MOTOR VEHICLE COMPRISING A CONTROL SYSTEM FOR CORRECTING POWER PEAKS DURING CHARGING BY DECELERATION OR BRAKING, SYSTEM AND METHOD BASED ON SUCH A VEHICLE

Abstract

The invention relates to a motor vehicle comprising a traction battery in a powertrain, electrical devices of the powertrain, at least one electrical machine configured to recharge said battery while the vehicle is running, characterized in that it further comprises a control system (C) which comprises: - means for calculating a compensation power value (PCorr) making it possible to compensate for estimation or measurement errors, by means of a proportional integral regulator; - means for calculating a recovery power value on the basis of the compensation power value; - means for calculating a recovery torque setpoint on the basis of the recovery power value. The invention also relates to a control system and a method based on such a vehicle. Figure 1

Description

Title of the invention: MOTOR VEHICLE COMPRISING A CONTROL SYSTEM FOR CORRECTING POWER PEAKS DURING CHARGING BY DECELERATION OR BRAKING, SYSTEM AND METHOD BASED ON SUCH A VEHICLE

[0001] The invention relates to the field of engine architectures and engine control systems for electric or hybrid motor vehicles.

[0002] In this field, the control of the electrical machine takes into account estimates or measurements for the electrical components on the high voltage side (HV - 48V / 400V or 800V for example), on the basis of which the control is carried out.

[0003] Unfortunately, these estimates and measurements can involve errors so that the control is biased, and power peaks can occur in particular during periods of regenerative charging (deceleration or braking). In this case, this leads to premature discharges of the traction battery. A deep discharge leads to risks of damage to the battery and impacts its durability. Furthermore, the invention also makes it possible to minimize CO2 emissions by increasing the autonomy of the traction battery.

[0004] An objective of the present invention is to remedy the defects of the prior art, and in particular to propose an electric machine control solution limiting power peaks and premature discharges of the traction battery, in particular during periods of regenerative charging (deceleration or braking).

[0005] To achieve this objective, the invention proposes a motor vehicle comprising at least one traction battery in a traction chain comprising at least one electrical device, at least one electrical machine configured to recharge said traction battery while the vehicle is running, characterized in that it further comprises a control system which comprises: - a compensation power calculation means for calculating a compensation power value making it possible to compensate for estimation or measurement errors, by means of a proportional integral regulator; - a recovery power calculating means for calculating a recovery power value based on the compensation power value; - a means of calculating the recovery torque setpoint based on the recovery power value.

[0006] Advantageously, the invention makes it possible to compensate for estimation or measurement errors for electrical components on the high voltage HV side (48V / 400V or 800V for example) and for manufacturing errors in electrical machines for hybrid or electric vehicles in order to avoid discharging the traction battery during charging phases (recovery: deceleration / braking).

[0007] Unlike the solutions of the prior art, the invention makes it possible to improve the robustness of control to avoid discharging the battery following differences on the high voltage side (differences in estimation, measurement, implementation of the electric machine), which will make it possible to minimize CO2 emissions by increasing the autonomy of the traction battery.

[0008] According to a variant, the control system is activated if a nominal power and a peak power limit are greater than a first threshold, and the power requested by the vehicle is less than a second threshold.

[0009] This allows as many peaks as possible to be detected.

[0010] According to a variant, the compensation power calculation means for calculating a compensation power value implements the following formulas: PElLim = m^n ( 0 ; max ( min PchPeakHVB + PpeakOfs- PchNomHVB ) ' ^DesE!) ) ' Peitot “ PeILüb " PhVB ; Pcorrected ~ Kp*PEm>r+ Kj^PError^t ' with PEiLim, a limit electrical power when charging the battery; PchPeakHVB, a peak power limit under load; PchNomnvB, a nominal limit power under load; PpeakOfs, a safe offset for battery peak power to avoid exceeding the battery peak charge limit; PdcsEE a maximum electric power of the vehicle; Phvb, instant battery power; Pcorrected, the compensation power; PERron an error between the limitation of electrical power under load and the instantaneous power of the traction battery; Kp, a coefficient proportional to the instantaneous power of the traction battery; and Kt, an integral coefficient of the instantaneous power of the traction battery.

[0011] This allows the compensation power to be determined accurately.

[0012] According to a variant, the compensation power calculation means uses only the integral part, with * 0 and Kp = 0.

[0013] This makes it possible to compensate for the static error between the limitation of electrical power under load and the instantaneous power of the 48V / HV battery.

[0014] According to a variant, the compensation power calculation means determines a saturated compensation power between two maximum and minimum limit values, such as between -800W and 0W.

[0015] This makes it possible not to exceed the limitations of the battery and to only take the sum of the errors present on the traction chain side (measurement, estimation or machine production errors).

[0016] According to a variant, the recovery power calculation means implements the formula pRecup _ pp pi with Corrected Inst N, the number of electrical devices in the drive train; the instantaneous power of the electrical device “i” of the traction chain; PchPu)seHVB, the limit power of a pulse during a battery charge, the pulse being a nominal peak stabilized for at least 2s, representing what the battery is capable of providing during a given time

[0017] This allows the recovery power to be determined accurately.

[0018] The invention further relates to a control system for a motor vehicle. according to the invention, characterized in that it further comprises a control system which comprises: - a compensation power calculation means for calculating a compensation power value to compensate for estimation or measurement errors; - a recovery power calculating means for calculating a recovery power value based on the compensation power value; - a means of calculating the recovery torque setpoint based on the recovery power value

[0019] The invention further relates to a control method for a motor vehicle according to the invention, characterized in that it comprises: - a compensation power calculation step for calculating a compensation power value to compensate for estimation or measurement errors; - a recovery power calculation step for calculating a recovery power value based on the compensation power value; - a step of calculating the recovery torque setpoint based on the recovery power value.

[0020] Another object of the invention relates to a computer program comprising program code instructions for executing the steps of the control method according to the invention, when said program operates on a computer.

[0021] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: - [Fig.l] schematically illustrates a control method according to a preferred embodiment; and - [Fig.2] schematically illustrates changes over time of charge states above; and of battery, electric machine and electric device powers of the vehicle.

[0022] The invention proposes a motor control system making it possible to compensate for estimation or measurement errors for electrical components on the high voltage side (48V / 400V or 800V for example) and for manufacturing errors in electrical machines for hybrid or electric vehicles, in order to avoid discharging the traction battery during charging phases (recovery: deceleration / braking).

[0023] This function is intended to correct the recovery / regeneration power peak in order to avoid discharging the traction battery to 48V during charging by compensating for errors in the controls and electrical components on the high voltage / 48V side.

[0024] The correction is ensured by comparing the instantaneous power on the high voltage side / 48V and the maximum charging power of the high voltage battery / 48V using a PID regulator R.

[0025] Also, this strategy can disable the correction in order not to exceed the power limit of the HV / 48V battery when the maximum charge power of the battery is exceeded.

[0026] The technical interest is to improve the control robustness to avoid discharging the battery following differences on the high voltage side in the estimations, measurements, implementation of the electric machine). This makes it possible to minimize CO2 emissions by increasing the autonomy of the traction battery.

[0027] The invention is based on the following electrical components: - a high voltage battery, for example 48V; - high voltage electrical consumers, for example a DCDC converter which can supply a vehicle's on-board network, which may be at 12V; - at least one electric machine powered by said battery which can be recharged by this electric machine while the vehicle is moving.

[0028] The control strategy consists of three parts: - an activation A / deactivation D of the compensation strategy; - a calculation of a power value in order to compensate for errors; - a calculation of the power allocated to the corrected recovery which takes into account the error compensation; and the battery charge limit power and the sum of the power of the electrical auxiliaries at 48V (for example: DCDC converter, HV electric compressor). Then, this power will be used to calculate the torque setpoint in recovery.

[0029] The strategy is illustrated in [Fig. 1].

[0030] First, an activation A / deactivation D of the compensation strategy is carried out: The compensation strategy is preferably activated if all of the following conditions are met: - the high voltage electrical system (48V / HV) is activated, i.e. the battery contactors are closed and the high voltage side components are activated (e.g. the DCDC converter is in conversion mode (buck mode); - the nominal power and a peak limit of the battery (with a convention of a negative sign for charging and a positive sign for discharging) are each greater in absolute value than a specific calibratable threshold (hysteresis).

[0031] The electrical power required by the vehicle (electrical power that we absolutely want to achieve) is lower than a calibratable threshold (hysteresis).

[0032] The compensation strategy is deactivated if one of the following conditions is met: - the 48V / HV high-voltage electrical system is deactivated, for example because the 48V / HV traction battery contactors are open; - the nominal power and the peak limit of the battery are lower in absolute value than a calibratable threshold (hysteresis); - the electrical power requested by the vehicle is greater than a calibratable threshold (hysteresis) during a time delay.

[0033] Second, a calculation of a power value is carried out in order to compensate for the errors: - if the compensation strategy is disabled then the compensated power is 0W: Pc.orrected ~ 0W; -if the compensation strategy is activated then the compensated power will be calculated as detailed below.

[0034] This is a proportional-integral (or PI) type regulator which will correct the cumulative errors at the traction chain level (estimation, measurement or implementation errors) between a limit electrical load power Ppn.in^ and an instantaneous power of the traction battery Phvb-

[0035] The electrical load limit power Peium is calculated using the following formula: PElLim = ( 0 ; niax ( min ( PchPeakFWB + PpeakOfs' PchNomHVB ) ' ^DesEl ) ) ' with PchPeakHVB, a peak power limit under load: it can be: - the peak load limit power sent by the 48V / HV traction battery; or - a regulated power limitation resultant which will be calculated via an integral derivative (PID) regulation which must preferably respect the battery peak limit power, by comparing this peak limit power of the 48V / HV traction battery to the power consumed or supplied by the battery (instantaneous battery power); the regulator must preferably ensure that the limit power is respected and not exceeded during a maximum response time (for example 150ms), to avoid the risk of opening the 48V / HV battery contactors; PchNomHVB, a nominal power limit under load: it can be: - the nominal load limit power sent by the 48V / HV traction battery; or - a regulated power limitation result which will be calculated via a PID which must preferably respect the nominal battery power limit, by comparing this nominal power limit of the 48V / HV traction battery to the power consumed or supplied by the battery (instantaneous battery power); the regulator must preferably ensure that it respects the power limit and does not exceed it during a maximum response time (for example 150ms), to avoid the risk of opening the 48V / HV battery contactors; PpeakOfs, a safety offset for the battery peak power to avoid exceeding the traction battery peak charge limit; PüesEb a maximum electrical power of the vehicle: when this power is positive, it allows to define an electrical power usable by the electrical system; when it is negative, it is the electrical power that one absolutely wishes to achieve.

[0036] The PI corrector will be calculated via the following equation: Pcorrected — ^P ^En-or •ÎPError^ ' PError “ PeILüb ' PhVB ; with Pcon-ected, the compensation power; PEnor, an error between the limitation of electrical power under load and the instantaneous power of the traction battery; Kp^ a coefficient proportional to the instantaneous power of the traction battery; and an integral coefficient of the instantaneous power of the traction battery.

[0037] In the strategy we will only activate the integral part (^, o and Kp — O) in order to compensate for the static error between the limitation of electrical power under load and the instantaneous power of the 48V / HV battery.

[0038] The correction will be saturated between two maximum and minimum limit values, for example between: [-800W, 0W] in order not to exceed the limitations of the battery and only take the sum of the errors present on the traction chain side (measurement, estimation or machine production errors).

[0039] The coefficients of the PI regulator will be calibrated with slow dynamics in order to: - avoid exceeding the power limit of the HV / 48V battery; and - avoid oscillations due to the parallel operation of two regulators (power limitation regulator and error compensation corrector).

[0040] The PI regulator will be restarted (Pcon-= 0W) following the fact that the following two conditions are true: - the instantaneous power of the 48V / HV battery exceeds the peak charging power limit of the battery PchpeakHVB by k% (k1*PChpe > Phvb) during a calibratable time; - in strategy activation calibration (calibrated by default in deactivation therefore restarted by the PI regulator).

[0041] Third, a calculation of the power allocated to the corrected recovery is carried out which takes into account the error compensation and a calculation of the torque setpoint using the power allocated to the corrected recovery.

[0042] The power allocated to recovery makes it possible to calculate the power required on the vehicle side under load by taking into account the limit power (in stabilized and continuous nominal peak) under load of the 48V / HV battery and the power demand of all the electrical consumers on the 48V / HV side.

[0043] Thus, the power allocated to recovery will be equal to: PchPotc, - Electrical system is active (Battery contactors closed) 0 ; Smon with : N, the number of electrical devices in the drive train; the instantaneous power of the electrical device “i” of the traction chain; PchPulseHVB> the limit power of a pulse during a battery charge, the pulse being a nominal peak stabilized for at least 2s, representing what the battery is capable of providing during a given time.

[0044] By adding the error compensation (Pcorr) to the power allocated in recovery, then the new calculation of the power allocated to recovery will be equal to: Jtecup Allocp,dSe Pcorrected + pch^HVB - L / =0Pz^ ; If Electrical System is active 0 ; Otherwise

[0045] This new allocation of power in recovery is used to calculate the limitation of available torque of the electric machines.

[0046] This new allocation in recovery power is equal to the sum of : - the compensation power; - the maximum battery charge power; - the power of the electrical devices on the high voltage / 48V side (for example: the DCDC converter, HV electric compressor).

[0047] Then, this new allocated power will be used to calculate the torque setpoint to request from the machine (in generator mode) to power the auxiliary devices and charge the 48V / HV battery.

[0048] These power allocations and torque limitations must be respected by the different layers of the vehicle.

[0049] Therefore the torque setpoint of the electric machine is based on the limitation of available torque of the electric machines.

[0050] In order to validate the strategy, an operating cycle was carried out at a temperature of -30°C and at an initial state of charge of the battery at 30%; this use case allows to have a limit power at zero charge of the battery. Thus, by taking into account the errors on the traction chain side, there is a risk of discharging the 48V / HV traction battery; in fact, in order to compensate for its errors, the battery will provide the power delta. And we can clearly see in the graph at the top of [Fig.2] that we completely discharge the battery without compensation strategy (graph of the state of charge SOC without regulation after 7 min), the reference NR designating the test without regulation, and R (PI) designating the PI regulation. The reference Pk designates the discharge peaks, and the references PI and PO designate respectively the power applied with and without regulation. The reference MEL designates the power of the electric machine.Reference B designates the battery power generating the Pk peaks.

[0051] On the other hand, when the power error compensation strategy is activated, a stable SOC state of charge can be maintained throughout the cycle following the compensation of errors on the traction chain side (SOC state of charge graph with regulation).

[0052] In an alternative embodiment, an error compensation corrector can be provided for each limitation of pulse power when charging the 48V / HV battery. In this case, the power allocated in recovery is equal to: Jtecup Allocp,dse Pcorrected^ + P^^^^ ; If Electrical System is active 0 ; Otherwise

[0053] The invention further relates to a corresponding control method and control program. The corresponding method and program can be implemented in a computer-type control system.

Claims

Claims

1. Motor vehicle comprising at least one traction battery in a traction chain comprising at least one electrical device, at least one electrical machine configured to recharge said traction battery while the vehicle is running, characterized in that it further comprises a control system (C) which comprises: - a compensation power calculation means for calculating a compensation power value (PCorr) making it possible to compensate for estimation or measurement errors, by means of a proportional integral regulator; - a recovery power calculation means for calculating a recovery power value on the basis of the compensation power value;- a means for calculating a recovery torque setpoint on the basis of the recovery power value, the compensation power calculation means for calculating a compensation power value implementing the following formulas: PEILim - m'n ( 0 ' max ( min ( PchPeakHVB + PpeakOfp PchNomHVB ) ! PdcsEI ) ) ; PError = PEILim ' PhVB ; PCorr “ Kp*PError+ K^PEnor^ ' with PaLim, an electrical power limit when charging the battery; PcM^akjjvB, a peak power limit under load; PchNomHVB, a nominal power limit under load; Ppeakots, a safety offset for the battery power peak to avoid exceeding the battery peak charge limit; PüesH, a maximum electrical power of the vehicle; Phvb, an instantaneous power of the battery; Pcorr, the compensation power; PError, an error between the electrical power limitation under load and the instantaneous power of the traction battery;KPj a coefficient proportional to the instantaneous power of the traction battery; and; an integral coefficient of the instantaneous power of the traction battery.

2. Motor vehicle according to claim 1, characterized in that the control system is activated (A) if a nominal power (PchNomuvB) and a peak power limit (PchPeakuvB) of the traction battery are greater than a first threshold (SI), and the power requested by the vehicle (PDeSEi) is less than a second threshold (S2).

3. Motor vehicle according to claim 1 or 2, characterized in that the compensation power calculation means uses only the integral part, with Kj * 0 and Kp = 0.

4. Motor vehicle according to claim 3, characterized in that the compensation power calculation means determines a saturated compensation power (PCorr) between two maximum and minimum limit values, such as between -800W and 0W.

5. Motor vehicle according to any one of claims 1 to 4, characterized in that the recovery power calculation means implements the formula pReaip _ p with Çorr q Inst N, the number of electrical devices in the traction chain; the instantaneous power of the electrical device "i" in the traction chain; Pchp^g, the limit power of a pulse during a charge of the battery, the pulse being a nominal peak stabilized for at least 2s, representing what the battery is capable of supplying during a given time.

6. Control system (C) for a motor vehicle according to any one of claims 1 to 5, characterized in that it comprises: - compensation power calculation means for calculating a compensation power value (PCorr) for compensating estimation or measurement errors by means of a proportional integral regulator; - recovery power calculation means for calculating a recovery power value on the basis of the compensation power value; - a means of calculating the recovery torque setpoint based on the recovery power value.

7. Control method for a motor vehicle according to any one of claims 1 to 5, characterized in that it comprises: - a step of calculating compensation power for calculating a compensation power value making it possible to compensate for estimation or measurement errors by means of a proportional integral regulator; - a step of calculating recovery power for calculating a recovery power value on the basis of the compensation power value; - a step of calculating a recovery torque setpoint on the basis of the recovery power value.

8. A computer program comprising program code instructions for executing the steps of the control method according to claim 7, when said program operates on a control system according to claim 6.

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