on the basis of a first value a0 of a correction factor a for correcting the charging speed, said first value a0 being recorded in a database (19) of said monitoring equipment (15). The invention relates to said monitoring system with a remote server of electrified vehicles, for example for connectivity services of a fleet of vehicles and for distant charging management services.

Description

[0001] This invention claims priority to French application No. 2101101, filed on February 5, 2021, the contents of which (text, drawings and claims) are incorporated herein by reference. Technical Field

[0002] The present invention relates to a method for assessing the state of charge of a vehicle battery within the range of a remotely monitored connected electrified vehicle, particularly a fleet remote monitoring system that allows for remote charging management. Background Technology

[0003] Hybrid and electric electrified vehicles are equipped with a power battery system (BMS) monitored by diagnostic functions designed to maintain optimal performance levels throughout the vehicle's lifespan. These diagnostic functions are supplemented by new remote services migrated from outside the vehicle via a remote monitoring software platform. Modern vehicles include multiple embedded computers for remote service operation equipped with wireless communication components, typically designated as Telematics Housing, or abbreviated as BTA and BSRF (Autonomous Telematics Housing and Radio Frequency Service Housing), and capable of data transmission via mobile phone communication networks. The Telematics Housing works in conjunction with the vehicle's main computer, typically designated as VSM (Vehicle Supervisor Module), also known as BSI (Servitude Intelligent Housing), or further as VCU (Vehicle Control Unit).

[0004] On the other hand, some manufacturers offer online services to users or owners of the vehicles, which allow them to use the vehicle via personal mobile devices connected to the platform, such as their own portable phones (or, in the English term, "martphones"). For example, in the case of electric vehicles, the subscribed user can control deferred charging and remotely check the charging progress in real time.

[0005] Additionally, US20170320398A1 describes a motor vehicle with an embedded online service system capable of sending a search request for charging stations and returning the location information of those stations to the user. US20160089994A1 describes a vehicle in which an embedded battery system is configured to transmit status data to a remote system, the status data enabling diagnostics of the battery cells. FR3065690A1 also describes a data analysis apparatus and method for managing vehicle queues.

[0006] With the rise of connected vehicles and new applications, online services will increase exponentially, thus increasing the communication frequency between vehicles and remote servers to meet the needs of the remote monitoring platform. In the case of delayed charging, charging is planned to be implemented when electricity prices are at their lowest or according to a regulated charging cycle controlled by the power grid operator. Typically, this type of charging is operated in the absence of the user, and the vehicle is therefore turned off during the charging start-up. Therefore, it is necessary to wake up the vehicle and its computer. Data communication protocols exist that can implement long-distance wake-up, for example, using the MQTT (Message Queuing Telemetry Transport) protocol. Document FR3041782A1 describes a wake-up protocol for waking up a management computer used to manage charging based on control signals provided by the charging terminal.

[0007] To wake up the computers, they must be powered on. This is the function of power supply circuits and electrical switches. These circuits and switches are typically sized to respond to a certain number of daily switches. However, the proliferation of services and uses has significantly increased the frequency of switching (especially during frequent inquiries from users). This causes accelerated aging of the vehicle's telematics system. The telematics housing is typically sized for, for example, a dozen or so wake / stop switches per day. Other systems, such as BMS, are no longer typically sized to respond to a large number of daily switches. Summary of the Invention

[0008] Therefore, it is necessary to overcome the aforementioned problems. The object of this invention is to reduce the need for wake-up and stop switches on the power supply circuits for powering the telematics housing and the power supply circuits for powering the computer, in the context of the connected service operation. Another object is to improve the quality of the online service and the monitoring data used to monitor vehicles (especially rechargeable vehicles).

[0009] More specifically, the present invention relates to a method for assessing the state of charge of a battery in an electrified vehicle, the method being implemented in a monitoring system for the electrified vehicle, the electrified vehicle comprising: a charging component connected to a power supply network and ensuring charging of the battery; at least one remote monitoring device housing a remote monitoring software system for remotely monitoring a connected vehicle; a wireless communication wide area network, the vehicle including a wireless communication device adapted for transmitting data to the remote monitoring device via the network; and an infotainment computer configured to provide onboard navigation parameters for the vehicle.

[0010] According to the present invention, the method includes:

[0011] - At the start of a charging session, a first data communication is initiated from the electrified vehicle toward the monitoring equipment. This first data communication includes communicated data containing a first value of the battery's actual state of charge and navigation parameters derived from the computer, representing the charging speed and remaining driving range at the time of the first communication.

[0012] - During the charging session, the monitoring equipment evaluates and provides an evaluated charging status, which is determined based on the communicated data and a first value α0 based on a correction factor α for the charging speed, the first value α0 being recorded in the database of the monitoring equipment.

[0013] According to a variant, the navigation parameters include charging speed and remaining range, wherein the value of charging speed is expressed as driving range in charging hours and the value of remaining range is expressed as driving distance.

[0014] According to a variant, the method further includes, during the charging session, at least one calibration sequence for calibrating the evaluated state of charge and for calibrating the correction factor α, the at least one calibration sequence comprising the following steps in sequence:

[0015] - A second data communication implemented from the electrified vehicle toward the monitoring equipment, the second data communication including a second value of the communicated data at the second communication time.

[0016] - The evaluated state of charge is calibrated based on the second value.

[0017] - Calculate the second value α of the correction factor α k And update the value recorded in the database to evaluate the charging status after the second communication time.

[0018] According to a variant, at least the calibration sequence is initiated if it is detected that the elapsed charging duration is equal to approximately half of the planned total charging duration of the charging session.

[0019] According to a variant, when the termination of the charging session is detected, the method further includes:

[0020] - A third data communication from the electrified vehicle to the monitoring equipment, the third data communication including the value of the actual state of charge of the battery at the end of the charging session.

[0021] - The evaluated state of charge is calibrated based on the value of the actual state of charge.

[0022] - Calculate the third value α of the correction factor α. n And update the values ​​recorded in the database to evaluate the charging status after the charging session ends.

[0023] According to the variant, the assessment of the evaluated state of charge is calculated based on an assessment equation, which is equal to the following relationship:

[0024] [Equation 1]

[0025]

[0026] in:

[0027] -SOC E (tn) is the evaluated value of the charging state at time tn.

[0028] -SOC R (t0) is the actual value collected by the monitoring equipment at time t0 prior to tn.

[0029] -α is a correction factor recorded in the database.

[0030] -CR is a parameter characterizing the charging current determined based on the charging speed.

[0031] -AR is a parameter characterizing the remaining driving range calculated based on the remaining driving range.

[0032] According to a variant, the charging session further includes a thermal pre-conditioning phase for the battery, during which the monitoring equipment collects values ​​of the actual state of charge of the battery via the wireless communication network at a predetermined frequency and / or in response to requests to provide the values.

[0033] According to a variant, the method further includes the monitoring equipment providing the assessed state of charging value to the personal electronic device of the vehicle's user via the wireless communication network.

[0034] According to a variant, the method further includes the monitoring equipment providing the assessed state of charge value to a computer server of a third-party service provider.

[0035] The method according to the present invention also provides a remote monitoring device, the remote monitoring device including a data storage device for storing program instructions for implementing a method for assessing the state of charge of a battery of an electrified vehicle as described above.

[0036] The method according to the invention also provides a computer program product comprising instructions that, when executed by a computer, cause the computer to implement any embodiment of the assessment method described above for assessing the state of charge of batteries in electrified vehicles.

[0037] This invention significantly reduces the number of wake-up switches required for the vehicle's electronic systems. It also ensures a continuous supply of charging status assessments to third-party systems at a higher data update frequency than existing solutions. The method according to the invention improves system interoperability because it uses transmittable data that can be transmitted by the vehicle, regardless of its electrical architecture and onboard communication network. Attached Figure Description

[0038] Other objects, features, and advantages of the invention will become more apparent upon reading the following non-limiting description and with reference to the accompanying drawings, in which:

[0039] - Figure 1 A remote monitoring system for remotely monitoring a convoy of electrified vehicles is shown, which is adapted to implement the method according to the invention.

[0040] - Figure 2 The two graphs illustrate how the number of wake-up switches on connected vehicles can be reduced using the method according to the invention.

[0041] - Figure 3 An algorithm for a state-of-charge assessment method for evaluating the state of charge of batteries in electrified vehicles according to the present invention is shown.

[0042] - Figure 4 The curves illustrate the evolution of the evaluated state of charge obtained by the method according to the invention, and the standard role of the equation parameters used for calibration during a charging session. Detailed Implementation

[0043] The charging state assessment method according to the invention is described herein in the example of charging a hybrid or electric-electric vehicle, implemented by a remote monitoring system for monitoring the electric vehicle, which uses a wired static charging terminal. However, it is contemplated that the method according to the invention be applied to other charging systems, such as those using static or dynamic induction charging. The invention is particularly suitable for motor vehicles. Application to manually towed vehicles with electric assistance is also contemplated.

[0044] More precisely, Figure 1 A remote monitoring system 100 for remotely monitoring the charging of an electrified vehicle 20 is described. System 100 includes at least one charging terminal 6, which implements charging based on an AC power supply network 21. Remote monitoring equipment 15 communicates data with the connected vehicle via a wireless communication wide area network 11 (e.g., a cellular telephone network of the "3G", "4G", or "5G" type). Such a network is adapted for data communication between remotely connected equipment, with data communication over a range of hundreds of kilometers and capable of data transmission via the IP protocol.

[0045] Vehicle 20 is equipped with a power battery system including a high-voltage battery 7, typically several hundred volts in size, used to ensure the supply of electrical energy to the electric traction machinery of vehicle 20. The battery includes, for example, lithium-ion type, electrical cells. The battery system also includes a management computer 2 for managing the battery system, adapted to monitor specific parameters specific to battery 7 by cooperating with current and voltage sensors, such as the state of charge (SOC) typically expressed as a percentage of the battery's total capacity, the open circuit voltage (OCV) expressed in volts, the charging current expressed in amperes, and the state of health (SOH) expressed as a percentage of the battery's initial capacity in a brand-new state.

[0046] Vehicle 20 also includes an AC / DC type embedded electrical conversion component 5, referred to as "AC / DC", and a current socket 22 that enables the vehicle to be connected to a charging terminal. A switch connector 23 ensures the electrical power circuit of the battery 7 with the vehicle and the disconnection / connection with the converter 5.

[0047] Charging terminal 6 may be a standard household outlet into which the vehicle's charging cable is inserted, such as a private electrical outlet, or a personal charging terminal belonging to the user and located in their home or in a private parking lot. In this example scenario, the outlet is not configured to interface with a third-party system operated by the charging provider. Alternatively, charging terminal 6 may be a terminal already connected to a third-party system operated by the charging provider, which monitors the fleet of charging terminals. The terminal is then adapted to transmit data through the provider's monitoring system.

[0048] To communicate with the wide area communication network 11, vehicle 20 also includes a wireless communication component 3, also designated by the acronyms BTA and BSRF, and specifically includes an antenna device and a telematics housing (which, for example, has a SIM card (“Subscriber Identity Module”)) to identify and authenticate the vehicle to a service provider via the communication network 11 in order to authorize data communication between the remote monitoring equipment 15 and vehicle 20. The wireless communication component 3 is adapted to wake up the vehicle's computer (when the computer is off or in hibernation). For this purpose, the telematics housing can be kept in an awake state, capable of remote wake-up to perform remote services, for example, via the MQTT protocol.

[0049] The vehicle also includes a main computer 1, further designated as the abbreviation VSM, BSI, or VCU, which centralizes the functions and data communication of the vehicle's secondary computers (such as computer 2 of the BMS, telematics housing 3). The main computer and the secondary computers cooperate via, for example, a CAN-type, embedded wired data communication network 8. The assembly containing the computers is powered by a power supply circuit (not shown), regulated by a power switch or an electrical repeater. When the vehicle is off or in sleep mode, especially while waiting to charge, or during a charging session, the strategy implemented by the main computer 1 is to shut down the computers to avoid excessive electrical consumption.

[0050] Furthermore, the vehicle also includes an infotainment computer 4, which is dedicated to providing onboard navigation and media data and is generally referred to as the "infotainment computer". This infotainment computer communicates with other computers in the vehicle via a CAN network 8. Traditionally, this infotainment computer works in conjunction with the vehicle's onboard display unit or multimedia unit to transmit data related to onboard media and navigation. More specifically, computer 4 uses navigation data (NAV), intended for onboard display, and includes a charging speed parameter (CR), expressed as range in kilometers per hour (km / h), and remaining driving range (AR), expressed as kilometers (km). This data is displayed to the onboard user during a charging session.

[0051] In the context of this invention, computer 4 is adapted to communicate navigation data (NAV) to a main computer 1 via the CAN network, and to transmit the data to remote monitoring equipment 15 via telematics housing 3. The navigation data NAV is particularly interesting because it is suitable for communication with outsourced equipment such as monitoring equipment 15 towards the vehicle, regardless of the vehicle's electrical architecture and onboard network. The navigation data can also determine the average charging current value and remaining charging duration during a charging session. Furthermore, the navigation data NAV allows monitoring equipment 15 to assess the charging status during a charging session without collecting data from the vehicle.

[0052] Furthermore, depending on the vehicle manufacturer, certain data from the BMS may be retained, strictly embedded in (i.e., limited to) the powertrain system of the vehicle. The values ​​of the charging current and the charging mode are not always accessible to the remote monitoring equipment 15. Similarly, in the case of a conventional charging socket, or when the charging terminal is not connected to a charging supplier, the monitoring equipment 15 may not be able to know the charging current value and the charging mode. Therefore, the use of Navigation Data (NAV) according to the implementation of the present invention improves the interoperability of the charging status assessment method.

[0053] The remote monitoring equipment 15 includes a remote monitoring software system 18 for monitoring connected vehicles. This software system operates connectivity and data processing services (often designated as "Cloud Service," online service, or nuage service) for the connected vehicle fleet, adapted for communication with the vehicles 20 via a wireless communication network 11. To this end, the remote monitoring software system also includes a wireless communication component (not shown) capable of establishing data communication channels implemented from and toward the monitoring equipment. The connectivity service is operated, for example, by the manufacturer of the electrified vehicle 20. The software system 18 is based on one or more remote servers on the equipment 15. The servers include processors and data storage devices, as well as conventional hardware devices (such as network interfaces) and other software interface modules. The processor includes one or more data processing units and volatile and non-volatile memory for executing computer programs.

[0054] Software module 18 includes a communication module 16 adapted to establish a data communication channel 13 between vehicle 20 and monitoring equipment 15 via wireless communication network 11. Specifically, in the context of this invention, communication module 16 is adapted to wake up and shut down the vehicle's computer according to a specific wake-up standard to establish data communication for remotely initiating a charging session of the vehicle, establishing data communication at the start and end of charging, and between the start and end of the charging session.

[0055] Additionally, the communication module 16 is adapted to establish a data communication channel 10 between the user 14's personal electronic device 12 and the monitoring equipment 15 via the wireless communication network 11, particularly to receive user requests and directly transmit data to the user 14. The personal device 12 is, for example, a mobile phone, tablet, connected watch, or computer. The personal device 12 is adapted to operate an application from the vehicle manufacturer for remote owner services.

[0056] Software module 18 also includes an evaluator module 17, which evaluates the state of charge (SOC) value based on an evaluation equation. E The evaluation equation uses communication data 9 from vehicle 20, especially the actual state of charge (SOC). R And flight data NAV (including charge rate CR and remaining range AR). The evaluation equations will be described in more detail below.

[0057] Software module 18 further manages a database 19 of correction coefficients 'a', which are used by the evaluation equations. The database lists correction coefficients 'a' for each indexed vehicle. These correction coefficients are pre-established, for example, as functions of manufacturer-specific standards, geographic regions, and vehicle models. In the example case, their initial value is 1, and then the correction coefficients evolve as a function of usage conditions, particularly during charging, throughout the vehicle's usage. The calculation of these correction coefficients will be described in more detail below.

[0058] Finally, system 100 is configured to cooperate with third-party system 24 of the service provider. Remote equipment 15 and third-party system 24 cooperate in data communication to exchange evaluated State of Charge (SOC) values. E Furthermore, the third-party system includes features for recording the evaluated State of Charge (SOC) calculated by the monitoring equipment 15 at any given time. E The recording component, and a software system 25 adapted to operate the SOC. E The remote service relies on one or more remote servers and databases. The servers include processors, data storage devices, conventional hardware (such as network interfaces), and other software interface modules. The processor includes one or more data processing units and volatile and non-volatile memory to execute computer programs.

[0059] Service provider 24 may be a charging terminal (e.g., charging terminal 6) operator capable of implementing the remote intelligent charging management, or an energy management operator managing a power supply network (EMS, "Energy Management System"), operating intelligent management services for the power supply network, the operator's server containing energy management software modules for energy management of the power supply network. Alternatively, the service provider may be a vehicle platoon operator or a service provider serving user 14, such as applications related to the user's vehicle usage, navigation applications, applications for managing data and managing home-connected instruments (e.g., home charging terminal 6), electrical counters, etc. Third-party system 24 may communicate with or connected instruments via the wireless communication network, or wired network IP, or via fiber optic or satellite networks (i.e., via an Internet service provider that is not necessarily a mobile phone network).

[0060] The vehicle's navigation data (NAV) was used to evaluate the State of Charge (SOC). E The advantages are further clarified because the method ensures better interoperability for computing the SOC. E In fact, regarding the SOC...E The calculations may be implemented based solely on data from the vehicle, and therefore are implemented independently of the operator’s cooperation with the connected charging terminal network.

[0061] Implementation of the state-of-charge assessment method according to the present invention will now be described. Figure 2 The upper diagram illustrates a charging session for a battery of an electrified vehicle according to the prior art, and the lower diagram illustrates an implementation of the method according to the invention. During the charging session, a user or remote program of a third-party operator periodically queries the battery's charging status. The binary state BTA / BSRF of the vehicle's telematics unit is shown on the vertical axis, indicating the system's wake-up state at state 1 and its sleep state at state 0. The horizontal axis shows the time during the charging session. At the start of the charging session, a first data communication between the monitoring equipment and the vehicle enables the exchange of the actual charging status SOC0 value, and at the end of the charging session, a final communication enables the exchange of the actual charging status SOC0 value. n Swapping the values.

[0062] According to known techniques in the prior art, a State of Charge (SOC) is requested for each state of charge of the battery. k At each wake-up point, the monitoring equipment wakes up the vehicle's system. At each wake-up point, the charging status value is updated by a transmitted value originating from the vehicle. This is represented by the rectangle shown as a solid line on the top graph. This sequence leads to accelerated aging of the vehicle's electronic switches, which is undesirable.

[0063] According to the present invention, during the duration of the charging session, the evaluated state of charge is continuously calculated by the remote monitoring equipment based on the transmitted data SOC0 during the initiation of the charging session. This is represented by a rectangle shown in dashed lines. The evaluated state of charge is based on the SOC at the start of charging, at the end of charging, and at a unique time between the start and the end of charging, according to a determined calibration standard established by the monitoring equipment. k At this point, the transmitted actual value is continuously determined by the vehicle. Each wake-up of the vehicle's electronic system involves calibration of the evaluated SOC to the actual SOC value, and calibration of the correction factor. This is represented by a rectangle shown in solid lines. In an example scenario, this calibration is requested when the charging duration reaches approximately half of the planned total charging duration, or when the battery's state of charge level reaches half of the battery's maximum capacity. As in... Figure 2 As can be seen above, the present invention significantly reduces the number of wake-ups required for the system.

[0064] Figure 3 The block diagram illustrates an embodiment of a charging session during which the remote monitoring equipment performs the method according to the invention to assess the state of charge of the battery of the electrified vehicle. The monitoring equipment is equipped with an integrated circuit computer and an electronic memory, the computer and the memory being configured to perform the method according to the invention. However, this is not mandatory. In practice, the computer can be implemented externally to the monitoring equipment, while being coupled to it. In this latter case, the computer itself can be arranged as a dedicated computer, which includes, for example, possible dedicated programs. Therefore, according to the invention, the computer can be implemented as having software (or computer (or "software")) modules, or electronic circuits (or "hardware"), or a combination of electronic circuits and software modules.

[0065] During the session, a first verification 30 is performed, during which the monitoring equipment controls whether the vehicle's wireless communication components BTA and BSRF, as well as the main computer VSM, are awake. This control is performed by monitoring, for example, the state of communication frames between the vehicle and the remote equipment. For example, monitoring the frequency of transmitted frames from the vehicle to the monitoring equipment via the wireless communication network is implemented, and this frequency is compared with a predetermined frequency (e.g., per minute) used to characterize the wake-up state of the system.

[0066] If the monitoring equipment detects that the vehicle's system has been woken up, then in step 31, the monitoring equipment collects the actual value of the battery's state of charge (SOC) via the wireless communication network at a predetermined update frequency with a constant period (e.g., approximately every fifteen minutes). R The charging status update frequency can be implemented at a higher or lower frequency and adapted to the needs of the monitoring equipment or a third-party operator. The design allows the user to update the charging status on demand, independently of the predetermined frequency. Between updates, the charging status value provided by the monitoring equipment remains constant.

[0067] In the context of a charging session, step 30 may be intended to verify whether the vehicle previously performed thermal pre-conditioning of the battery system at the charging location, or whether the remote monitoring equipment remotely controlled the thermal pre-conditioning previously performed during the charging. During thermal pre-conditioning, the vehicle's system is awakened, and the monitoring equipment can detect the operation, for example, by means of exchanged control signals exchanged between the vehicle and the monitoring equipment. The planned charging procedure implemented by the monitoring equipment may also include a thermal pre-conditioning command, in which case the command also initiates the actual State of Charge (SOC) update according to the predetermined update frequency. R The collection.

[0068] Then, optionally following the thermal pre-conditioning operation, the monitoring equipment switches to monitoring step 32, during which a determination is made as to whether charging has started. If the charging start condition DR is not detected, the method continues to monitor 30. Condition DR may be the activation state of a charging control signal. The signal may be a signal from the vehicle, a signal from the monitoring equipment, or a signal from the charging terminal or from the charging provider. During the charging start-up, the vehicle's system is woken up.

[0069] If the starting condition DR of the charging session is detected, the method at step 33 includes a first data communication 33 performed from the electrified vehicle toward the monitoring equipment. The data communication includes communicated data containing the actual state of charge (SOC) of the battery. R The first value and the vehicle's navigation parameter NAV (which characterizes the charging speed CR and remaining driving range AR at the first communication time). The navigation parameter comes from the infotainment computer, referred to as the "infotainment computer". The data communication may include other information, such as vehicle identifier, user identifier, battery health status, temperature in an environment close to the vehicle, etc.

[0070] During step 33, the monitoring equipment further determines the value of the correction factor αo at the start time of the charging. This value is determined based on values ​​included in database 19, with reference to... Figure 1 For the first monitored charge, the initial value is equal to 1. The value then changes during the charging period as a function of the vehicle's charging history and as a function of updates to the correction factor α. The value a0 may optionally be determined by an artificial intelligence algorithm as a function of the transmitted data during step 33, based on user identification data, the external temperature in the vehicle's environment, and (if necessary) the battery's health status.

[0071] At step 34, the method includes a monitoring step for monitoring the end of the charging session (FR). The charging end condition (FR) may be the activation state of a charging control signal. This signal may be a signal from the vehicle, a signal from the monitoring equipment, or a signal from the charging terminal or from the charging provider. During the charging session, the main computer and the computer in the vehicle's telematics housing are turned off to particularly limit energy consumption. Communication channel 13 is not authorized for implementing the data transmission.

[0072] At step 35, the method includes a verification step for verifying the start condition REC of the calibration session for the evaluated state of charge value and the value of the correction factor α. Verification of the condition REC involves comparing the elapsed charging duration from the start detection time t0 at which the start of charging is detected with a predetermined duration, such that the predetermined duration is, for example, equal to half the total charging duration of the battery. In this example scenario, the set total charging duration is evaluated based on the navigation data NAV transmitted during the data communication. Specifically, the data includes the charging speed and remaining driving range, which can be used to evaluate the total charging duration t according to the following relationship: total_charge :

[0073] [Equation 2]

[0074]

[0075] SOC R (t0) is the actual value collected by the monitoring equipment at time t0 previously at tn, expressed as a percentage. CR is the charging speed, and AR is the remaining driving range. CR can be expressed in km / h (i.e., charging range in kilometers in charging hours), and AR is expressed in km.

[0076] In a variant, the starting condition for the calibration session is the charged energy relative to the total capacity of the battery.

[0077] If the calibration condition is not detected, for example, if the elapsed time is less than the predetermined duration, according to the method of the invention, at step 37, the remote monitoring equipment evaluates the State of Charge (SOC) based on the communicated data at the start of charging and based on a charging speed correction factor α recorded in the memory of the database. E The value of SOC as evaluated. E The monitoring equipment performs continuous calculations.

[0078] More precisely, the value of SOC EBased on the evaluation equation, the evaluation equation is calculated to be equal to the following relationship:

[0079] [Equation 3]

[0080]

[0081] in:

[0082] SOC E (tn) is the evaluated value of the state of charge at time t, expressed in seconds, SOC. R (t0) is the actual value collected by the monitoring equipment at the start time t0 of the charging, α0 is a correction factor recorded in the database, CR is a parameter characterizing the determined charging current based on the charging speed, and AR is a parameter characterizing the remaining driving range calculated based on the remaining driving range. Cr can be expressed in km / h (kilometers of driving range per charging hour), and AR is expressed in km. 3600 implements the conversion between the time unit "hour" and the time unit "second".

[0083] CR can be the average charging current, expressed in amperes, and calculated based on navigation parameters expressed in charging rate. In this case, AR can be the remaining battery capacity, expressed in ampere-hours, and calculated based on remaining range expressed in kilometers.

[0084] It should be added that the value of the remote driving capability (AR) can be a function of the battery's state of health (SOH) parameter. This SOH parameter can be transmitted by the vehicle during the data communication or determined by the monitoring equipment. The SOH value is equal to 1 for the battery in a "new" state and decreases during the aging process of the battery.

[0085] SOC value E The system can be continuously queried by a service provider connected to the monitoring equipment, or by the vehicle user using a personal electronic device. The advantage of this method is that it provides State of the Occupation (SOC). E The value does not require the vehicle to be woken up at any time in response to requests from third-party systems. Therefore, the number of wake-up switches is reduced. The continuity assessment means the value of SOC. E Depending on the second mode, which differs from the mode of step 31, it may be updated at, for example, a higher update frequency of per minute or per second.

[0086] According to the present invention, the method is designed with a unique calibration session between the start and end of the charging. If the calibration condition is detected at step 35, that is, the elapsed time is equal to approximately half of the set charging time, at step 36, the remote monitoring equipment initiates calibration of the SOC at a given time tk. E The value of and the value of the correction factor α, and the calibration session. The calibration session means that the monitoring equipment remotely wakes up the vehicle's computer, for example, according to the MQTT protocol known to those skilled in the art.

[0087] Once the computer is awakened, step 36 includes data communication initiated from the vehicle toward the monitoring equipment, the data communication including the battery's actual state of charge (SOC). R The value of the navigation parameter NAV (including charging speed CR and remaining driving range AR) at the communication time tk.

[0088] SOC value E Calibrated to the actual SOC obtained from the vehicle R The calibration is as follows. Figure 4 As shown in the accompanying graph, during the duration of the charging session, the measured State of Charge (SOC) is as evaluated by the monitoring equipment. E (Shown in solid line) and for calculating the actual SOC based on the BMS floor area of ​​the vehicle. R The SOC value is schematically shown. E The values ​​are continuously calculated by the monitoring equipment and provided to the service provider system or to the user during the duration of the charging session. Time is shown on the horizontal axis, where t0 corresponds to the start of the charging, tk corresponds to the moment of control of the calibration session during charging, and tn corresponds to the end of the charging.

[0089] Additionally, calibration session 36 includes, for subsequent evaluation of the state of charge, adjusting the new value α of the correction factor α. k The calculation and updating of the values ​​recorded in the database. More specifically, at the calibration session midway through the charging process, the correction factor α... k Calculated based on the following equation:

[0090] [Equation 4]

[0091]

[0092] Where: tk is the time of the calibration session, t0 is the start time of the charging session, and SOC is... E The evaluated state of charge is described, and SOCR is described as the actual state of charge.

[0093] Between t0 and tk, the correction factor in the database is equal to α0. At time tk, the value SOC... E Calibrated to the SOC value R .

[0094] Subsequently, at the calibration time tk and until the end of the charging process at time tn, the vehicle's computer is turned off. (SOC value) E The evaluation equation is calculated by the monitoring equipment in step 37 according to the previous evaluation equation, where α = α k And the SOC R The actual value at time tk is replaced with the last communicated value of the vehicle during the calibration session.

[0095] Therefore, at each time tn following tk, the value SOC is... E The following formula was used to calculate:

[0096] [Equation 5]

[0097]

[0098] Finally, if the charging termination condition FR is detected at step 34, the method according to the invention includes step 38, during which the final calibration session is controlled by the monitoring equipment. The charging termination signifies the wake-up of the vehicle's computer. Once the computer is woken up, step 38 includes a re-data communication from the vehicle toward the monitoring equipment, this re-data communication including the actual state of charge (SOC) of the battery at the communication time tn. R The value of .

[0099] At the end of charging time tn, the SOC E The value is calibrated to the SOC value communicated during the last data communication. R , such as in Figure 4 As can be seen above. The SOC E The value is communicated to a third-party system at any time when requested.

[0100] Similarly, at the end of charging, the correction factor α is updated to a new value α according to the following formula. n :

[0101] [Equation 6]

[0102]

[0103] The value αn is recorded in the memory of the database and is used for the SOC of the vehicle's next charging session.E Calculation of values.

[0104] Once the charging end calibration has been performed, the method returns to step 32, where a verification is performed to confirm whether the vehicle is charging. If not, the method returns to the thermal pre-conditioning initial verification step.

[0105] It is conceivable that the charging session does not include a calibration session, with a SOC value. E Therefore, during the entire duration of the charging session, the data communicated at the start of charging at time t0 is calculated as a function of the data and the correction factor α0.

Claims

1. A method for assessing the state of charge of a battery (7) of an electrified vehicle (20), the method being implemented in a monitoring system (100) of the electrified vehicle, the monitoring system comprising: A charging component (6) connected to a power supply network (21) and ensuring charging of the battery (7); at least one remote monitoring device (15) containing a remote monitoring software system (18) for remotely monitoring connected electrified vehicles; and a wireless communication wide area network (11). The electrified vehicle (20) includes: a wireless communication device (3) adapted to transmit data to the remote monitoring equipment (15) via the wireless communication wide area network (11); and an infotainment computer (4) configured to provide onboard navigation parameters (NAV) for the electrified vehicle, characterized in that the method includes: - At the start of the charging session, a first data communication (33) is performed from the electrified vehicle (20) toward the remote monitoring equipment (15), the first data communication (33) including communicated data (9) containing the actual state of charge (SOC) of the battery (7). R The first value of the navigation parameter (NAV) is obtained from the infotainment computer (4) and represents the charging rate (CR) and remaining range (AR) at the first communication moment. - During the charging session, the remote monitoring equipment (15) assesses and provides (37) the assessed state of charge (SOC). E The evaluated state of charge (SOC) E The value α0 is determined based on the communication data (9) and a first value α0 based on the correction factor α of the charging speed, and the first value α0 is recorded in the database (19) of the remote monitoring equipment (15). The assessment of the evaluated state of charge is calculated based on an assessment equation, which is equal to the following relationship: [Equation 7] in: - SOC E (tn) is the evaluated value of the charging state at time tn. - SOC R (t0) is the actual value collected by the remote monitoring equipment at time t0 prior to tn. - α is a correction factor recorded in the database. - CR is a parameter characterizing the charging current determined based on the charging speed. AR is a parameter that characterizes the remaining driving range calculated based on the remaining driving range.

2. The method according to claim 1, characterized in that, The flight parameters (NAV) include charging speed and remaining range, with the charging speed value expressed as driving range in charging hours and the remaining range value expressed as driving distance.

3. The method according to claim 1 or 2, characterized in that, The method further includes calibrating the evaluated state of charge (SOC) during the charging session. E ) and at least one calibration sequence (36) for calibrating the correction factor α, said at least one calibration sequence comprising the following steps in sequence: - A second data communication is implemented from the electrified vehicle (20) toward the remote monitoring equipment (15), the second data communication including a second value of the communicated data (9) at the second communication time. - Calibrate the evaluated state of charge (SOC) based on the second value. E ), - Calculate the second value α of the correction factor α k And update the values ​​recorded in the database for use in assessing the state of charge (SOC) after the second communication time. E ).

4. The method according to claim 3, characterized in that, If it is detected that the elapsed charging duration is equal to approximately half of the planned total charging duration of the charging session, at least the calibration sequence (36) is initiated.

5. The method according to claim 1 or 2, characterized in that, In the event that the charging session has ended, the method further includes: - A third data communication from the electrified vehicle to the remote monitoring equipment, the third data communication including the actual state of charge (SOC) of the battery (7) at the end of the charging session. R The value of ) - Based on the value of the actual state of charge, calibrate (38) the evaluated state of charge (SOC). E ), - Calculate the third value α of the correction factor α. n And update the values ​​recorded in the database (19) to be used for assessing the state of charge (SOC) after the end of the charging session. E ).

6. The method according to claim 1 or 2, characterized in that, The charging session also includes a thermal pre-conditioning phase (31) of the battery (7), during which the remote monitoring equipment (15) provides the actual state of charge (SOC) of the battery (7) via the wireless communication wide area network (11) at a predetermined frequency and / or in response to a request. R The request collects the value of the value.

7. The method according to claim 1 or 2, characterized in that, The method further includes the remote monitoring equipment (15) providing the evaluated state of charge (SOC) via the wireless communication wide area network (11). E The value of ) is sent to the personal electronic device (12) of the user of the electrified vehicle (20).

8. The method according to claim 1 or 2, characterized in that, The method further includes the evaluation state of charge (SOC) being provided by the remote monitoring equipment (15). E The value is sent to the computer server of a third-party service provider.

9. A remote monitoring device (15), the remote monitoring device comprising a data storage device for storing program instructions that implement a method for assessing the state of charge of a battery of an electrified vehicle according to any one of claims 1 to 8.

Images