CONTROL OF PRECONDITIONING OF A SLEEPING VEHICLE

Description

Technical field of the invention

[0001] The invention relates to vehicles in which preconditioning can be carried out before they are used. State of the art

[0002] Some vehicles, possibly of the automobile type, include a powertrain (or powertrain), a rechargeable service battery (possibly via a converter), and at least one electrical equipment capable of providing preconditioning when it is supplied with electrical energy by the service battery while the powertrain is not operating. In the following and the preceding, the term "service battery" means a very low voltage rechargeable battery (typically from 12 V to 48 V). For example, when the vehicle includes a passenger compartment, the preconditioning may concern the aerothermal system in this passenger compartment, and in this case it is carried out before the passengers enter the passenger compartment so that they benefit therein from a predefined aerothermal comfort (by programming). But other preconditionings can be carried out in advance, and in particular preconditioning of a motor machine of the vehicle's powertrain.

[0003] When the vehicle has not been used for a long time or has fallen asleep with its service battery having a low state of charge, it may happen that carrying out the preconditioning causes an (additional) discharge of the service battery which makes it unable to provide sufficient electrical energy to wake up the vehicle and start the powertrain. However, currently, there is no known solution to prevent the at least partial carrying out of preconditioning when the state of charge of the service battery is not high enough to guarantee the subsequent waking up of the vehicle and the subsequent starting of the powertrain.

[0004] Furthermore, the state of the art is known from documents KR20180131753A and US10792975B2 corresponding to the preamble of claim 1. The invention therefore aims in particular to improve the situation. Presentation of the invention

[0005] To this end, it proposes a control method intended to be implemented in a vehicle comprising a powertrain and at least one piece of electrical equipment capable of ensuring pre-conditioning when it is supplied with electrical energy by a service battery having a state of charge comprising a step in which, when pre-conditioning is required while the vehicle is asleep, this pre-conditioning is authorized as long as the state of charge remains strictly above a threshold, representative of a state of charge necessary for the operation of the powertrain.

[0006] This control method is characterized by the fact that it includes an additional authorization condition being that a chosen state of charge quantity, allocated to preconditioning, has not been fully used by preconditioning.

[0007] Thanks to this control of the charge status of the service battery, we can be sure that at least partial preconditioning will not prevent the service battery from providing sufficient electrical energy to wake up the vehicle and start the powertrain.

[0008] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular: in its step a chosen state of charge quantity can be used which is between 5% and 15% of a maximum state of charge of the service battery; alternatively, in its step a chosen state of charge quantity can be used which is between 5% and 15% of an initial state of charge of the service battery at the start of the preconditioning; in its step the threshold can be chosen according to a current temperature of the service battery; in its step the electrical equipment can be suitable for ensuring aerothermal pre-conditioning of the vehicle.

[0009] The invention also proposes a control device intended to equip a vehicle comprising a powertrain and at least one electrical equipment capable of ensuring pre-conditioning when it is supplied with electrical energy by a service battery having a state of charge.

[0010] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, when preconditioning is required while the vehicle is asleep, in authorizing this preconditioning as long as the state of charge remains strictly above a threshold, representative of a state of charge necessary for the operation of the powertrain, and that a chosen quantity of state of charge, allocated to the preconditioning, has not been fully used by the preconditioning.

[0011] The invention also proposes a vehicle, possibly of the automobile type, and comprising a powertrain, at least one electrical equipment capable of ensuring pre-conditioning when it is supplied with electrical energy by a service battery having a state of charge, as well as a control device of the type presented above. Brief description of the figures

[0012] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which: [ Fig. 1 ] schematically and functionally illustrates an exemplary embodiment of a vehicle comprising an on-board network, to which is coupled electrical conditioning equipment, a service battery and a distribution box comprising a control device according to the invention, [ Fig. 2 ] schematically and functionally illustrates an exemplary embodiment of a supervision computer comprising a control device according to the invention, and [ Fig. 3 ] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0013] The invention aims in particular to propose a control method, and an associated DC control device, intended to enable the control of pre-conditioning in a vehicle V having an inactive (or sleeping) powertrain and at least one electrical conditioning equipment EP.

[0014] In the above and the following, the term "dormant vehicle" means a vehicle with the ignition off (according to the old but still used term), and therefore with its powertrain stopped (or asleep) and its computers not powered (except for the one responsible for ensuring standby and waking up the others).

[0015] Furthermore, in the following, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type. This is for example a car, as illustrated in the figure 1. But the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle comprising an on-board network to which at least one electrical conditioning equipment is coupled and supplied with electrical energy by at least one rechargeable service battery (possibly by a converter). Thus, it relates, for example, to land vehicles (utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and tracked vehicles, for example), boats and aircraft.

[0016] Furthermore, it is considered in the following, by way of non-limiting example, that the vehicle V comprises a powertrain (or GMP) of the all-electric type (and therefore whose drive is provided exclusively by at least one electric motor MM1). But the GMP could be of the hybrid type (thermal and electric) or exclusively thermal.

[0017] Finally, it is considered in the following, by way of non-limiting example, that the pre-conditioning concerns the aerothermal energy in the passenger compartment of the vehicle V. Consequently, the electrical conditioning equipment EP, which must ensure the pre-conditioning in the passenger compartment before the passengers enter it (to benefit from a predefined aerothermal comfort (by programming)), is a heating and / or air conditioning installation. But other pre-conditioning operations can be carried out in advance (when the powertrain is inactive), and in particular pre-conditioning of a driving machine of the powertrain or of an oil pump or even of the wheels of the vehicle V.

[0018] We have schematically represented on the figure 1a vehicle V comprising an electric GMP transmission chain, an on-board network RB, electrical conditioning equipment EP, a service battery BS, a converter CV, a DC control device according to the invention, and a distribution box BD.

[0019] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled (or connected), and in particular the electrical conditioning equipment EP.

[0020] In the example which is illustrated without limitation, the service battery BS is responsible for supplying electrical energy to the on-board network RB either alone when the GMP is not in operation, or in addition (here) to that supplied by the CV converter (powered by a main battery BP described later) when the GMP is in operation (and if necessary).

[0021] The BS service battery can be of the very low voltage type (typically 12 V, 24 V or 48 V), and is rechargeable, here at least by the CV converter. In the following, as a non-limiting example, it is considered that the BS service battery is of the 12 V Lithium-ion type.

[0022] It should be noted that in the example illustrated without limitation on the figure 1 the vehicle V includes a monitoring box BB which is coupled to the service battery BS and which is responsible for determining, estimating or measuring at least its (internal) temperature tb, the voltage at its terminals and its current state of charge ec.

[0023] The transmission chain has a GMP which is, here, purely electric and therefore which includes, in particular, an electric prime mover MM1, a motor shaft AM, a main battery BP and a transmission shaft AT. Here, the term "electric prime mover" means an electric machine arranged to provide or recover torque to move the vehicle V.

[0024] The prime mover MM1 (here an electric motor) is coupled to the main battery BP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy. It is coupled to the motor shaft AM, to provide it with torque by rotating it. This motor shaft AM is here coupled to a reducer RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential D1.

[0025] This first train T1 is here located in the front part PVV of vehicle V. But in a variant this first train T1 could be the one which is here referenced T2 and which is located in the rear part PRV of vehicle V.

[0026] For example, the main BP battery can be of low voltage type (typically 400 V for illustration). But it could be of medium voltage or high voltage type.

[0027] The MM1 prime mover is also coupled to the CV converter which is also indirectly coupled to the BS service battery, in particular to recharge it with electrical energy from the BP main battery and converted.

[0028] The CV converter is also responsible for supplying the RB on-board network with electrical energy from the BP main battery and converted when the GMP is in operation, in addition to recharging the BS service battery.

[0029] It should also be noted that in the example illustrated without limitation on the figure 1 the vehicle V comprises a distribution box BD to which the service battery BS, the converter CV and the on-board network RB are coupled. This distribution box BD is responsible for distributing in the on-board network RB the electrical energy stored in the service battery BS or produced by the converter CV, for the supply of the electrical components (or equipment) (in particular EP) according to power supply requests received.

[0030] The supervision of the distribution of electrical energy is ensured by a CS supervision calculator which is part, here, of the BD distribution box, although this is not obligatory.

[0031] It will also be noted that the vehicle V may also include supervision equipment ES responsible for supervising the wake-ups of on-board equipment, and in particular those (EP) which are involved in the pre-conditioning. This supervision equipment ES may, for example, include at least one computer. For example, the supervision equipment ES may be programmed so as to trigger the pre-conditioning at a pre-selected time (for example by the user of the vehicle V), or may be alerted to a pre-conditioning request (possibly at a chosen time) by a message received by radio by the vehicle V and originating from communication equipment of the user of the vehicle V (such as for example a smart phone (or "smartphone")).

[0032] When the ES supervision equipment must trigger a pre-conditioning of the vehicle V, it wakes up all equipment involved in this pre-conditioning, starting with the master (or main) computer of the vehicle V and any useful on-board communication network (possibly multiplexed).

[0033] As mentioned above, the invention proposes a control method intended to enable the control of pre-conditioning (by the electrical conditioning equipment EP).

[0034] This (control) method can be implemented by a DC control device of the type illustrated in the figure 2 and comprising at least one processor PR1 and at least one memory MD which are arranged to perform operations when it has been woken up following a pre-conditioning request.

[0035] It should be noted that in the example illustrated without limitation on the figure 1, the DC control device is part of the CS supervision computer which is itself part, here, of the BD distribution box. But it could be a device comprising its own computer (comprising the PR processor and the MD memory) and coupled to the BD distribution box or to the CS supervision computer. Generally speaking, the DC control device is produced in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software").

[0036] The PR1 processor may, for example, be a digital signal processor (or DSP). This PR1 processor may include integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is any type of device capable of performing at least one electrical or electronic operation. Thus, it may, for example, be a microcontroller.

[0037] The MD memory is live in order to store instructions for the implementation by the PR1 processor of at least part of the control method described below (and therefore of its functionalities).

[0038] As illustrated without limitation on the figure 3, the (control) method, according to the invention, comprises a step 10 which is implemented when the pre-conditioning is required while the vehicle V is asleep (and therefore its GMP is not operating). In the example illustrated, it is the supervision equipment ES which requires the pre-conditioning and therefore proceeds to wake up any equipment (notably EP) involved in this pre-conditioning. In step 10, we (the control device DC) authorize the pre-conditioning as long as two conditions are simultaneously satisfied.

[0039] The first condition concerns the state of charge (in progress) ec of the service battery BS, which must remain strictly above a threshold s1 which is representative of the state of charge ecmf necessary for the GMP to start operating (i.e. ec > s1). The state of charge (in progress) ec is accessible here from the monitoring box BB.

[0040] The second condition concerns the chosen state of charge quantity qeca that is allocated to the preconditioning, which must not have been fully used by the preconditioning. In other words, the state of charge quantity qecc that has been consumed by the preconditioning (since its beginning) must be less than or equal to the chosen state of charge quantity qeca (i.e. qecc ≤ qeca).

[0041] For example, one (the DC control device) can determine the amount of state of charge consumed qecc by taking the difference between the state of charge eci, which the service battery BS initially had at the start of preconditioning, and the (current) state of charge ec at the time considered (i.e. qecc = eci - ec).

[0042] It will be noted that during the entire preconditioning period, it is periodically checked whether the two conditions are satisfied, which requires each time the determination of the quantity of state of charge consumed qecc. In other words, step 10 comprises an iterative verification loop. Thus, as soon as at least one of the two conditions is not satisfied (either ec ≤ s1 and / or qecc > qeca) the preconditioning is interrupted. Such an interruption can be done by requiring that the supervision equipment ES stops keeping the supervision computer CS and / or the master (or main) computer awake.

[0043] Thanks to this control based on the simultaneous satisfaction of two conditions relating to the charge states of the BS service battery, we have the assurance that the at least partial realization of a pre-conditioning will not prevent the BS service battery from providing sufficient electrical energy for waking up the vehicle and starting the GMP.

[0044] It is recalled that in the case of an all-electric GMP, in the starting phase of the GMP the service battery BS can supplement the electrical energy which is supplied by the main battery BP when the level of the latter is very low, which is then done via the CV converter. Furthermore, in the case of an all-electric GMP, waking up the vehicle may require operating several pieces of equipment which can potentially consume a lot of energy overall. In the case of a GMP started by an alternator or an alternator-starter, it is the service battery BS which provides the significant quantity of electrical energy to the latter.

[0045] For example, in step 10, a chosen state of charge quantity qeca may be used which is between 5% and 15% of the maximum state of charge ecm of the service battery BS. As an illustrative example, the chosen state of charge quantity qeca may be equal to 10% of the maximum state of charge ecm. In an alternative embodiment, in step 10, a chosen state of charge quantity qeca may be used which is between 5% and 15% of the initial state of charge eci of the service battery BS (at the start of the preconditioning). As an illustrative example, the chosen state of charge quantity qeca may be equal to 10% of the initial state of charge eci.

[0046] Also for example, in step 10 we can choose the threshold s1 according to the current (internal) temperature tb of the service battery BS. It is indeed recalled that the (internal) temperature tb influences the quantity of electrical energy necessary to start the GMP and therefore the state of charge ecmf necessary to supply this quantity of electrical energy. It will be noted that when at least one of the two conditions is not satisfied (i.e. ec ≤ s1 and / or qecc > qeca) the preconditioning may not be interrupted immediately. Indeed, we can consider letting the preconditioning continue for a chosen duration dc after the detection of the non-satisfaction of at least one of the two conditions. But this requires that we take margin with the threshold s1, so that it is significantly greater than the state of charge ecmf which is actually necessary to start the GMP.Once the selected duration has elapsed, preconditioning is immediately interrupted.

[0047] For example, this chosen duration dc can be between 3 min and 7 min, particularly in the case of aerothermal preconditioning. As an illustrative example, the chosen duration dc can be equal to 5 min.

[0048] It will also be noted, as illustrated without limitation on the figure 2, that the supervision computer CS (or the possible computer of the DC control device) can also comprise, in addition to the RAM MD and processor PR1, a mass memory MM2, in particular for the storage of successive charge states, and intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the possible computer of the DC control device) can also comprise an input interface IE for the reception of at least the successive charge states to use them in calculations or processing, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this CS supervision calculator (or the possible calculator of the DC control device) can also include an IS output interface, in particular to deliver any requests to obtain the current charge status and messages or orders to interrupt the pre-conditioning.

Claims

1. Control method for a vehicle (V) comprising a powertrain and at least one piece of electrical equipment (EP) capable of ensuring pre-conditioning when it is supplied with electrical energy by a service battery (BS) having a state of charge, comprising a step (10) in which, when said pre-conditioning is required while said vehicle (V) is asleep, said pre-conditioning is authorized as long as said state of charge remains strictly above a threshold, representative of a state of charge necessary for the operation of said group powertrain, characterized in that it comprises an additional authorization condition being that a chosen state of charge quantity, allocated to said preconditioning , has not been fully used by said preconditioning.

2. Method according to claim 1, characterized in that in said step (10) using a chosen state of charge quantity between 5% and 15% of a maximum state of charge of said service battery (BS).

3. Method according to claim 1, characterized in that in said step (10) a chosen state of charge quantity of between 5% and 15% of an initial state of charge of said service battery (BS) at the start is used. of said preconditioning.

4. Method according to one of claims 1 to 3, characterized in that in said step (10) said threshold is chosen as a function of a current temperature of said service battery (BS).

5. Method according to one of claims 1 to 4, characterized in that in said step (10) said electrical equipment (EP) is capable of ensuring aerothermal preconditioning of said vehicle (V).

6. Control device (DC) for a vehicle (V) comprising a powertrain and at least one electrical equipment (EP) capable of ensuring pre-conditioning when it is supplied with electrical energy by a service battery (BS) having a state of charge, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when said pre- conditioning is required while said vehicle (V) is asleep, to authorize said pre-conditioning as long as said state of charge remains strictly above a threshold, representative of a state of charge necessary for the operation of said powertrain, and that a quantity chosen state of charge, allocated to said preconditioning, has not been fully used by said preconditioning.

7. Vehicle (V) comprising a powertrain and at least one piece of electrical equipment (EP) capable of ensuring pre-conditioning when it is supplied with electrical energy by a service battery (BS) having a state of charge, characterized in that it further comprises a control device (DC) according to claim 6.

8. Vehicle according to claim 7, characterized in that it is of the automobile type.