MONITORING THE CHARGE STATUS OF A VEHICLE'S AUXILIARY BATTERY WITH STOP&START FUNCTION DURING DRIVING PHASE

Abstract

A control method is implemented for a vehicle comprising a powertrain that can be placed in an active or stopped state, a rechargeable auxiliary battery with an estimated state of charge, and an automatic stop-start control function to shut down the powertrain when the estimated state of charge exceeds a first threshold. This method includes a step (10-60) in which, while the vehicle is in a driving phase, successive estimated states of charge are collected, and, when these remain below or equal to the first threshold for at least that driving phase, a message is generated suggesting that the auxiliary battery be fully recharged with an external charger, and this generated message is provided to the driver. Figure 3

Description

Title of the invention: CONTROL OF THE STATES OF CHARGE OF A SERVICE BATTERY OF A VEHICLE WITH STOP&START FUNCTION DURING THE DRIVING PHASES Technical field of the invention

[0001] The invention relates to vehicles comprising a service battery and a powertrain (or GMP) associated with an automatic stop and restart control function, and more precisely the control of the charge states of such a service battery during the driving phases. State of the art

[0002] Certain vehicles, possibly of the automobile type, include:

[0003] - a powertrain (or GMP) comprising at least one driving machine thermal, and suitable for being placed in an active state (in which it provides engine torque) or a stopped state,

[0004] - a rechargeable service battery suitable for supplying electrical energy, via an on-board network, electrical equipment, and

[0005] - an automatic stop and restart control function (or “stop&start”) suitable for temporarily stopping the GMP to save fuel provided that the estimated state of charge of the service battery is above a first threshold.

[0006] In the following and the preceding, the term "on-board network" means an electrical supply network to which electrical (or electronic) equipment (or components) consuming electrical energy are electrically connected.

[0007] The condition relating to the state of charge of the service battery is intended to guarantee that in the event of the powertrain being stopped, decided by the automatic stop and restart control function, the service battery will be able to supply the entire on-board network for the entire duration of the powertrain stop and then allow the powertrain to be restarted so that the driving phase can resume.

[0008] As is known to those skilled in the art, it may happen over time that it becomes increasingly difficult to ensure a charge state of the service battery which is regularly higher than the first threshold (allowing the automatic stop and restart control function to be used) only with the charge profile designed for the vehicle, in particular due to the aging of the latter or a vehicle usage profile which is not favorable to sufficient automatic recharging of the service battery.

[0009] Generally, when the driver of the vehicle notices the repeated impossibility of using the automatic stop and restart control function, he proceeds to replace the service battery. But such a replacement is not always immediately necessary.

[0010] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0011] For this purpose, it proposes in particular a control method intended to be implemented for a vehicle comprising:

[0012] - a powertrain suitable for being placed in an active state or a stopped state,

[0013] - a rechargeable service battery having an estimated state of charge, and

[0014] - an automatic shutdown and restart control function capable of stopping the powertrain when the estimated state of charge is above a first threshold.

[0015] This control method is characterized by the fact that it comprises a step in which, when the vehicle is in a driving phase, successive estimated charge states are collected, and, when the latter remain lower than or equal to the first threshold during at least this driving phase, a message is generated suggesting that the service battery be completely recharged with a charger external to the vehicle, and this generated message is provided to a driver of the vehicle.

[0016] Thanks to the invention, it is now possible to detect each prevention of operation of the automatic stop and restart control function, and to suggest to the driver to fully recharge the service battery with a charger external to the vehicle before replacing it.

[0017] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0018] - in its step, we can generate the message when the estimated charge states successive remain lower than or equal to the first threshold for at least N successive rolling phases, with N > 2;

[0019] - in its step, we can generate a message also suggesting a minimum duration of refill;

[0020] - in its step, we can generate the message when the rolling phase has a duration greater than a second threshold;

[0021] - in the presence of the last option, in its step, the second threshold can be between 3 minutes and 10 minutes;

[0022] - in its step, the first threshold can be between 75% and 85% of a state of full charge;

[0023] - in its step, when the vehicle comprises a communication module by wave channel, this wave communication module can be used to transmitting to a selected server the successive estimated charge states collected so that it can decide whether or not to generate the message, and, in the event of generation of the message, the selected server can transmit this generated message to the radio communication module and / or to a mobile communication device of the driver;

[0024] - in its step, successive states of the powertrain can be collected. In this case, it can be determined that the vehicle is in a rolling phase when these successive states collected are all the active state;

[0025] - in its step, one can collect the successive estimated charge states in a pe periodic.

[0026] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, for a vehicle comprising a powertrain capable of being placed in an active state or a stopped state, a rechargeable service battery having an estimated state of charge, and an automatic stop and restart control function capable of stopping the powertrain when the estimated state of charge is greater than a first threshold, to control this estimated state of charge in order to detect an impediment to operation of the automatic stop and restart control function.

[0027] The invention also proposes a control device intended to at least partially equip a vehicle comprising:

[0028] - a powertrain suitable for being placed in an active state or a stopped state,

[0029] - a rechargeable service battery having an estimated state of charge, and

[0030] - an automatic shutdown and restart control function capable of stopping the powertrain when the estimated state of charge is above a first threshold.

[0031] 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 the vehicle is in a driving phase, in triggering a collection of the successive estimated charge states, and, when the latter remain lower than or equal to the first threshold during at least this driving phase, in triggering a generation of a message suggesting completely recharging the service battery with a charger external to the vehicle, and in triggering a supply of this generated message to a driver of the vehicle.

[0032] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0033] - a powertrain suitable for being placed in an active state or a stopped state,

[0034] - a rechargeable service battery having an estimated state of charge,

[0035] - an automatic shutdown and restart control function capable of stopping the powertrain when the estimated state of charge is above a first threshold, And

[0036] - at least one part of a control device of the type presented above. Brief description of the figures

[0037] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0038] [Fig-1] schematically and functionally illustrates an example of the embodiment of a vehicle comprising a first part of a control device according to the invention, an on-board network, a service battery associated with a first supervision computer, a control computer providing an automatic stop and restart control function, and a thermal GMP transmission chain and associated with a second supervision computer, and

[0039] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a second supervision computer comprising an exemplary embodiment of a first part of a control device according to the invention, and

[0040] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0041] The invention aims in particular to propose a control method, and an associated control device DC2, intended to allow during the driving phases a control of the charge states ece of the service battery BS of a vehicle V with automatic stop and restart control function, to detect the prevention of operation of this automatic stop and restart control function.

[0042] In the following, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle comprising a GMP associated with an automatic stop and restart control function and a rechargeable service battery capable of supplying electrical energy, via an on-board network, to electrical equipment. Thus, it relates to land vehicles (utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), tracked vehicles, trains and trams, for example), aircraft and boats.

[0043] Furthermore, it is considered in the following, by way of non-limiting example, that the vehicle V comprises a transmission chain with a purely thermal powertrain (or GMP) (and therefore whose drive is provided exclusively by at least one thermal motor MMT). But the GMP could be of the hybrid type (and in this case it includes at least one thermal MMT motor and at least one electric motor).

[0044] [Fig.l] schematically shows a vehicle V comprising a service battery BS associated with a first supervision computer CS1, a purely thermal GMP transmission chain (and therefore with a thermal motor MMT) and associated with a second supervision computer CS2, a control computer CC providing an automatic stop and restart control function, an on-board network RB, a radio communication module MC, and a first part PI of a control device DC2 according to the invention (a second part P2 of the latter (DC2) being installed here in a remote chosen server SC).

[0045] The radio communication module MC is responsible for communications between the vehicle V and remote communication equipment (or possibly temporarily present in the vehicle V).

[0046] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) EES are coupled which consume electrical energy, and which is coupled to the service battery BS in order to be supplied with electrical energy.

[0047] The first supervision computer CS1, which is associated with the service battery BS, is in particular responsible for estimating, for example periodically, the state of charge ece of the latter (BS).

[0048] For example, the service battery BS may be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

[0049] As illustrated, the transmission chain also comprises, here, a motor shaft AM, a coupling device DC1, a gearbox BV, and a transmission shaft AT.

[0050] The operation of the transmission chain (and therefore of the GMP) is supervised by a second supervision computer CS2.

[0051] The thermal motor MMT comprises a crankshaft (not shown) which is fixedly secured to the engine shaft AM in order to drive the latter (AM) in rotation. This thermal motor MMT is capable of operating according to a speed to provide a first torque, on command from the second supervision computer CS2. In addition, it (MMT) is capable of being coupled to the primary shaft AP of the gearbox BV via the coupling device DC1. This coupling device DC1 is capable of delivering a second torque from the first torque produced by the thermal motor MMT, for the gearbox BV. Finally, this gearbox BV is capable of delivering a third torque from the second torque delivered by the coupling device DC1, for at least one train T1 of driving wheels. This third torque is defined by a torque setpoint which is transmitted by the second supervision computer CS2.

[0052] For example, the train T1 can be located in the front part PVV of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) DV. But in a variant this train T1 could be that referenced T2 which is located in the rear part PRV of the vehicle V.

[0053] Also for example, the coupling device DC1 can be a clutch (possibly double). But in an alternative embodiment it could be a torque converter, for example.

[0054] The BV gearbox can be automated or manual.

[0055] In the example illustrated without limitation, the crankshaft of the thermal motor MMT is also coupled to a belt CO, itself coupled to an alternator-starter AD which is supplied with electrical energy by the service battery BS, and which can also recharge the latter (BS). Thus, the alternator-starter AD can supply torque to the belt CO, which can supply this torque to the crankshaft.

[0056] The control computer CC provides the automatic stop and restart control function (or stop&start) which is capable of triggering a temporary shutdown of the GMP (and more precisely of the thermal motor MMT) to save fuel when the speed of the vehicle V becomes lower than a predefined value, provided that the estimated state of charge ece of the service battery BS is higher than a first threshold si.

[0057] For example, this first threshold si can be between 75% and 85% of the full state of charge of the service battery BS. As an illustrative example, the first threshold si can be equal to 80% of the full state of charge of the service battery BS. But other values ​​of this first threshold si can be used. For example, the value of this first threshold si can be chosen during the development phase of the vehicle V.

[0058] It will be noted, although this is not illustrated in [Fig.l], that the control computer CC and the first supervision computer CS1 can, for example, communicate via an internal communication network of the vehicle V, possibly multiplexed.

[0059] As mentioned above, the invention proposes in particular a control method intended to allow, during the driving phases of the vehicle V, a control of the charge states ece of the service battery BS, to detect the prevention of operation of the automatic stop and restart control function.

[0060] This (control) method can be implemented at least partially by the control device DC2 (illustrated at least partially in figures 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DCP ("Digital Signal Processor")), and at least one memory MD. This control device DC2 can therefore be produced in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it can be a microcontroller.

[0061] The memory MD is live in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0062] In the example illustrated non-limitingly in Figures 1 and 2, a first part PI of the control device DC2 is part of the second supervision computer CS2 (a second part P2 of this control device DC2 is here installed in a remote chosen server SC). But this is not obligatory. Indeed, at least the first part PI of the control device DC2 could comprise its own dedicated computer, which is then coupled to the second supervision computer CS2, or could be part of another computer on board the vehicle V and providing at least one other function, for example. Furthermore, as will be seen later, the control device DC2 could be an integral part of the second supervision computer CS2 (and in this case it does not need to comprise first PI and second P2 parts).

[0063] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-60 which is implemented each time the vehicle V is in a rolling phase.

[0064] Step 10-60 of the method comprises a sub-step 10 in which, when the vehicle V is in a rolling phase, successive estimated charge states ece are collected (for example the control device DC2 triggers the collection).

[0065] When all the successive estimated states of charge ece collected remain lower than or equal to the first threshold if during at least the current driving phase, step 10-60 of the method then comprises a sub-step 50 in which a message is generated (for example the control device DC2 triggers the generation of a) suggesting that the service battery BS be completely recharged with a charger external to the vehicle V.

[0066] Then, step 10-60 of the method comprises a sub-step 60 in which the generated message is provided (for example the control device DC2 triggers the provision of the) to the driver of the vehicle V.

[0067] Thus, by monitoring the estimated states of charge ece collected in the driving phases, it is now possible to detect each prevention of operation of the automatic stop and restart control function, and to suggest to the driver (by means of the message) to fully recharge the service battery BS with a charger external to the vehicle V before replacing it. The replacement can thus be postponed if the suggested complete recharge proves ineffective, which possibly makes it possible to extend the service battery BS's lifetime.

[0068] For example, and as illustrated non-limitingly in [Fig. 3], step 10-60 may comprise a sub-step 30 in which one (for example the control device DC2) can compare each estimated state of charge ece collected to the first threshold s 1. If all the estimated states of charge ece collected at least in the past rolling phase are less than or equal to the first threshold si, the message is generated in sub-step 50. On the other hand, if at least one of the estimated states of charge ece collected is greater than the first threshold si, it is considered that there is no impediment and therefore the method ends in a sub-step 40. It can then be restarted if one is still in a rolling phase.

[0069] It will be noted that in sub-step 50 of step 10-60, one (for example the control device DC2) can decide to generate the message only when the successive estimated charge states ece collected remain lower than or equal to the first threshold si for at least N successive driving phases, with N > 2. This option is intended to avoid the generation of the message due to a single driving phase during which the estimated charge state ece has always remained below the first threshold si, and therefore not representative of a recurring problem. This can indeed occur when the usage profile of the vehicle V is exceptionally not favorable to sufficient automatic recharging of the service battery BS during a driving phase, for example.

[0070] Also for example, the number N can be between 2 and 15. As an illustrative example, the number N can be equal to 10. But other values ​​of this number N can be used. For example, the value of this number N can be chosen during the development phase of the vehicle V.

[0071] It will also be noted that in sub-step 50 of step 10-60 a message can be generated (for example the control device DC2 can trigger the generation of a) which also suggests to the driver a minimum recharging time. This allows him to be well informed. This minimum recharging time is not necessarily predefined. Indeed, it could be determined according to the average difference between the estimated states of charge ece collected and the first threshold if, for example.

[0072] Also for example, the suggested minimum recharge time may be understood between 3 hours and 5 hours. As an illustrative example, the suggested minimum charging time can be equal to 4 hours when it is predefined. But other values ​​of the suggested minimum charging time can be used. For example, the suggested minimum charging time value can be chosen during the vehicle tuning phase V.

[0073] It will also be noted that in sub-step 50 of step 10-60, one (for example the control device DC2) can decide to generate the message only when one (each) driving phase (possibly among N successive ones) has a duration which is greater than a second threshold s2. This option makes it possible to avoid taking into account driving phases whose duration is short and therefore during which it may prove difficult to recharge (sufficiently) the service battery BS.

[0074] For example, in step 10-60 the second threshold s2 may be between 3 minutes and 10 minutes. As an illustrative example, the second threshold s2 may be equal to 5 minutes. But other values ​​of this second threshold s2 may be used. For example, the value of this second threshold s2 may be chosen during the development phase of the vehicle V.

[0075] At least two embodiments of the method can be envisaged.

[0076] In a first embodiment illustrated non-limitingly in [Fig. 3], step 10-60 may comprise an intermediate sub-step 20 between sub-steps 10 and 30 and in which the (for example the control device DC2 may trigger the use of the) radio communication module MC may be used to transmit to a chosen server SC at least the successive estimated charge states ece collected. In this case, it is the chosen server SC which is responsible for deciding whether or not to generate the message and therefore for carrying out sub-steps 30 to 60. If this generation is decided and carried out in sub-step 50, the chosen server SC transmits in sub-step 60 the generated message to the radio communication module MC and / or to a mobile communication device of the driver.When the message is transmitted to the communication module by radio waves MC, the latter (MC) can, for example, communicate it to the central handset of the vehicle V for display on its screen and / or broadcast by at least one loudspeaker of the vehicle V. The message can in fact be textual and / or audio. The driver's mobile communication equipment can, for example, be a smart mobile phone (or "smartphone") allowing the transmitted message to be displayed on its screen and / or broadcast by its loudspeaker.

[0077] It will be understood that the transmissions are made by waves via at least one wireless communication network of an operator to which the MC wave communication module can be connected.

[0078] This first embodiment requires, as illustrated non-limitingly in the [Fig.l], that the control device DC2 comprises first PI and second P2 parts. The first part PI is installed in the vehicle V, for example in the second supervision computer CS2, and is responsible for triggering each collection, each transmission to the selected server SC by the radio communication module MC, and each communication of the message received by the radio communication module MC to the central handset of the vehicle V and / or to the driver's mobile communication equipment. The second part P2 is installed in the selected server SC and is at least responsible for comparing with the first threshold whether each estimated state of charge has been collected, and for triggering the generation of a possible message and the provision of the latter to the driver (by radio transmission).

[0079] In a second embodiment (not shown), the control device DC2 is entirely installed in the vehicle V and is therefore responsible for triggering each collection, comparing with the first threshold whether each estimated state of charge has been collected, and triggering the generation of a possible message and the provision of the latter to the driver.

[0080] It will also be noted that in sub-step 10 of step 10-60, it is also possible to collect the (for example the control device DC2 can also trigger the collection of) successive states of the powertrain (namely the active state or the stopped state). In this case, it is possible (for example the control device DC2) to determine that the vehicle V is in a rolling phase when these successive states collected are all the active state.

[0081] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the second supervision computer CS2 (or the computer of the control device DC2) may also comprise a mass memory MM1, in particular for temporarily storing the estimated load states ece and any collected GMP states (possibly before transmitting them to a chosen server SC), as well as any intermediate data involved in all its calculations and processing operations. Furthermore, this second supervision computer CS2 (or the computer of the control device DC2) may also comprise an input interface IE for receiving at least the estimated load states ece and any collected GMP states, for use in calculations or processing operations, 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 second supervision computer CS2 (or the computer of the control device DC2) can also include an output interface IS, in particular to deliver a suggestion message (when it includes the entire control device DC2) or a message (or order) for transmitting collected information and data (when it only includes the first part PI). of the DC2 control device).

[0082] Although this does not appear in Figures 1 and 2, when the control device DC2 comprises a second part P2, the latter P2 may be part of another computer of the chosen server SC or may comprise its own other computer installed in the chosen server SC. In this case, this other computer may also comprise a mass memory similar to MM1, an input interface similar to IE, a digital signal processor similar to PR2, and an output interface similar to IS.

[0083] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control for the vehicle V the estimated state of charge ece of its service battery BS, in order to detect an impediment to the operation of its automatic stop and restart control function.

Claims

Claims

1. Control method for a vehicle (V) comprising i) a powertrain capable of being placed in an active state or a stopped state, ii) a rechargeable service battery (BS) having an estimated state of charge, and iii) an automatic stop and restart control function capable of stopping said powertrain when said estimated state of charge is greater than a first threshold, characterized in that it comprises a step (10-60) in which, when said vehicle (V) is in a driving phase, successive estimated states of charge are collected, and, when the latter remain less than or equal to said first threshold during at least this driving phase, a message is generated suggesting completely recharging said service battery (BS) with a charger external to said vehicle (V), and this generated message is provided to a driver of said vehicle (V).

2. Method according to claim 1, characterized in that in said step (10-60) said message is generated when said successive estimated charge states remain lower than or equal to said first threshold during at least N successive driving phases, with N > 2.

3. Method according to claim 1 or 2, characterized in that in said step (10-60) a message is generated also suggesting a minimum recharge duration.

4. Method according to one of claims 1 to 3, characterized in that in said step (10-60) said message is generated when said rolling phase has a duration greater than a second threshold.

5. Method according to claim 4, characterized in that in said step (10-60) said second threshold is between 3 minutes and 10 minutes.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-60) said first threshold is between 75% and 85% of a full state of charge.

7. Method according to one of claims 1 to 6, characterized in that in said step (10-60), when said vehicle (V) comprises a radio communication module (MC), said radio communication module (MC) is used to transmit to a selected server (SC) said successive estimated charge states collected so that it decides whether or not to generate said message, and, in the event of generation of said message, said selected server (SC) transmits this generated message to said radio communication module (MC) and / or to a mobile communication equipment of said driver.

8. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 7, for a vehicle (V) comprising i) a powertrain capable of being placed in an active state or a stopped state, ii) a rechargeable service battery (BS) having an estimated state of charge, and iii) an automatic stop and restart control function capable of stopping said powertrain when said estimated state of charge is greater than a first threshold, to control said estimated state of charge in order to detect an impediment to operation of said function.

9. Control device (DC2) suitable for at least partially equipping a vehicle (V) comprising i) a powertrain suitable for being placed in an active state or a stopped state, ii) a rechargeable service battery (BS) having an estimated state of charge, and iii) an automatic stop and restart control function suitable for stopping said powertrain when said estimated state of charge is greater than a first threshold, 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 vehicle (V) is in a driving phase, in triggering a collection of successive estimated states of charge, and, when the latter remain less than or equal to said first threshold during at least this driving phase,to trigger a generation of a message suggesting to fully recharge said service battery (BS) with a charger external to said vehicle (V), and to trigger a provision of this generated message to a driver of said vehicle (V).,

10. Vehicle (V) comprising i) a powertrain suitable for being placed in an active state or a stopped state, ii) a rechargeable service battery (BS) having an estimated state of charge, and iii) an automatic stop and restart control function suitable for stopping said powertrain when said estimated state of charge is greater than a first threshold, characterized in that it further comprises at least part of a control device (DC2) according to claim 9.

Images