Method for controlling an electrical energy management system of an electric vehicle

Abstract

The invention relates to a method for controlling an electrical energy management system (50) of an electric vehicle (100), comprising: - an electrical energy storage battery (1), - a control module (4) configured to determine the electrical energy required to reach a predefined destination point (A). The method comprises the following steps: (i) Detecting a transition from a driving phase to a parking phase, (ii) Determining a quantity representative of the available electrical energy (D) of the battery (1), (iii) Determining the electrical energy required (N) to reach the predefined destination point (A), (iv) If the quantity representative of the available electrical energy (D) of the battery (1) falls below a first threshold value (V1) dependent on the electrical energy required (N) to reach the predefined destination point (A), emitting a warning signal. Abstract figure: Figure 3

Description

Title of the invention: Method for controlling an electrical energy management system of an electric vehicle

[0001] The present invention relates to the field of electrical energy management in electrically powered vehicles. Prior art

[0002] In an electric vehicle, the energy from the electrical energy storage battery is used not only to provide propulsion for the vehicle, but also to operate all of the vehicle's electrical equipment. Thus, the equipment providing thermal comfort in the vehicle's passenger compartment, i.e. heating and cooling the passenger compartment, uses part of the energy stored by the battery. The same is true for the electrical accessories powered by the vehicle.

[0003] In order to facilitate journeys and to take into account a possible need to recharge the battery during a journey, the vehicle guidance system frequently offers assistance in managing recharges during the journey. To do this, the driver programs the place he wishes to go to, and the guidance system continuously compares the distance remaining to be covered with the remaining autonomy, which is estimated from the available state of charge. When the guidance system considers that the autonomy is sufficient to complete the journey without recharging, it informs the driver at the start of the journey. When it considers that recharging is necessary during the journey, the addition of an intermediate step allowing the vehicle to be recharged is proposed to the driver. If the driver accepts the proposal issued, he is guided to the proposed charging station. Otherwise, a new updated proposal is issued.

[0004] However, the estimation of the remaining autonomy is not always sufficiently precise to guarantee that a journey initially planned without recharging actually takes place without recharging. Thus, it is common that during a journey initially planned without recharging, recharging is ultimately necessary to arrive at the planned location.

[0005] Such an additional stop adds to the journey time and complicates the journey, especially if charging stations are not readily available. This type of event is therefore disruptive for vehicle occupants, who would like to avoid it.

[0006] The proposed invention aims to improve or reduce the risk of having to carry out additional recharges of the battery during a journey. Summary

[0007] To this end, the present invention proposes a method for controlling an electrical energy management system of an electric vehicle, the electrical energy management system comprising: - an electrical energy storage battery configured to supply electrical energy to a propulsion motor of the vehicle and to a set of electrical equipment of the vehicle, - a control module configured to determine the electrical energy required to reach a predefined arrival point, at the end of a vehicle journey comprising a first phase, called the travel phase, during which the vehicle follows a predefined route and a second phase, called the parking phase, during which the vehicle is stopped, the method comprising the steps: (i) Detect a transition from a travel phase to a parking phase, (ii) Determine a quantity representative of the electrical energy available from the battery, (iii) Determine the electrical energy required to reach the predefined arrival point, (iv) If the quantity representing the electrical energy available from the battery becomes lower than a first threshold value depending on the electrical energy required to reach the predefined arrival point, issue an alert signal.

[0008] The evolution of the electrical energy available during a parking phase, which may correspond to a break taken during the journey, is compared to the energy necessary to reach the planned arrival point, in order to verify that this planned arrival point can still be reached without carrying out an additional recharge. As long as the available energy is significantly greater than the energy required to reach the predefined end point, the ability to reach this planned end point is not affected and no action is taken. When the available energy approaches the required energy, an alert signal is emitted to inform the vehicle driver that the energy consumed during the break is likely to make the initially planned arrival point impossible to reach without an additional battery recharge. Vehicle occupants can thus decide to reduce the electrical power consumed during the break, by deactivating certain electrical consumers, in order to avoid this additional recharge. They can also decide not to modify the electrical power consumed, and are warned in advance of the need to plan an additional recharge. This makes journey management easier.

[0009] The features listed in the following paragraphs can be implemented independently of each other or in all technically possible combinations:

[0010] According to an exemplary implementation, the method comprises the step: (v) If the quantity representative of the electrical energy available from the battery becomes lower than a second threshold value depending on the electrical energy required to reach the predefined arrival point, the second threshold value being lower than the first threshold value, reduce the electrical power supplied to at least part of the electrical equipment in the set of electrical equipment.

[0011] After the alert signal has been issued, if the available battery energy continues to decrease and falls below a second threshold value, a reduction in the electrical power supplied is automatically applied.

[0012] According to an exemplary implementation, the method comprises the step: (vi) If the quantity representing the electrical energy available from the battery becomes lower than a third threshold value depending on the electrical energy required to reach the predefined arrival point, the third threshold value being lower than the second threshold value, deactivate at least part of the electrical equipment in the set of electrical equipment.

[0013] After applying a reduction in electrical power to the electrical equipment, if the available battery energy continues to drop and falls below a third threshold value, a portion of the electrical equipment may be deactivated in order to further reduce the total electrical consumption.

[0014] Alternatively, the method may comprise the step: (vii) If the quantity representing the available electrical energy from the battery becomes lower than a third threshold value depending on the electrical energy required to reach the predefined arrival point, the third threshold value being lower than the second threshold value, deactivate all electrical equipment in the set of electrical equipment.

[0015] Rather than deactivating only part of the electrical equipment, it is possible to deactivate all the electrical equipment, in order to minimize the vehicle's electrical consumption.

[0016] According to an example of implementation of the method, the quantity representative of the available energy is the available energy.

[0017] The first threshold value is for example between 1.2 times and 1.3 times the value of the electrical energy required to reach the predefined arrival point.

[0018] The second threshold value is for example between 1.05 times and 1.2 times the value of the electrical energy required to reach the predefined arrival point.

[0019] The third threshold value is for example less than 1.05 times the value of the electrical energy required to reach the predefined arrival point.

[0020] The first threshold value is configurable by the driver. Similarly, the second threshold value and the third threshold value are configurable by the driver.

[0021] According to one embodiment, the method comprises the step: (viii) If at the end of the parking phase the representative quantity of the available electrical energy from the battery is less than or equal to the necessary electrical energy, limit the maximum speed of the vehicle.

[0022] When the available electrical energy is less than the energy required to reach the predefined arrival point A, only a reduction in the energy consumption of the vehicle over the remaining route can make it possible to reach the predefined arrival point A without performing additional recharging. The maximum speed of the vehicle is thus reduced, in order to reduce aerodynamic losses and thus reduce energy consumption over the remaining part of the route.

[0023] According to one embodiment, the maximum speed of the vehicle is limited to a value which decreases as the time elapses since the end of the parking phase. For example, the vehicle's maximum speed is reduced by 10 km / h every 10 minutes of driving.

[0024] According to another example of implementation of the method, the quantity representative of the available energy (D) is an electrical energy margin (M), the electrical energy margin (M) being a difference between: - available electrical energy (Dv) from the battery (1) when switching from the travel phase to the parking phase, and - the electrical energy required (N) to reach the predefined arrival point (A).

[0025] The electrical energy management system comprises a device for determining the electrical energy available from the battery.

[0026] The predefined arrival point can be defined by an on-board guidance system of the vehicle.

[0027] The predefined arrival point may be the destination initially planned for the journey.

[0028] The predefined arrival point can be a new destination modified during the journey, in the event that the driver has changed his initial intention.

[0029] The predefined arrival point may also be a charging station, in the case where a battery recharge is necessary to reach the intended destination. In this case, the predefined arrival point is thus an intermediate stage of the journey.

[0030] A transition from a travel phase to a parking phase is detected from the vehicle speed.

[0031] A transition from a travel phase to a parking phase is detected from the geographical position of the vehicle.

[0032] The geographic position of the vehicle is determined by an on-board guidance system of the vehicle.

[0033] The control module is configured to determine an electrical energy required to reach a predefined arrival point from a current geographic position of the vehicle.

[0034] According to one aspect of the method, the emitted alert signal may be a visual signal displayed on a screen of the vehicle.

[0035] According to another aspect of the method, the alert signal emitted may be an audible signal emitted inside the vehicle.

[0036] This type of signal is suitable when the occupants remain in the vehicle during breaks.

[0037] According to yet another aspect of the method, the emitted alert signal may be a visual signal emitted by a lighting system of the vehicle.

[0038] The alert signal emitted may also be a message sent by a wireless communication network.

[0039] The alert signal emitted may also be an audible signal emitted outside the vehicle.

[0040] This type of signal may be preferred when occupants are not present in the vehicle during breaks.

[0041] According to one embodiment, the method comprises the step: - detecting the presence of at least one occupant in the vehicle, and in which the alert signal emitted is chosen as a function of the presence and absence of at least one occupant in the vehicle.

[0042] In a particular embodiment, the value of the energy available at the time when the parking phase begins is used as a reference. According to this embodiment, the proposed method comprises a sub-step: (ii-1) Determine the electrical energy available from the battery when switching from the travel phase to the parking phase, and step (iv) of issuing an alert signal comprises the sub-steps: - Determine a difference between the determined available electrical energy and the determined necessary electrical energy, called the electrical energy margin, - Determine the electrical energy consumed during the detected parking phase, - Determine a difference between the electrical energy consumed during the detected parking phase and the determined electrical energy margin, - If the difference between the electrical energy consumed during the detected parking phase and the determined electrical energy margin is lower than a first predetermined threshold, issue an alert signal.

[0043] The excess energy between the electrical energy available at the start of the parking phase and the electrical energy required to reach the arrival point predefined is determined. The electrical energy consumed during a parking phase is compared with this excess energy in order to verify that the planned arrival point can still be reached without carrying out additional recharging. As long as this consumed energy is low compared to the excess energy available at the start of the parking phase, the ability to reach the planned arrival point is not affected and no action is taken. When the energy consumed approaches the excess energy initially available at the start of the parking phase, an alert signal is emitted to inform the vehicle driver that the energy consumed during the break is likely to make the initially planned arrival point impossible to reach without additional recharging of the battery.

[0044] According to an exemplary implementation of the method, the difference between the electrical energy consumed during the parking phase and the electrical energy margin is a relative difference. The first predetermined threshold is a relative threshold.

[0045] The first predetermined threshold is between 20% and 50%, preferably between 30% and 40%.

[0046] According to another example of implementation of the method, the difference between the electrical energy consumed during the parking phase and the electrical energy margin is an absolute difference. The first predetermined threshold is an absolute threshold.

[0047] The use of an absolute energy threshold is easily correlated with the vehicle's autonomy.

[0048] The first predetermined threshold is between 4 kW.h and 10 kW.h, preferably between 6 and 8 kW.h.

[0049] According to one embodiment, the method comprises the step: - If the difference between the electrical energy consumed during the parking phase and the electrical energy margin is less than a second predetermined threshold, reduce the electrical power supplied to at least part of the electrical equipment in the set of electrical equipment.

[0050] The second predetermined threshold may be a relative threshold.

[0051] The second predetermined threshold is between 10% and 20%, preferably between 13% and 17%.

[0052] The second predetermined threshold may be an absolute threshold.

[0053] The second predetermined threshold is between 2 kW.h and 5 kW.h, preferably between 3 and 4 kW.h.

[0054] According to one embodiment, the method comprises between step (iv) of transmitting an alert signal and step (v) of reducing the electrical power supplied the sub- steps: - Issue a request to confirm or inhibit a step of reducing electrical power, - If the electrical power reduction step is confirmed, carry out the electrical power reduction step, - If the electrical power reduction step is inhibited, maintain the electrical power.

[0055] The driver, or the other occupants of the vehicle, can intervene once the alert message has been issued in order not to modify the electrical power consumed during the parking phase. Indeed, the occupants can prioritize the use of electrical equipment during the break, even if this means having to stop once more in order to recharge the battery.

[0056] According to one embodiment, the method comprises the step: - If the difference between the electrical energy consumed during the parking phase and the electrical energy margin is less than a third predetermined threshold, deactivate at least part of the electrical equipment in the set of electrical equipment.

[0057] According to an example of implementation of the method, the method comprises the step: - If the difference between the electrical energy consumed during the parking phase and the electrical energy margin is less than a third predetermined threshold, deactivate all electrical equipment in the electrical equipment set.

[0058] The first threshold can be set by the driver. Likewise, the second threshold can be set by the driver. The third threshold can also be set by the driver.

[0059] The driver of the vehicle can thus adjust the alert system according to his level of caution.

[0060] According to one embodiment, the method comprises the step: - If the electrical energy consumed during the parking phase is greater than or equal to the electrical energy margin, limit the maximum speed of the vehicle.

[0061] When all the energy margin has been consumed during the break, a reduction in the energy consumption of the vehicle over the remaining route is necessary in order to reach the predefined arrival point A without performing additional recharging. The maximum speed of the vehicle is thus reduced, in order to reduce aerodynamic losses and thus reduce energy consumption over the remaining part of the route. According to one embodiment, the maximum speed of the vehicle is limited to a value which decreases as the time elapses since the end of the parking phase. For example, the vehicle's maximum speed is reduced by 10 km / h every 10 minutes of driving.

[0062] The electrical equipment assembly includes an electric compressor configured to circulate a refrigerant fluid under pressure in a refrigerant fluid circuit.

[0063] The vehicle includes a thermal conditioning system configured to regulate a temperature of the passenger compartment of the vehicle to a set temperature.

[0064] The thermal conditioning system comprises a refrigerant circuit in which a refrigerant circulates. The refrigerant circuit comprises at least three heat exchangers.

[0065] The electrical equipment assembly includes an electric heating device configured to heat the passenger compartment of the vehicle.

[0066] Electric heating makes it possible to heat a flow of air towards the passenger compartment, in order to heat it.

[0067] The electrical equipment set includes a power outlet for portable electrical accessories.

[0068] The disclosure also relates to an electrical energy management system of an electric vehicle, comprising: - an electrical energy storage battery configured to supply electrical energy to a propulsion motor of the vehicle and to a set of electrical equipment of the vehicle, - a device for determining the electrical energy available from the battery, - a control module configured to determine the electrical energy required to reach a predefined arrival point, - An electronic control unit configured to implement the control method described above.

[0069] The disclosure also relates to a computer program comprising instructions which cause the electrical energy management system to implement the method described above. Brief description of the drawings

[0070] Other characteristics, details and advantages will appear on reading the detailed description below, and on analyzing the attached drawings, in which:

[0071] [Fig-1] is a schematic view of a vehicle comprising a management system of electrical energy implementing the proposed method,

[0072] [Fig.2] represents the temporal evolution of a parameter illustrating the proposed method, according to several scenarios,

[0073] [Fig.3] represents the temporal evolution of another parameter of the proposed process,

[0074] [Fig.4] represents the temporal evolution of another parameter according to a particular embodiment of the proposed method,

[0075] [Fig.5] represents the temporal evolution of another parameter of the process illustrated in [Fig.4],

[0076] [Fig.6] is a block diagram of the control method according to the invention. Description of the embodiments

[0077] In order to facilitate the reading of the figures, the different elements are not necessarily represented to scale. In these figures, identical elements bear the same references. Certain elements or parameters may be indexed, that is to say designated for example by first element or second element, or even first parameter and second parameter, etc. This indexing is intended to differentiate similar, but not identical, elements or parameters. This indexing does not imply a priority of one element or parameter over another and the names may be interchanged.

[0078] When it is specified that a subsystem comprises a given element, this does not exclude the presence of other elements in this subsystem.

[0079] [Fig.l] shows an electric vehicle 100 comprising an electrical energy management system 70.

[0080] The vehicle 100 comprises an electric motor 2 providing propulsion for the vehicle. An electrical energy storage battery 1 provides the electrical energy necessary for the operation of the electric motor 2. An inverter, not shown, supplies the electric motor 2 with electric current. Vehicle propulsion means moving the vehicle by providing mechanical power to at least one drive wheel, whether by a power transmission system to the front wheels, the rear wheels, or all of the vehicle's wheels.

[0081] The vehicle 100 comprises a set E of electrical equipment.

[0082] The vehicle 100 includes a thermal conditioning system 60 configured to regulate the temperature of the vehicle interior to a set temperature.

[0083] The thermal conditioning system 60 comprises a refrigerant circuit in which a refrigerant circulates. The refrigerant circuit comprises at least three heat exchangers 11, 12, 13. The refrigerant circuit has not been shown in the various figures.

[0084] The set E of electrical equipment comprises an electric compressor 9 configured to circulate a refrigerant fluid under pressure in the refrigerant fluid circuit. The compressor 9 comprises a set of moving parts driven by a motor electric. The compressor 9 has a suction side for the low-pressure refrigerant fluid, also called the inlet of the compressor 9, and a discharge side for the high-pressure refrigerant fluid, also called the outlet of the compressor 9. The internal moving parts of the compressor 9 cause the refrigerant fluid to pass from a low-pressure state on the inlet side to a high-pressure state on the outlet side.

[0085] The exchanger 11 is thermally coupled with an air flow Fi inside the passenger compartment of the vehicle. The exchanger 11 receives the high-pressure, high-temperature refrigerant fluid at the outlet of the compressor 9. The exchanger 11 is called the internal condenser and makes it possible to heat the passenger compartment. The heat exchanger 12 can exchange heat with an air flow Fe outside the vehicle passenger compartment. The heat exchanger 13 can exchange heat with the airflow Fi inside the vehicle cabin, and can cool the vehicle cabin.

[0086] The first exchanger 11 and the third exchanger 13 are arranged in a heating, ventilation and / or air conditioning installation, often referred to by the English term “HVAC” meaning “Heating, Ventilating and Air Conditioning”. This installation has not been shown in the various figures. The second exchanger 12 is located in the front face of the vehicle, behind the grille.

[0087] According to at least one operating mode, the heat exchanger 12 operates as a condenser of the high-pressure, high-temperature refrigerant fluid leaving the compressor 9. The heat exchanger 13 then operates as an evaporator, so as to cool the interior air flow Fi. The passenger compartment of the vehicle can thus be cooled. According to at least one other mode of operation, the heat exchanger 11 operates as a condenser of the high-pressure, high-temperature refrigerant fluid at the outlet of the compressor 9, which makes it possible to heat the interior air flow Fi. The passenger compartment is thus heated. The heat exchanger 12 then operates as a refrigerant fluid evaporator and takes the vaporization energy of the refrigerant fluid from the exterior air flow.

[0088] The energy required to maintain the thermal comfort of the occupants is provided at least in part by the vehicle's battery. In hot weather, cooling the passenger compartment can require a significant amount of power, in the order of several kilowatts. Similarly, in cold ambient temperatures, heating the passenger compartment can also require several kilowatts.

[0089] The set E of electrical equipment may comprise an electric heating device 15 configured to heat the passenger compartment of the vehicle. The electric heater 15 heats the passenger compartment, in addition to the exchanger 11 or instead of it, depending on the operating modes.

[0090] The set E of electrical equipment comprises a power outlet 16 for portable electrical accessories. Portable electrical accessories are, for example, electrical objects taken on board by passengers, for example, mobile phones, multimedia players, coolers, bottle warmers, battery chargers for portable electrical machines such as drills, etc. Passenger electrical accessories are powered by the vehicle's battery. The available electrical energy from battery 1 is therefore affected by the consumption of the electrical accessories. In other words, the consumption of the electrical accessories reduces the vehicle's range.

[0091] Thus, when a given journey of the vehicle is normally achievable with the available energy of the battery without recharging during the journey, the situation may be different if the electrical consumption during unscheduled stops, such as breaks, reduces the autonomy of the vehicle too much.

[0092] [Fig.2] schematically illustrates the available energy D of the battery 1 as a function of the distance traveled x by the vehicle, for three different stages of the same journey. Point 0 marks the starting point of the journey, and point A marks the end point of the planned journey. The energy available at the start of the journey is represented by the value D0.

[0093] Part A of [Fig.2] illustrates a journey taking place without a break. The available energy D of the battery decreases regularly depending on the distance traveled, and arrival at the planned destination point A takes place while the battery still has available energy represented by the value D_A. Part B of [Fig.2] illustrates the same journey, with a break made when the distance dl has been covered. After the break, the journey continues as before. It is assumed that the energy consumption while the vehicle is moving is the same as before. The quantity V_B schematizes the electrical energy used during the break, for example to keep the passenger compartment at a comfortable temperature chosen by the passengers. Arrival at the planned destination point A takes place with available battery energy, schematized by the value D_B, lower than in the previous case due to the consumption schematized by V_B. The quantity of remaining energy D_A at the destination point A is positive, no recharging was necessary to arrive at the planned destination point. Part C of [Fig.2] again illustrates the same journey, again with a break made when the distance dl has been covered, this break lasting longer this time than in the case of part B. The quantity V_C schematizes the electrical energy used during the break, and is greater than the quantity V_B. After the break carried out at the distance dl from the starting point, the available energy D of the battery goes to zero for a distance traveled equal to the distance d2. A recharge is therefore necessary. After recharging, the battery has an energy represented by the value Dr. The recharge carried out during the journey allows the planned arrival point A to be reached. The electrical consumption due to the break thus required a recharge during the journey, whereas it would not have been necessary in the absence of a break, or with a break that cost less energy.

[0094] A method for controlling an electrical energy management system 70 of an electric vehicle 100 is thus proposed. The electrical energy management system 70 comprises: - an electrical energy storage battery 1 configured to supply electrical energy to a propulsion motor 2 of the vehicle 100 and to a set E of electrical equipment of the vehicle 100, - a control module 4 configured to determine a necessary electrical energy N to reach a predefined arrival point A, at the end of a journey of the vehicle 100 comprising a first phase, called the journey phase, during which the vehicle 100 follows a predefined route and a second phase, called the parking phase, during which the vehicle 100 is stopped. The process includes the steps: (i) Detect a transition from a travel phase to a parking phase, (ii) Determine a quantity representative of the available electrical energy D of battery 1, (iii) Determine the electrical energy N required to reach the predefined arrival point A, (iv) If the quantity representative of the available energy D of battery 1 becomes lower than a first threshold value VI depending on the electrical energy required N to reach the predefined arrival point A, emit an alert signal.

[0095] Step (ii) of determining the available electrical energy D of the battery 1 is iterated periodically during the parking phase. In other words, the available electrical energy D of the battery 1 is determined throughout the parking phase.

[0096] The evolution of the available electrical energy D during a parking phase is compared to the necessary electrical energy N to reach the planned arrival point A, in order to verify that this planned arrival point A can always be reached without carrying out an additional recharge. As long as the available energy D is significantly greater than the required energy N, the ability to reach the planned arrival point is not affected by the energy consumption during the parking phase and no action is taken. When the available energy D approaches the required energy N, a warning signal is emitted to inform the driver of the vehicle that the energy consumed during the parking phase is likely to make the initially planned arrival point A impossible to reach without an additional recharge of the battery. The vehicle occupants can thus decide to reduce the electrical power consumed during the parking phase, by deactivating certain electrical consumers, in order to avoid this additional recharge. They can also decide not to modify the electrical power consumed, and are warned in advance of the need to plan an additional recharge. Uncertainties about the vehicle's autonomy and its ability to reach its planned destination point are reduced, and journey management is thus facilitated.

[0097] The first threshold value V1 may be an absolute threshold. The value of the first threshold value VI is for example equal to the value of the necessary electrical energy N increased by 8 kW.h. The first threshold value V1 can also be a relative threshold. The value of VI is for example equal to 125%5 of the value of the necessary electrical energy N.

[0098] A parking phase may correspond to a break taken during the journey, during which passengers keep certain electrical accessories in operation, such as air conditioning or heating. A parking phase may correspond to a phase during which the vehicle serves as an electrical source for portable power tools, for example in the case of a utility vehicle used on a construction site.

[0099] The predefined arrival point A can be defined by a guidance system 5 on board the vehicle 100. The predefined arrival point A can be the destination initially planned for the journey. The predefined arrival point A can be a new destination modified during the journey, in case the driver has changed his initial intention. The predefined arrival point A can also be a charging station 40, in case a battery recharge is necessary to reach the intended destination. In this case, the predefined arrival point A is an intermediate stage of the journey.

[0100] Thus the total journey can be divided into a succession of sections to be covered. Each section includes at least one journey phase, and may include a parking phase.

[0101] A transition from a travel phase to a parking phase is detected from the speed of the vehicle 100. Vehicle 100 must be stopped, i.e. have zero speed, to be in a parking phase.

[0102] A transition from a travel phase to a parking phase is also detected from the geographical position of the vehicle 100. The geographic position of the vehicle 100 is determined by a guidance system 5 on board the vehicle 100. The guidance system 5 is for example based on the GPS system (for the English “Global Positioning System”). The guidance system 5 determines the current geographical position of the vehicle, and can propose a route to reach the predefined arrival point A.

[0103] If the vehicle 100 is stopped but its geographical position corresponds to the predefined route, this means that the traffic conditions require a stop, without this corresponding to a parking phase. The operating phases corresponding to a traffic jam along the predefined route or corresponding to a stop at a red light are thus part of the journey phases. Stopping at a rest area such as a motorway service area, away from traffic lanes, is part of the parking phases. In this case, the geographical position does not correspond to the predefined route, which allows the start of the parking phase to be detected.

[0104] The parking phases can be called the pause phase. The driving phases can be called the journey phase.

[0105] The electrical energy management system 70 comprises a device 3 for determining an available electrical energy D of the battery 1. The control module 4 is configured to determine a necessary electrical energy N to reach a predefined arrival point A from a current geographical position of the vehicle 100. At any given time, the current geographic position of the vehicle is the current position at that time.

[0106] In step (iii), the electrical energy N required to reach the predefined arrival point A is calculated from the location corresponding to the transition from the travel phase to the parking phase.

[0107] The control module 4 and the on-board guidance system 5 can communicate. The control module 4 determines the electrical energy N required to reach the predefined arrival point A via the route proposed by the guidance system 5. The calculation carried out takes into account the distance to be covered and can take into account the expected traffic conditions, which influence the maximum achievable speed and therefore the consumption along the route. The calculation carried out can also take into account the profile of the route, i.e. the slopes present on the route, whether ascending or descending.

[0108] The first threshold value VI is between 1.2 times and 1.3 times the value of the electrical energy required N to reach the predefined arrival point A. In other words, the first threshold value V1 is determined by multiplying the determined value of the electrical energy required N to reach the predefined arrival point A by a coefficient between 1.2 and 1.3.

[0109] The first threshold value V1 can be configured by the driver.

[0110] According to an exemplary implementation, the method comprises the step: (v) If the quantity representative of the available electrical energy D of the battery 1 becomes lower than a second threshold value V2 depending on the electrical energy necessary N to reach the predefined arrival point A, the second threshold value V2 being lower than the first threshold value VI, reduce the electrical power supplied to at least part of the electrical equipment of the set E of electrical equipment.

[0111] The second threshold value V2 is for example between 1.05 times and 1.2 times the value of the electrical energy required N to reach the predefined arrival point A. In other words, the second threshold value V2 is determined by multiplying the determined value of the electrical energy required N to reach the predefined arrival point A by a coefficient between 1.05 and 1.2.

[0112] After the alert signal has been issued, if the available energy D of the battery 1 continues to decrease and falls below a second threshold value V2, a reduction in the electrical power supplied is automatically applied.

[0113] According to an exemplary implementation, the method comprises the step: (vi) If the representative quantity of the available electrical energy D of the battery 1 becomes lower than a third threshold value V3 depending on the electrical energy required N to reach the predefined arrival point A, the third threshold value V3 being lower than the second threshold value V2, deactivate at least part of the electrical equipment of the set E of electrical equipment.

[0114] After applying a reduction in the electrical power of the electrical equipment, if the available battery energy continues to drop and falls below a third threshold value V3, part of the electrical equipment can be deactivated in order to further reduce the total electrical consumption. For example, some of the comfort equipment can be deactivated, and the vehicle's lighting can be maintained.

[0115] According to an example of implementation of the method, the quantity representative of the available energy D is the available energy D.

[0116] The third threshold value V3 is for example less than 1.05 times the value of the electrical energy required N to reach the predefined arrival point A. The third threshold value V3 is calculated in a manner analogous to VI and V2.

[0117] Like the first threshold value V1, the second threshold value V2 and the third threshold value V3 are configurable by the driver. The driver can thus adjust the value of the different thresholds according to his level of caution with regard to the risk of having to carry out an additional recharge of the battery.

[0118] According to one embodiment, the method comprises the step: (vii) If the quantity representative of the available energy D of battery 1 becomes lower than a third threshold value V3 depending on the electrical energy required N to reach the predefined arrival point A, the third threshold value V3 being lower than the second threshold value V2, deactivate all the electrical equipment of the set E of electrical equipment.

[0119] In this case, rather than deactivating only part of the electrical equipment, all the electrical equipment is deactivated. The vehicle's electrical consumption is thus reduced to a minimum.

[0120] [Fig.3] illustrates the general principle of the proposed method. The plotted curve corresponds to the temporal evolution of the quantity of electrical energy available D from the battery during a parking phase. The instant t0 marks the beginning of a parking phase, that is to say a transition from a journey phase to a parking phase. The horizontal dotted line shows the quantity of electrical energy N required to reach the arrival point A, i.e. the energy consumption over the portion of the journey remaining to be completed after the end of the parking phase. Due to the power consumption of electrical equipment, the amount of available electrical energy D gradually decreases over time. At time tl, the available electrical energy D falls below the first threshold value VL. An alert message is therefore sent to the driver. The driver does not reduce the consumption of the vehicle's electrical equipment, and the available electrical energy D continues to decrease along the same slope as previously. At time t2, the available electrical energy D falls below the second threshold value V2. From this time, the power supplied to the electrical accessories is reduced, so that the available electrical energy D decreases with a lower slope from time t2. At time t3, the available electrical energy D falls below the third threshold value V3. All electrical accessories are then deactivated. The electrical consumption falls to a negligible value, and the quantity of available electrical energy remains at a substantially constant value from time t3.

[0121] According to another example of implementation of the method, the quantity representative of the available energy D is an electrical energy margin M. The electrical energy margin M is a difference between: - available electrical energy Dv from battery 1 when switching from the travel phase to the parking phase, and - the electrical energy required N to reach the predefined arrival point A.

[0122] According to one embodiment, the method comprises the step: (viii) If at the end of the parking phase the representative quantity of the available electrical energy D of battery 1 is less than or equal to the necessary electrical energy N, limit the maximum speed of the vehicle.

[0123] In this case, the only way to reach the predefined arrival point A without performing additional recharging is to reduce the maximum speed of the vehicle, in order to reduce aerodynamic losses and thus reduce energy consumption on the remaining part of the route. The maximum speed authorized by the method is thus limited to a lower value than the maximum regulatory speed on the route.

[0124] According to one embodiment, the maximum speed of the vehicle is limited to a value which decreases as the time elapses since the end of the parking phase.

[0125] For example, the maximum speed of the vehicle is reduced by 10 km / h every 10 minutes of driving. This gradual reduction in maximum speed makes it possible, on the one hand, to increase the distance that can be covered with the remaining electrical energy, and on the other hand to make the driver aware of the need to reduce energy consumption.

[0126] [Fig.4] illustrates a particular embodiment, in which the value of the energy available at the instant when the parking phase begins is used as a reference.

[0127] According to this embodiment, the method comprises a sub-step: (ii-1) Determine an available electrical energy Dv from battery 1 when switching from the travel phase to the parking phase, and step (vii) of issuing an alert signal comprises the sub-steps: - Determine a difference between the available electrical energy Dv determined and the necessary electrical energy N determined, called the electrical energy margin M, - Determine the electrical energy consumed V during the detected parking phase, - Determine a difference a between the electrical energy consumed V during the detected parking phase and the determined electrical energy margin M, - If the difference a between the electrical energy consumed V during the detected parking phase and the determined electrical energy margin M is less than a first predetermined threshold SI, issue an alert signal.

[0128] The energy margin M, corresponding to an excess of energy between the energy electric energy Dv available at the start of the parking phase and the necessary electric energy N to reach the predefined arrival point A is determined. The electrical energy consumed V during a parking phase is compared to this energy margin M in order to verify that the planned arrival point A can still be reached without carrying out additional recharging. As long as this consumed energy V is low compared to the excess energy M available at the start of the parking phase, the ability to reach the planned arrival point A is not affected and no action is taken. When the consumed energy V approaches the excess energy M initially available at the start of the parking phase, an alert signal is emitted to inform the vehicle driver that the energy consumed during the break is likely to make the initially planned arrival point impossible to reach without additional recharging of the battery.

[0129] [Fig.4] illustrates the temporal evolution of the quantity of electrical energy available D from the battery during a parking phase. Time t0' marks the beginning of a parking phase, that is to say a transition from a journey phase to a parking phase. The electrical energy Dv is the electrical energy available at time t0'. The amount of energy represented by the arrow N represents the amount of energy needed N to reach the arrival point A, i.e. the energy consumption over the portion of the journey remaining to be completed. The value D_B corresponds to the difference between Dv and N, i.e. the energy remaining available upon arrival at the arrival point A. The quantity of energy represented by the arrow M is the difference between the quantity of electrical energy Dv available at the start of the parking phase and the energy required N to reach the arrival point A, and therefore represents the energy margin M. Due to the power consumption of electrical equipment, the amount of available electrical energy D gradually decreases over time. Arrow Q1 illustrates the amount of electrical energy consumed between time t0' and time t1'. Arrow Q2 illustrates the amount of electrical energy consumed between time t0' and time t2'.

[0130] The alert signal emitted may be a visual signal displayed on a screen 6 of the vehicle 100. For example, a message may appear on a vehicle's multifunction display or on the navigation system. The alert message may also be indicated by a warning light on the dashboard.

[0131] The alert signal emitted may be an audible signal emitted inside the vehicle 100. For example, an audible warning can be activated. A voice message can also be played. Warnings issued inside the vehicle are well suited to situations where occupants remain in the vehicle during breaks.

[0132] The alert signal emitted may be a visual signal emitted by a lighting system 7 of the vehicle 100. For example, the vehicle's exterior lights may turn on or start flashing. Likewise, the turn signals may activate.

[0133] The alert signal emitted may also be a message sent by a wireless communication network. For example, a message can be sent to the driver's mobile phone, or that of another occupant of the vehicle. The alert signal emitted may also be an audible signal emitted outside the vehicle 100.

[0134] This type of alert signal is preferred when the occupants are not present in the vehicle during the parking phases, and cannot monitor the interior of the vehicle.

[0135] According to one embodiment, the method comprises the step: - detect the presence of at least one occupant in the vehicle, and the alert signal emitted is chosen according to the presence and absence of at least one occupant in the vehicle. Thus, the type of message most suited to the current situation is issued.

[0136] The energy margin M is determined at the start of the parking phase. This energy margin M characterizes the forecast value of the energy remaining in the battery 1 upon arrival at the predefined arrival point A. This value is forecast since it is obtained from the energy actually available in the battery 1 at the start of the pause phase, and from an estimate of the energy necessary to reach the arrival point A once the parking phase is finished.

[0137] According to an example of implementation of the method, the difference a between the electrical energy V consumed during the parking phase and the electrical energy margin M is a relative difference. The first predetermined threshold S1 is a relative threshold.

[0138] The difference a is thus expressed in percent, or as a fraction. The relative difference is calculated by subtracting the value of the electrical energy margin M from the value of the electrical energy V consumed during the parking phase, and dividing by the value of the electrical energy margin M.

[0139] The first predetermined threshold SI is for example between 20% and 50%, preferably between 30% and 40%. Thus, in the case where the first predetermined threshold SI is for example 35%, an alert message is issued when the remaining available energy falls below 35% of the initially available energy margin. In other words, the energy consumed during the break has exceeded 65% of the initial energy margin, and calls into question the arrival at the destination point without additional recharging.

[0140] According to another example of implementation of the method, the difference a between the electrical energy consumed V during the parking phase and the electrical energy margin M is an absolute difference. The first predetermined threshold SI is an absolute threshold. The use of an absolute energy threshold is easily correlated with the vehicle's autonomy, that is to say, the number of kilometers that can still be covered without recharging.

[0141] The first predetermined threshold SI is for example between 4 kW.h and 10 kW.h, preferably between 6 and 8 kW.h. (kilowatt.hour)

[0142] According to one embodiment, the method comprises the step: - If the difference between the electrical energy consumed V during the parking phase and the electrical energy margin M is less than a second predetermined threshold S2, reduce the electrical power supplied to at least part of the electrical equipment in the set E of electrical equipment.

[0143] The second predetermined threshold S2 may be a relative threshold. The second predetermined threshold S2 is for example between 10% and 20%, preferably between 13% and 17%.

[0144] In other words, in the case where the second predetermined threshold S2 is equal to 15%, the consumption of at least part of the electrical equipment is reduced when the remaining available energy falls below 15% of the initially available energy margin. For example, the cooling capacity of the air conditioning can be reduced by reducing the speed of the air conditioning compressor, even if this means increasing the temperature of the passenger compartment.

[0145] The second predetermined threshold S2 may be an absolute threshold. The second predetermined threshold S2 is between 2 kW.h and 5 kW.h, preferably between 3 and 4 kW.h.

[0146] According to one embodiment, the method comprises between the step of transmitting an alert signal and the step of reducing the electrical power supplied the sub-steps - Issue a request to confirm or inhibit a step of reducing electrical power, - If the electrical power reduction step is confirmed, carry out the step of reduction of electrical power, - If the electrical power reduction step is inhibited, maintain the electrical power.

[0147] The driver, or the other occupants of the vehicle, can intervene once the alert message has been issued in order to avoid a change in the electrical power consumed during the parking phase. Indeed, the occupants can favor the use of electrical equipment during the break, even if this means having to stop once more in order to recharge the battery, or having to drive at a reduced speed in order to reduce energy consumption on the journey remaining to be made after the end of the parking phase. For example, the occupants may prefer to retain all the cooling power of the air conditioning system, to benefit from a cool passenger compartment. Confirmation or inhibition of the electrical power reduction step can be carried out by a human-machine interface, for example a touch screen.

[0148] According to one embodiment, the method comprises the step: - If the difference a between the electrical energy consumed V during the parking phase and the electrical energy margin M is less than a third predetermined threshold S3, deactivate at least part of the electrical equipment 3 of the set E of electrical equipment.

[0149] The most consuming electrical equipment can be deactivated first.

[0150] According to an example of implementation of the method, the method comprises the step: - If the difference a between the electrical energy consumed V during the parking phase and the electrical energy margin M is less than a third predetermined threshold S3, deactivate all the electrical equipment 3 of the set E of electrical equipment.

[0151] Crossing the third threshold S3 means that practically all the energy margin has been consumed during the break, and that it will soon no longer be possible to reach the predefined arrival point A without carrying out an additional charge of the battery, or a reduction in the maximum possible speed.

[0152] The first threshold SI can be configured by the driver. Similarly, the second threshold S2 can be set by the driver. The third threshold S3 can also be set by the driver. The value of each of the thresholds SI, S2, S3 can be configured by the driver according to his preferences. This configuration is carried out, for example, by means of the human-machine interface, for example a touch screen. The driver of the vehicle can thus adjust the alert system to suit him, depending on his level of caution.

[0153] According to one embodiment, the method comprises the step: - If the electrical energy consumed V during the parking phase is greater than or equal to the electrical energy margin M, limit the maximum speed of the vehicle.

[0154] In this case, all the energy margin has been consumed during the break, and the only way to reach the predefined arrival point A without performing additional recharging is to reduce the maximum speed of the vehicle, in order to reduce aerodynamic losses and thus reduce energy consumption on the remaining part of the route. The maximum speed authorized by the method is thus limited to a lower value than the maximum regulatory speed on the route.

[0155] According to one embodiment, the maximum speed of the vehicle is limited to a value which decreases as the time elapses since the end of the parking phase.

[0156] For example, the maximum speed of the vehicle is reduced by 10 km / h every 10 minutes of driving. This gradual reduction in maximum speed makes it possible, on the one hand, to increase the distance that can be covered with the remaining electrical energy, and on the other hand to make the driver aware of the need to reduce energy consumption.

[0157] [Fig.5] illustrates the temporal evolution of the electrical energy consumed V during a parking phase. The instant tO” corresponds to the start of the parking phase. The power consumption is non-zero during the parking phase, and the consumed energy V increases continuously as time elapses. At time tl”, the difference al between the electrical energy consumed since the start of the parking phase and the electrical energy margin M becomes lower than the first threshold SL. An alert message is therefore sent to the driver. This does not reduce the consumption of the vehicle's electrical equipment, and the energy consumed V continues to increase along the same slope as previously. At time t2”, the second threshold S2 is crossed, i.e. the difference a2 between the electrical energy consumed since the start of the parking phase and the electrical energy margin M becomes lower than the second threshold S2. The proposed method deactivates part of the electrical accessories, and the consumed energy V increases with a lower slope from time t2”. At time t3”, the difference a2 between the electrical energy consumed since the start of the parking phase and the electrical energy margin M falls below the third threshold S3. The electrical accessories still active are then deactivated. The electrical consumption falls to a negligible value, and the quantity of electrical energy consumed since time t0” remains at a substantially constant value at from time t3”.

[0158] According to an example not shown, the steps of reducing the electrical consumption, from time t2”, can be inhibited by decision of the driver. This can be the case when the vehicle supplies essential electrical equipment, for example when the vehicle supplies tools used on a construction site.

[0159] The proposed electrical energy management system 70 of an electric vehicle 100 comprises: - an electrical energy storage battery 1 configured to supply electrical energy to a propulsion motor 2 of the vehicle 100 and to a set E of electrical equipment of the vehicle 100, - a device 3 for determining available electrical energy D from the battery 1, - a control module 4 configured to determine an electrical energy N required to reach a predefined arrival point A, - An electronic control unit 50, comprising for example at least one computer, a memory and a computer program stored in the memory, and configured to implement the control method described previously.

[0160] A computer program comprising instructions which cause the electrical energy management system 70 to implement the method is stored in the memory of the electronic control unit 50.

Claims

Claims

1. Method for controlling an electrical energy management system (70) of an electric vehicle (100), the electrical energy management system (70) comprising: - an electrical energy storage battery (1) configured to supply electrical energy to a propulsion motor (2) of the vehicle (100) and to a set (E) of electrical equipment of the vehicle (100), - a control module (4) configured to determine a necessary electrical energy (N) to reach a predefined arrival point (A), at the end of a running of the vehicle (100) comprising a first phase, called the travel phase, during which the vehicle (100) follows a predefined route and a second phase, called the parking phase, during which the vehicle (100) is stopped, the method comprising the steps: (i) Detecting a transition from a travel phase to a parking phase,(ii) Determine a quantity representative of an available electrical energy (D) from the battery (1), (iii) Determine an electrical energy required (N) to reach the predefined arrival point (A), (iv) If the quantity representative of the available electrical energy (D) from the battery (1) becomes lower than a first threshold value (VI) depending on the electrical energy required (N) to reach the predefined arrival point (A), emit an alert signal.,

2. Method according to claim 1, comprising the step: (v) If the quantity representative of the available electrical energy (D) of the battery (1) becomes lower than a second threshold value (V2) depending on the electrical energy necessary (N) to reach the predefined arrival point (A), the second threshold value (V2) being lower than the first threshold value (VI), reducing the electrical power supplied to at least part of the electrical equipment of the set (E) of electrical equipment.

3. Method according to claim 1 or 2, comprising the step: (vi) If the quantity representative of the available electrical energy (D) of the battery (1) becomes lower than a third threshold value (V3) depending on the electrical energy necessary (N) to reach the predefined arrival point (A), the third threshold value (V3) being lower than the second threshold value (V2), deactivate at least part of the electrical equipment of the set (E) of electrical equipment.

4. Method according to claim 1 or 2, comprising the step: (vii) If the quantity representative of the available electrical energy (D) of the battery (1) becomes lower than a third threshold value (V3) depending on the electrical energy necessary (N) to reach the predefined arrival point (A), the third threshold value (V3) being lower than the second threshold value (V2), deactivating all the electrical equipment of the set (E) of electrical equipment.

5. Method according to any one of claims 1 to 4, in which the quantity representative of the available energy (D) is the available energy (D).

6. Method according to any one of claims 1 to 4, in which the quantity representative of the available energy (D) is an electrical energy margin (M), the electrical energy margin (M) being a difference between: - an available electrical energy (Dv) of the battery (1) at the transition from the travel phase to the parking phase and - the necessary electrical energy (N) to reach the predefined arrival point (A).

7. Method according to one of the preceding claims, in which the alert signal emitted is: - a visual signal displayed on a screen (6) of the vehicle (100), - or an audible signal emitted inside the vehicle (100), - or a visual signal emitted by a lighting system (7) of the vehicle (100), - or a message sent by a wireless communication network, - or an audible signal emitted outside the vehicle (100).

8. Method according to one of the preceding claims, comprising the step: - detecting the presence of at least one occupant in the vehicle, and in which the alert signal emitted is chosen as a function of the presence and absence of at least one occupant in the vehicle.

9. Method according to one of the preceding claims in combination with claim 2, comprising between the step of transmitting an alert signal and the step of reducing the electrical power supplied the sub-steps: - Transmitting a request for confirmation or inhibition of a step of reducing the electrical power, - If the electrical power reduction step is confirmed, carry out the electrical power reduction step, - If the electrical power reduction step is inhibited, maintain the electrical power.

10. Method according to one of the preceding claims, in which the set (E) of electrical equipment comprises: - an electric compressor (9) configured to circulate a refrigerant fluid under pressure in a refrigerant fluid circuit (10), - an electric heating device (15) configured to heat the passenger compartment of the vehicle, - a power outlet (16) for portable electrical accessories.

11. Electrical energy management system (70) of an electric vehicle (100), comprising: - an electrical energy storage battery (1) configured to supply electrical energy to a propulsion motor (2) of the vehicle (100) and to a set (E) of electrical equipment of the vehicle (100), - a device (3) for determining an available electrical energy (D) of the battery (1), - a control module (4) configured to determine an electrical energy required (N) to reach a predefined arrival point (A), - An electronic control unit (50) configured to implement the control method according to one of the preceding claims.

12. Computer program comprising instructions which cause the electrical energy management system (70) according to the preceding claim to implement the control method according to any one of claims 1 to 10.

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