transportation vehicle

Abstract

A management device (DG) for a means of transport (V) comprising a passenger compartment (H) associated with a heating and / or air conditioning installation (IC) and an at least partially electric powertrain comprising electrical components (O1, O2) associated with a first cooling system (SR1) consuming electrical energy of a battery (BP) associated with a second cooling system (SR2) and a processor and a memory determining, as a function of electrical requirements of the first cooling system (SR1), of the second cooling system (SR2) and of the heating and / or air conditioning installation (IC), a next power supply mode to be created as a replacement of a created current power supply mode and then, as a function of priority levels associated with these current power supply modes and with the next power supply mode, a transition duration to be imposed before creating the determined next power supply mode.

Description

Technical Field

[0001] This invention claims priority to French application No. 2102727, filed on March 18, 2021, the contents of which (text, drawings and claims) are incorporated herein by reference.

[0002] The present invention relates to a vehicle having a powertrain (or GMP) that is at least partially electric, and more precisely to a device for managing the power supply mode in such a vehicle. Background Technology

[0003] As is known to those skilled in the art, some vehicles include: a passenger compartment that receives air processed by heating and / or air conditioning facilities; and a powertrain (or GMP) that is at least partially electric (i.e., purely electric or hybrid (thermal / electric)). The GMP typically includes electrical components associated with a first cooling system that consume electrical energy stored in a low-, medium-, or high-voltage type battery associated with a second cooling system. For example, these electrical components may be one or more electric drive machines, one or more inverters, and one or more electric energy generators (e.g., DC / DC (or DC / DC) type converters and, optionally, an alternator or alternator-starter when the GMP also includes a thermal drive machine).

[0004] In this type of transportation vehicle, at least two different power supply modes can be created based on the electrical needs of the first cooling system, the second cooling system, and the heating and / or air conditioning facilities at the time under consideration. For example, these power supply modes can be selected from a set including a first power supply mode, a second power supply mode, a third power supply mode, and a fourth power supply mode, wherein the first power supply mode prioritizes visibility in the passenger compartment for the safety of the vehicle's operation, the second power supply mode prioritizes the lifespan of the electrical components and the battery, the third power supply mode prioritizes cooling of the electrical components, and the fourth power supply mode prioritizes thermal comfort in the passenger compartment.

[0005] The management device is responsible for determining the next power supply mode to be created (as a replacement for the currently created power supply mode) based on the aforementioned electrical requirements. In transportation vehicles, different power supply modes have different priority levels. It is understood that, for example, the first power supply mode (“Safety” mode) has higher priority than the third power supply mode (“Thermal GMP” mode), and therefore, when the next power supply mode is the first power supply mode, it needs to be created as quickly as possible. In some transportation vehicles, when the management device has determined the next power supply mode to be created based on the electrical requirements, the management device creates the next power supply mode after a so-called “confirmation” time interval to allow for the possibility of modifying the management device’s selection of the next power supply mode in the event of a sudden change in the electrical requirements. However, currently, this confirmation time interval is constant regardless of the current power supply mode and the next power supply mode, which may cause problems in some cases.

[0006] Therefore, the object of the present invention is particularly to improve the situation described above. Summary of the Invention

[0007] Therefore, the present invention provides a management device for use on a transport vehicle, the transport vehicle comprising: a passenger compartment receiving air processed by heating and / or air conditioning facilities; and a powertrain that is at least partially electric, the powertrain including electrical components associated with a first cooling system that consume electrical energy stored in a battery associated with a second cooling system, and wherein at least two different power supply modes can be created according to the electrical requirements of the first cooling system, the second cooling system and the heating and / or air conditioning facilities.

[0008] The management device is characterized in that it includes at least one processor and at least one memory, the at least one processor and the at least one memory being configured to perform the following operations: determining a next power supply mode to be created (as a replacement for the created current power supply mode) based on these electrical requirements, and then determining a transition period to be imposed before creating the determined next power supply mode based on priority levels associated with these current power supply modes and the next power supply mode, respectively.

[0009] The transition duration (which must be created before the next power supply mode is created) will change precisely from now on according to the transition that needs to occur between the current power supply mode and the next power supply mode, thus taking into account the different priority levels of different power supply modes that can be created in the vehicle.

[0010] The management device according to the invention may include other features that can be used alone or in combination, in particular:

[0011] - The processor and memory of the management device are configured to perform the following operations: taking into account four different power supply modes, each associated with a different priority level;

[0012] - In the presence of the aforementioned optional configuration, the processor and memory of the management device may be configured to perform the following operations: determine a power supply mode from a set including a first power supply mode, a second power supply mode, a third power supply mode, and a fourth power supply mode, wherein the first power supply mode prioritizes visibility in the passenger compartment for the safety of the vehicle's operation and is associated with a maximized first priority level; the second power supply mode prioritizes the lifespan of the electrical components and the battery and is associated with a second priority level lower than the first priority level; the third power supply mode prioritizes cooling of the electrical components and is associated with a third priority level lower than the second priority level; and the fourth power supply mode prioritizes thermal comfort in the passenger compartment and is associated with a minimized fourth priority level lower than the third priority level.

[0013] - In the presence of the previous optional configuration, the processor and memory of the management device may be configured to perform the following operations: determine the most important electrical requirement (hereinafter referred to as the intermediate electrical requirement) from the electrical requirements of the first cooling system and the second cooling system, then determine a power supply mode that can be created in the presence of the intermediate electrical requirement (hereinafter referred to as the intermediate mode) from the second power supply mode, the third power supply mode and the fourth power supply mode, and then determine a power supply mode that can be created in the presence of the electrical requirement of the heating and / or air conditioning facility (as the next power supply mode) from the first power supply mode and the determined intermediate mode;

[0014] - The higher the priority level of the next power supply mode, the shorter the transition time before the next power supply mode;

[0015] - The higher the priority level of the current power supply mode, the longer the transition time before the next power supply mode;

[0016] The processor and memory of the management device are configured to perform the following operations: determine the transition duration from a correspondence table that establishes a correspondence between the current power supply mode and the next power supply mode and the transition duration.

[0017] The present invention also provides an optional motorized type of transport vehicle, which on the one hand includes a management device of the type described above, a passenger compartment receiving air processed by heating and / or air conditioning facilities, and an at least partially electric powertrain, the powertrain including electrical components associated with a first cooling system that consume electrical energy stored in a battery associated with a second cooling system, and on the other hand, in the transport vehicle, at least two different power supply modes can be created according to the electrical requirements of the first cooling system, the second cooling system, and the heating and / or air conditioning facilities.

[0018] The present invention also provides a management method for implementation in a transportation vehicle, the transportation vehicle comprising: a passenger compartment receiving air processed by heating and / or air conditioning facilities; and a powertrain that is at least partially electric, the powertrain including electrical components associated with a first cooling system, the electrical components consuming electrical energy stored in a battery associated with a second cooling system, and, in the management method, at least two different power supply modes can be created based on the electrical requirements of the first cooling system, the second cooling system, and the heating and / or air conditioning facilities.

[0019] The management method is characterized by comprising the following steps: determining a next power supply mode to be created (as a replacement for the currently created power supply mode) based on the electrical requirements, and then determining a transition period to be imposed before creating the determined next power supply mode based on the priority levels associated with these current power supply modes and the next power supply mode, respectively.

[0020] The present invention also provides a computer program product comprising a set of instructions, which, when executed by a processing unit, are capable of implementing a management method of the type described above to manage the creation of at least two different power supply modes in a transportation vehicle, the transportation vehicle comprising: a passenger cabin receiving air processed by heating and / or air conditioning facilities; and a powertrain that is at least partially electric, the powertrain including electrical components associated with a first cooling system that consume electrical energy stored in a battery associated with a second cooling system. Attached Figure Description

[0021] Other features and advantages of the invention will become more apparent from the following detailed description and accompanying drawings, in which:

[0022] - Figure 1 An embodiment of a transport vehicle is illustrated schematically and functionally, the vehicle comprising a fully electric GMP and a management device according to the invention.

[0023] - Figure 2 An embodiment of a power supply monitoring computer, including an embodiment of a management device according to the invention, is illustrated schematically and functionally.

[0024] - Figure 3 A simplified diagram illustrating an example of the temporal evolution of power supply modes determined by the implementation of the present invention is shown.

[0025] - Figure 4 The diagram illustrates, schematically and functionally, an example of decomposing the operation performed by the management device according to the invention into sub-functional modules, and

[0026] - Figure 5 An example of an algorithm implementing the management method according to the present invention is illustrated schematically. Detailed Implementation

[0027] The present invention is particularly intended to provide a management device DG and an associated management method for managing the power supply mode in a vehicle V having at least a partially electric powertrain (or GMP).

[0028] In the following text, by way of non-limiting example, the means of transport V is considered to be motorized. The means of transport, for example, refers to a car, such as... Figure 1 As shown above. However, the present invention is not limited to this type of transport vehicle. In fact, the present invention relates to any type of transport vehicle including at least partially electrically powered GMPs and passenger compartments (receiving air treated by heating and / or air conditioning facilities). Thus, the present invention relates, for example, to land transport vehicles (e.g., utility vehicles, motorhomes, minibuses, buses, trucks, road machinery, construction machinery, agricultural machinery, tracked machinery), ships, and aircraft.

[0029] like Figure 1 As shown in the above non-limiting description, the transport vehicle V according to the invention includes at least a passenger compartment H associated with heating and / or air conditioning facilities IC, a drivetrain having at least partially electric powertrain (which includes an electrical component Oj associated with a first cooling system SR1, the electrical component consuming electrical energy stored in a main battery BP, the main battery being associated with a second cooling system SR2), and a management device DG.

[0030] In the following text, by way of non-limiting example, the heating and / or air conditioning facility IC (which is responsible for supplying treated air to passenger cabin H) is considered to be a heating and air conditioning facility. However, the heating and / or air conditioning facility may be a simple heating facility or a simple air conditioning facility.

[0031] exist Figure 1In the example shown above, the vehicle includes a drivetrain with a purely electric GMP, and therefore specifically includes at least one electric drive machine MM, an engine shaft AM, a main battery BP, and a drive shaft AT. However, as further described above, the GMP can be hybrid (thermal / electric).

[0032] Here, the term "electrically driven machine" is understood as an electrical machine configured to provide or recover torque to move a transport vehicle V.

[0033] The drive unit MM (here, an electric motor) is connected to the main battery BP via a first electrical component O1 (j=1) to be supplied with electrical energy and optionally to supply electrical energy to the main battery BP. The drive unit is connected to the engine shaft AM to provide torque to the engine shaft by driving rotation. The engine shaft AM is here connected to a reduction gear RD, which is also connected to a drive shaft AT, which itself is preferably connected to a first axle (here, a wheel axle) T1 via a differential D1.

[0034] The first axle T1 is located in the front portion PV of the transport vehicle V. However, in a variant, the first axle T1 may be an axle located in the rear portion PR of the transport vehicle V (labeled T2 in the attached figure).

[0035] For example, the first electrical component O1 can be an inverter.

[0036] For example, the main battery BP can be of the low-voltage type (typically, for example, 400V). But the main battery can also be of the medium-voltage or high-voltage type.

[0037] The drive unit MM is also connected to a second electrical component O2 (j=2), which is an electrical energy generator configured as a DC / DC (or DC / DC) converter and is also connected to the service battery BS (indirectly here) to recharge the service battery, in particular, using converted electrical energy from the main battery BP. In addition to recharging the service battery BS, the converter O2 is also responsible for supplying the on-board network RB with converted electrical energy from the main battery BP. Note that when the GMP is hybrid, the electrical component Oj also includes another electrical energy generator configured as an alternator or alternator starter.

[0038] The service battery (BS) is responsible for providing electrical energy to the vehicle network (RB) as a supplement to the electrical energy provided by the main battery (BP). For example, the service battery (BS) can be configured as an ultra-low voltage (typically 12V, 24V, or 48V) type battery.

[0039] The vehicle network RB is a power supply network that includes electrical (or electronic) equipment (or components) that consume electrical energy. Each of these electrical (or electronic) equipment (or components) is either "non-priority" or "safety (and therefore priority)". Here, "safety equipment (or components)" is understood to be equipment (or components) that consume electrical energy to ensure at least one so-called safety function (because it relates to the safety of the passengers of the vehicle V) and therefore requires priority in the supply of electrical energy. The safety equipment (or components) may, for example, involve electric power steering or electric braking devices (e.g., service brakes, emergency brakes, brake assist systems, or anti-wheel-drive systems). Non-priority electrical (or electronic) equipment (or components) consume electrical energy to ensure at least one non-essential function (e.g., heating / air conditioning or seat heating or seat massage devices).

[0040] Note that, Figure 1 In the non-limiting example shown above, the vehicle V includes a distribution box BD, which is connected to a service battery BS, a converter O2, and an onboard network RB. The distribution box BD is responsible for distributing electrical energy stored in the service battery BS or generated by the converter O2 within the onboard network RB to power electrical components (or equipment) according to received power supply requests. Monitoring of the electrical energy (and especially the distribution mentioned above) can be ensured by a computer CS. Figure 1 In the non-limiting example shown above, the monitoring computer CS is not part of the distribution box BD. However, in a variant implementation (not shown), the monitoring computer CS may be part of the distribution box BD. The monitoring computer CS is also preferably responsible for monitoring the electrical requirements bk of the first cooling system SR1, the second cooling system SR2, and the (heating and / or air conditioning) facility IC, creating a power supply mode determined by the management device DG according to the invention from at least two different power supply modes.

[0041] In the following text, by:

[0042] -b1 (k=1) represents the electrical energy requirement at the time under consideration that enables the first cooling system SR1 to cool (each) (electrical) drive machine MM.

[0043] -b2 (k=2) represents the electrical energy requirement at the time under consideration for the first cooling system SR1 to cool converter O2.

[0044] -b3 (k=3) represents the electrical energy requirement at the time under consideration that enables the first cooling system SR1 to cool (each) inverter O1.

[0045] -b4 (k=4) represents the electrical energy requirement at the time under consideration for the second cooling system SR2 to cool the main battery BP, and

[0046] -b5 (k = 5) represents the electrical energy requirement at the time under consideration that enables facility IC to ensure the air temperature in passenger cabin H (optionally chosen by the passengers of transport vehicle V).

[0047] For example, the power supply mode of the transportation vehicle V can be selected from a set including the following power supply modes:

[0048] - First power supply mode m1, which prioritizes visibility in the passenger compartment H for the safety of the vehicle V and is associated with a maximized first priority level (because the formation of water vapor on the windshield and the lower level of water vapor formation on the rear window need to be prevented in a priority manner).

[0049] - Second power supply mode m2, which prioritizes the lifespan of electrical component Oj and main battery BP and is associated with a second priority level that is lower than the first priority level.

[0050] - A third power supply mode m3, which prioritizes cooling of electrical component Oj and is associated with a third priority level that is lower than the second priority level, and

[0051] - Fourth power supply mode m4, which prioritizes air thermal comfort in passenger cabin H and is associated with a fourth priority level that is minimized and lower than the third priority level.

[0052] like Figure 2 As shown above in a non-limiting manner, the management device DG according to the present invention includes at least one processor PR and at least one memory MD, the at least one processor and the at least one memory being configured to perform operations when the GMP is running.

[0053] These operations begin by determining the next power supply mode pm to be created (as a replacement for the currently created power supply mode am) based on the electrical requirements bk of the first cooling system SR1, the second cooling system SR2, and the facility IC.

[0054] The next step in these operations is to determine the transition duration dn to be imposed before the determined next power supply mode pm is created, based on the priority levels associated with the current power supply mode am and the next power supply mode pm, respectively.

[0055] Therefore, the transition time (or confirmation time) dn that must be imposed before creating the next power supply mode pm varies precisely according to the transition that needs to occur between the current power supply mode am and the next power supply mode pm. This can very advantageously take into account the different priority levels of different power supply modes that can be created in the vehicle V.

[0056] Note that, Figure 1 and Figure 2 In the non-limiting example shown above, the processor PR and the memory MD are part of a monitoring computer CS, which is implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). However, in a variant (not shown), the processor PR and the memory MD may be part of a computer (which is not the monitoring computer CS) and thus ensure at least one other function in the transport vehicle V. In another variant (not shown), the management device DG may include its own inherent computer, which in particular includes its own processor PR and memory MD.

[0057] The processor PR may be, for example, a digital signal processor (or DSP). The processor PR may include integrated (or printed) circuitry or multiple integrated (or printed) circuits connected via wired or wireless connections. "Integrated (or printed) circuitry" is understood to be any type of device capable of performing at least one electrical or electronic operation. Thus, the processor may, for example, relate to a microcontroller.

[0058] The memory MD is a random access memory for storing instructions for the processor PR to implement at least a portion of the management methods (and therefore the functionality of those management methods) described below.

[0059] Note that the processor PR and the memory MD are configured to perform the following operations: taking into account the four different power supply modes m1 to m4 described above and respectively associated with four different priority levels.

[0060] exist Figure 3 The simplified diagram schematically illustrates an example of the temporal evolution of the power supply mode mp (here p = 1 to 4) determined by the management device DG according to the demand bk (t in seconds).

[0061] In this example, a first power supply mode m1 (p=1) is initially created in the vehicle V.

[0062] At time t1, the management device DG determines that a second power supply mode m2 (p=2) needs to be created. The management device then imposes a first transition period (or confirmation time) d1 (n=1) before creating this second (and next) power supply mode m2=pm. During the entire duration of this first transition period d1 (which expires at time t2), the current first power supply mode m1=am continues to be created in the transport vehicle V. Then, at time t2, the management device DG triggers the valid creation of the second power supply mode m2 in the transport vehicle V.

[0063] At time t3, the management device DG determines that a third power supply mode m3 (p=3) needs to be created. The management device then imposes a second transition period d2 (n=2) before creating this third (and next) power supply mode m3=pm. During the entire duration of this second transition period d2 (which expires at time t4), the current second power supply mode m2=am continues to be created in the transport vehicle V. Then, at time t4, the management device DG triggers the effective creation of the third power supply mode m3 in the transport vehicle V.

[0064] At time t5, the management device DG determines that a fourth power supply mode m4 (p=4) needs to be created. The management device then imposes a third transition period d3 (n=3) before creating this fourth (and next) power supply mode m4=pm. Throughout this third transition period d3 (which expires at time t6), the current third power supply mode m3=am continues to be created in the transport vehicle V. Then, at time t6, the management device DG triggers the effective creation of the fourth power supply mode m4 in the transport vehicle V.

[0065] At time t7, the management device DG determines that a second power supply mode m2 needs to be created. The management device then imposes a fourth transition period d4 (n=4) before creating this second (and next) power supply mode m2=pm. Throughout this fourth transition period d4 (which expires at time t8), the current fourth power supply mode m4=am continues to be created in the transport vehicle V. Then, at time t8, the management device DG triggers the effective creation of the second power supply mode m2 in the transport vehicle V.

[0066] At time t9, the management device DG determines that the fourth power supply mode m4 needs to be created. The management device then imposes a fifth transition period d5 (n=5) before creating this fourth (and next) power supply mode m4=pm. During the entire duration of this fifth transition period d5 (which expires at time t10), the current second power supply mode m2=am continues to be created in the transport vehicle V. Then, at time t10, the management device DG triggers the effective creation of the fourth power supply mode m4 in the transport vehicle V.

[0067] At time t11, the management device DG determines that the third power supply mode m3 needs to be created. The management device thus imposes a sixth transition period d6 (n=6) before creating this third (and next) power supply mode m3=pm. During the entirety of this sixth transition period d6 (which expires at time t12), the current fourth power supply mode m4=am continues to be created in the transport vehicle V. Then, at time t12, the management device DG triggers the effective creation of the third power supply mode m3 in the transport vehicle V.

[0068] At time t13, the management device DG determines that the second power supply mode m2 needs to be created. The management device thus imposes a seventh transition period d7 (n=7) before creating this second (and next) power supply mode m2=pm. During the entire duration of this seventh transition period d7 (which expires at time t14), the current third power supply mode m3=am continues to be created in the transport vehicle V. Then, at time t14, the management device DG triggers the effective creation of the second power supply mode m2 in the transport vehicle V.

[0069] At time t15, the management device DG determines that the first power supply mode m1 needs to be created. The management device thus imposes an eighth transition duration d8 (n=8) before creating the first (and next) power supply mode m1 = pm. This eighth transition duration d8 is zero here and therefore "expires" at time t15, and at the same time t15, the management device DG triggers the effective creation of the first power supply mode m1 in the transport vehicle V.

[0070] At time t16, the management device DG determines that power supply mode m4 needs to be created. The management device thus imposes a ninth transition period d9 (n=9) before creating this fourth (and next) power supply mode m4=pm. During the entirety of this ninth transition period d9 (which expires at time t17), the current first power supply mode m1=am continues to be created in the transport vehicle V. Then, at time t17, the management device DG triggers the effective creation of the fourth power supply mode m4 in the transport vehicle V.

[0071] At time t18, the management device DG determines that the first power supply mode m1 needs to be created. The management device thus imposes a tenth transition duration d10 (n=10) before creating the first (and next) power supply mode m1 = pm. This tenth transition duration d10 is zero here and therefore "expires" at time t18, and at the same time t18, the management device DG triggers the effective creation of the first power supply mode m1 in the transport vehicle V.

[0072] At time t19, the management device DG determines that a third power supply mode m3 needs to be created. The management device then imposes an eleventh transition period d11 (n=11) before creating this third (and next) power supply mode m3=pm. Throughout this eleventh transition period d11 (which expires at time t20), the current first power supply mode m1=am continues to be created in the transport vehicle V. Then, at time t20, the management device DG triggers the effective creation of the third power supply mode m3 in the transport vehicle V.

[0073] At time t21, the management device DG determines that the first power supply mode m1 needs to be created. The management device thus imposes a twelfth transition duration d12 (n=12) before creating the first (and next) power supply mode m1 = pm. This twelfth transition duration d12 is zero here and therefore "expires" at time t21, and at the same time t21, the management device DG triggers the effective creation of the first power supply mode m1 in the transport vehicle V.

[0074] like Figure 3 As can be observed above, the transition duration dn varies depending on the transition that needs to occur between the current power supply mode am and the next power supply mode pm. In this non-limiting example, the higher the priority level of the next power supply mode pm, the shorter the transition duration dn before the next power supply mode (pm), because in this example, it is more desirable for the transition to be implemented quickly. When the next power supply mode pm is the first power supply mode m1, the transition duration (dn) can even be, for example, zero. Conversely, in this non-limiting example, the higher the priority level of the current power supply mode am, the longer the transition duration dn before the next power supply mode (pm), because in this example, it is more desirable to wait a long time if the electrical demand bk needs to be maintained for a longer period in the current power supply mode am.

[0075] However, other variations of the transition duration dn can be envisioned.

[0076] It was also noted that, such as Figure 4As shown in the above functionality, in a particular embodiment, the processor PR and the memory MD are configured to perform the following operations: First, determine the most critical electrical requirement (hereinafter referred to as intermediate electrical requirement bi) from the electrical requirements b1 to b4 of the first cooling system SR1 and the second cooling system SR2. This first determination is implemented by the first sub-functional module SM1 of the management device DG. Then, the processor and the memory are configured to perform the following operations: First, determine a power supply mode (hereinafter referred to as intermediate mode mi) that can be created in the presence of the intermediate electrical requirement bi, from the second power supply mode m2, the third power supply mode m3, and the fourth power supply mode m4. This second determination is implemented by the second sub-functional module SM2 of the management device DG. Then, the processor and the memory are configured to perform the following operations: First, determine a power supply mode that can be created in the presence of the electrical requirement b5 of the facility IC (which serves as the next power supply mode pm), from the first power supply mode m1 and the determined intermediate mode mi. In fact, the facility IC is responsible for suppressing water vapor generation, which is crucial. This third determination is implemented by the third sub-functional module SM3 of the management device DG. Finally, the processor and the memory are configured to perform the following operation: determine a transition duration dn to be imposed before the creation of the determined next power supply mode pm, based on the priority levels respectively associated with the current power supply mode am and the next power supply mode pm. This fourth determination is implemented by the fourth sub-functional module SM4 of the management device DG.

[0077] Note that the first sub-functional module SM1 can optionally be divided into two or three sub-sub-modules. In particular, a comparison between electrical requirements b1 to b3 can be performed first, and then the result of this first comparison can be compared with electrical requirement b4 to retain the most important one. Similarly, the second sub-functional module SM2 can optionally be divided into two or three sub-sub-modules. Also similarly, the fourth sub-functional module SM4 can optionally be divided into at least two sub-sub-modules.

[0078] For example, the processor PR and the memory MD can be configured to perform the following operation: determine a transition duration dn from a correspondence table that establishes a correspondence between pairs of the current power supply mode and the next power supply mode and the transition duration. This correspondence table is determined, for example, during testing in a factory and / or on a road (or track), and then stored in a management device DG (e.g., in its memory MD). However, in a variant implementation, the transition duration dn may be determined based on at least one mathematical equation determined in a laboratory or in a factory.

[0079] It was also noted that, such as Figure 2As shown in the above non-limiting description, the monitoring computer CS (or optional computer of the management device DG) may further include (as a supplement to the random access memory MD and the processor PR) a large-capacity memory MM, which is specifically used to store the electrical demand bk and intermediate data (e.g., bi and mi) involved in all calculations and processing. Additionally, the monitoring computer CS (or optional computer of the management device DG) may also include an input interface IE, which is used to receive at least the electrical demand bk for use in calculations or processing, optionally after the data has been shaped and / or demodulated and / or amplified by means of a digital signal processor PR' in a manner known per se. Furthermore, the monitoring computer CS (or optional computer of the management device DG) may also include an output interface IS, which is specifically used to send control and commands for creating a transition duration dn and the next power supply mode pm to be created.

[0080] The present invention can also be viewed as a form of management method implemented in the transport vehicle V described above, so as to be able to manage the power supply mode of the transport vehicle.

[0081] The management method includes steps 10-20, wherein a next power supply mode pm to be created (as a replacement for the currently created power supply mode am) is determined based on electrical demand bk. Step 10-20 then follows with determining a transition duration dn to be imposed before the creation of the determined next power supply mode pm, based on the priority levels associated with these current power supply modes am and the next power supply mode pm, respectively.

[0082] exist Figure 5 The above schematically illustrates examples of algorithms for implementing the management methods 10-20 according to the present invention.

[0083] The algorithm includes sub-step 10, in which the next power supply mode pm to be created (as a replacement for the currently created power supply mode am) is determined based on electrical requirements bk.

[0084] Then, in sub-step 20, the transition duration dn to be imposed before the determined next power supply mode pm is determined based on the priority levels associated with the current power supply mode am and the next power supply mode pm, respectively.

[0085] It is also noted that the present invention provides a computer program product (or computer program) comprising a set of instructions that, when executed by a processing unit of the electronic circuit (or hardware) type (e.g., a processor PR), are capable of implementing the management method described above to manage the power supply mode of the transport vehicle V.

Claims

1. A management device (DG) for a means of transport (V), the means of transport comprising: Passenger compartment (H) receives air processed by heating and / or air conditioning facilities (IC); And a powertrain that is at least partially electric, the powertrain including an electrical component (Oj) associated with a first cooling system (SR1) that consumes electrical energy stored in a battery (BP) associated with a second cooling system (SR2), and, in the management device, being able to create at least two different power supply modes based on the electrical requirements of the first cooling system (SR1), the second cooling system (SR2), and the heating and / or air conditioning facility (IC), characterized in that the management device includes at least one processor (PR) and at least one memory (MD), the at least one processor and the at least one memory being configured to perform the following operations: determining a next power supply mode to be created as a replacement for the created current power supply mode based on the electrical requirements, and then determining a transition period to be imposed before creating the determined next power supply mode based on priority levels respectively associated with these current power supply modes and the next power supply mode.

2. The management device according to claim 1, characterized in that, The processor (PR) and the memory (MD) are configured to perform the following operations: taking into account four different power supply modes, each associated with a different priority level.

3. The management device according to claim 1 or 2, characterized in that, The processor (PR) and the memory (MD) are configured to perform the following operations: determine a power supply mode from a set including a first power supply mode, a second power supply mode, a third power supply mode, and a fourth power supply mode, wherein the first power supply mode prioritizes visibility in the passenger compartment (H) for the safety of the vehicle (V) and is associated with a maximized first priority level; the second power supply mode prioritizes the lifespan of the electrical components (Oj) and the battery (BP) and is associated with a second priority level lower than the first priority level; the third power supply mode prioritizes cooling of the electrical components (Oj) and is associated with a third priority level lower than the second priority level; and the fourth power supply mode prioritizes thermal comfort in the passenger compartment (H) and is associated with a minimized fourth priority level lower than the third priority level.

4. The management device according to claim 3, characterized in that, The processor (PR) and the memory (MD) are configured to perform the following operations: determine the most important electrical requirement, referred to below as the intermediate electrical requirement, from the electrical requirements of the first cooling system (SR1) and the second cooling system (SR2); then determine a power supply mode, referred to below as the intermediate mode, that can be created when the intermediate electrical requirement exists, from the second power supply mode, the third power supply mode, and the fourth power supply mode; and then determine a power supply mode that can be created when the electrical requirement of the heating and / or air conditioning facility (IC) exists, and which serves as the next power supply mode, from the first power supply mode and the determined intermediate mode.

5. The management device according to any one of claims 1 to 4, characterized in that, The higher the priority level of the next power supply mode, the shorter the transition time before the next power supply mode.

6. The management device according to any one of claims 1 to 5, characterized in that, The higher the priority level of the current power supply mode, the longer the transition time before the next power supply mode.

7. The management device according to any one of claims 1 to 6, characterized in that, The processor (PR) and the memory (MD) are configured to perform the following operations: determine the transition duration from a correspondence table that establishes a correspondence between the current power supply mode and the next power supply mode and the transition duration.

8. A means of transport (V), said means of transport comprising: Passenger compartment (H) receives air processed by heating and / or air conditioning facilities (IC); And at least partially electric powertrain, the powertrain including an electrical component (Oj) associated with a first cooling system (SR1), the electrical component consuming electrical energy stored in a battery (BP) associated with a second cooling system (SR2), and, in the vehicle, being able to create at least two different power supply modes according to the electrical needs of the first cooling system (SR1), the second cooling system (SR2) and the heating and / or air conditioning facilities (IC), characterized in that the vehicle further includes a management device (DG) according to any one of the preceding claims.

9. A method for managing a means of transport (V), said means of transport comprising: Passenger compartment (H) receives air processed by heating and / or air conditioning facilities (IC); And a powertrain that is at least partially electric, the powertrain including an electrical component (Oj) associated with a first cooling system (SR1) that consumes electrical energy stored in a battery (BP) associated with a second cooling system (SR2), and in the management method, being able to create at least two different power supply modes based on the electrical requirements of the first cooling system (SR1), the second cooling system (SR2), and the heating and / or air conditioning facility (IC), characterized in that the management method includes steps (10-20), wherein a next power supply mode to be created as a replacement for the created current power supply mode is determined based on the electrical requirements, and then a transition period to be imposed before creating the determined next power supply mode is determined based on priority levels respectively associated with these current power supply modes and the next power supply mode.

10. A computer program product comprising a set of instructions, said set of instructions being executable by a processing unit to implement the management method of claim 9 for managing the creation of at least two different power supply modes in a vehicle (V), said vehicle comprising: Passenger compartment (H) receives air processed by heating and / or air conditioning facilities (IC); And at least partially electric powertrain, the powertrain including an electrical component (Oj) associated with a first cooling system (SR1) that consumes electrical energy stored in a battery (BP) associated with a second cooling system (SR2).

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