Method and device for determining the travel time of a route calculated by a route planning system of an electric vehicle

Abstract

The present invention relates to a method and device for determining information representing a travel time for a route calculated by a route planning system for an electric vehicle (10). To this end, a stopping time at each charging station (102, 103) planned along the route is determined based on the initial and final state of charge for each charging station (102, 103). The stopping time comprises a charging time based on the initial and final state of charge for each charging station (102, 103) and an additional time determined when the initial state of charge is above a first threshold value and the final state of charge is below a second threshold value. The information is determined based on the stopping time at each charging station (102, 103). Figure 1 (for the abstract)

Description

Title of the invention: Method and device for determining the travel time of a route calculated by a route planning system of an electric vehicle technical field

[0001] The invention relates to methods and devices for determining information representative of a travel time for a route calculated by a route planning system for an electric vehicle, particularly, but not exclusively, a motor vehicle. The invention specifically relates to a method and device for planning a route for an electric vehicle that includes one or more stops at charging stations for recharging the vehicle's traction battery. The invention also relates to a method and device for assisting the driver of a vehicle. Technological background

[0002] The rise of electric vehicles, that is to say vehicles with one or more electric motors powered by a traction battery, has led to the development of new tools to assist drivers of such electric vehicles.

[0003] For example, route planning tools have emerged to plan a journey by calculating a route that takes into account the need to recharge the traction battery with electrical energy using one or more charging stations located along the route. Several criteria are taken into account to calculate the route in addition to the classic route calculation criteria, such as the starting point and the destination of the journey to be undertaken.The new criteria taken into account include the estimated electrical energy consumption on the different sections of the route (for example, based on the speed limits associated with these different sections), the geographical location of the different charging stations, and a criterion relating to a minimum limit for the charge level of the traction battery that must not be exceeded before planning a new charging of the traction battery at a charging station.

[0004] The duration of a trip planned with a trip planning system takes into account the duration of stops at each charging station, and the accuracy of the stop duration calculation impacts the trip duration calculation. An error in such a calculation can cause inconvenience for the driver, for example, the unavailability of a charging station if the cumulative delay to reach the charging station containing that charging station is too great. An error in the calculation can also influence driver behavior with a risk that the driver may accelerate at the end of the journey to try to make up for the unanticipated delay, with associated safety risks for the electric vehicle and its passengers. Summary of the present invention

[0005] One object of the present invention is to solve at least one of the problems of the technological background described above.

[0006] Another object of the present invention is, for example, to improve the determination of the travel time of an electric vehicle planned by a route planning system.

[0007] According to a first aspect, the present invention relates to a method for determining information representative of a travel time for a route calculated by a route planning system of an electric vehicle, the method being implemented by at least one processor and comprising the following steps: - receipt of initial data representing the journey and second data representing the characteristics of the electric vehicle; - selection of a set of charging stations along the route to charge a traction battery of the electric vehicle based on the first and second data, the selection including a determination, for each charging station in the set of charging stations, of an initial state of charge of the traction battery at the start of charging by each charging station and a final state of charge of the traction battery at the end of charging by the charging station; - determination of a stopping time at each charging station based on the initial state of charge and the final state of charge for each charging station, the stopping time including a charging time based on the initial state of charge and the final state of charge for each charging station and an additional time determined when the initial state of charge is greater than a first threshold value and the final state of charge is less than a second threshold value; - determination of information based on the stopping time at each charging station of the set of charging stations.

[0008] Including a specific additional time in the calculation of the electric vehicle's downtime when stopping at a charging station to recharge the traction battery allows for consideration of the time required to connect and disconnect the charging station to the electric vehicle, the time required to pay for the electricity consumed, the time required to stop, park, and then leave the charging station, etc. Taking this additional time into account thus improves the accuracy of the time spent by the electric vehicle recharging its traction battery, a time that can be significant when the number of stops at charging stations is high.

[0009] Taking into account this additional time only for traction battery recharges between a minimum state of charge corresponding to the first threshold value and a maximum state of charge corresponding to the second threshold value makes it possible to neglect this additional time when the traction battery recharge exceeds the maximum charge, the recharge time being much longer above this second threshold value and the additional time becoming negligible compared to the actual recharge time.

[0010] According to one variant, the first threshold value is equal to 20% of a total charging capacity of the traction battery, the second threshold value is equal to 80% of the total charging capacity of the traction battery and the additional time determined is equal to 5 minutes.

[0011] According to another variant, the first data belong to a first dataset comprising: - representative data of a starting point of the journey and a destination of the journey; - data representative of the traction battery's state of charge at the starting point of the journey; and - data representative of a target state of charge of the traction battery at the destination of the journey.

[0012] According to yet another variant, the second data belong to a second dataset comprising: - representative data of an electric vehicle model; - representative data of the characteristics of the traction battery of the electric vehicle; - data representative of the total weight of the electric vehicle when loaded.

[0013] According to a further variant, the set of charging stations is also selected based on: - third representative location data for all charging stations; and / or - fourth representative data on the availability of all charging stations; and / or - fifth representative data of charging power of the entire set of charging stations.

[0014] According to yet another variant, the information is also a function of the travel time of the route by the electric vehicle.

[0015] According to an additional variant, the information corresponds to an estimated arrival time at the end of the journey.

[0016] According to a second aspect, the present invention relates to a device for determining representation of travel time information for a route calculated by an electric vehicle route planning system, the device comprising a memory associated with a processor configured for the implementation of the steps of the process according to the first aspect of the present invention.

[0017] According to a third aspect, the present invention relates to an electric vehicle, for example of the automobile type, comprising a device as described above according to the second aspect of the present invention.

[0018] According to a fourth aspect, the present invention relates to a computer program which includes instructions adapted for carrying out the steps of the process according to the first aspect of the present invention, in particular when the computer program is executed by at least one processor.

[0019] Such a computer program may use any programming language, and be in the form of source code, object code, or an intermediate form between source code and object code, such as in a partially compiled form, or in any other desirable form.

[0020] According to a fifth aspect, the present invention relates to a computer-readable recording medium on which is recorded a computer program comprising instructions for carrying out the steps of the process according to the first aspect of the present invention.

[0021] On the one hand, the recording medium can be any entity or device capable of storing the program. For example, the medium can include a storage means, such as a ROM, a CD-ROM or a microelectronic circuit-type ROM, or a magnetic recording means or a hard disk drive.

[0022] On the other hand, this recording medium can also be a transmissible medium such as an electrical or optical signal, such a signal being able to be transmitted via an electrical or optical cable, by conventional or radio frequency, by self-directing laser beam, or by other means. The computer program according to the present invention can, in particular, be downloaded from an Internet-type network.

[0023] Alternatively, the recording medium may be an integrated circuit in which the computer program is incorporated, the integrated circuit being adapted to execute or to be used in the execution of the process in question. Brief description of the figures

[0024] Other features and advantages of the present invention will become apparent from the description of the particular and non-limiting embodiments of the present invention below, with reference to the attached Figures 1 to 3, in which:

[0025] [Fig-1] schematically illustrates a route of an electric vehicle, according to a example of a particular embodiment of the present invention;

[0026] [Fig.2] illustrates a device configured to determine the travel time for to traverse the route of [Fig.1], according to a particular and non-limiting embodiment of the present invention.

[0027] [Fig.3] illustrates a flowchart of the different stages of a determination process calculation of travel time to travel the route of [Fig.1], according to a particular and non-limiting embodiment of the present invention. Description of examples of achievements

[0028] A method and device for determining information representative of a travel time for a route calculated by a route planning system of an electric vehicle will now be described in what follows with joint reference to Figures 1 to 3. The same elements are identified with the same reference signs throughout the description that follows.

[0029] The terms "first," "second" (or "firsts," "seconds"), etc., are used in this document by arbitrary convention to allow for the identification and distinction of different elements (such as operations, means, etc.) implemented in the embodiments described below. Such elements may be distinct or correspond to a single element, depending on the embodiment.

[0030] According to a particular and non-limiting embodiment of the present invention, the determination of travel time information for a route calculated by a route planning system of an electric vehicle is implemented, for example, by one or more vehicle computers, for example via one or more processors. The electric vehicle is equipped with a route planning system to plan a route, including one or more stops to recharge the vehicle's traction battery. To this end, first data representing the route (for example, the starting point and destination) and second data representing characteristics of the electric vehicle (for example, the model of the electric vehicle and / or the characteristics of its traction battery) are received, for example, from an HMI (Human-Machine Interface).A set of charging stations located along the route is selected based on the first and second data points. This selection includes determining, for each charging station, an initial state of charge of the traction battery at the start of charging and a final state of charge of the traction battery at the end of charging. A dwell time at each charging station is also determined based on the initial and final states of charge. This dwell time includes the time or duration required to recharge the traction battery, which is determined based on the initial and final states of charge for each charging station. Charging time is reduced by a specified additional time when the initial state of charge exceeds a first threshold value (e.g., 20% of the total traction battery capacity) and the final state of charge falls below a second threshold value (e.g., 80% of the total traction battery capacity). Information representing travel time, such as the total journey time or the estimated time of arrival at the destination, is determined based on the charging time at each station within the network.

[0031] Fig. 1 schematically illustrates a route associated with a journey to be made with an electric vehicle 10, according to a particular and non-limiting embodiment of the present invention.

[0032] Vehicle 10 corresponds to an electric vehicle comprising one or more electric motors powered by a traction battery. Electric vehicle 10 thus corresponds, for example, to a land vehicle, such as a car, a truck, a bus, or a utility vehicle.

[0033] The vehicle 10 carries a traction battery and a BMS (Battery Management System) device or system configured to monitor the state of the traction battery and determine the electrical energy consumption of the electric vehicle 10 at any given time. Such a BMS is, for example, associated or coupled with the traction battery. Such a BMS makes it possible to obtain or measure, at a given time 't', the state or charge level via one or more of the following parameters: - the state of charge, known as SOC (from the English "State of Charge") or depth of discharge, known as DOD (from the English "Depth of Discharge"), indicating the battery's charge level; and / or - the voltage: total or of each cell of the battery; and / or - Temperature: average temperature, coolant inlet temperature, coolant outlet temperature, temperature of each battery cell; and / or - the state of health, known as SOH (from the English "State Of Health"); and / or - the current (intensity in amperes) in or out of the battery.

[0034] The vehicle 10 incorporates one or more embedded systems, each controlled by one or more computers. These computers form, for example, a multiplexed architecture for providing various services useful for the proper functioning of the vehicle and for assisting the driver and / or passengers in controlling the vehicle 10 by controlling the embedded system(s) within the vehicle 10. The computers communicate and exchange data with each other via one or more computer buses, for example, a CAN (Controller Area Network) data bus. French “Controller Network”), CAN FD (from the English “Controller Area Network Flexible Data-Rate” or in French “Controller Area Network Flexible Data-Rate”), FlexRay (according to the ISO 17458 standard), LIN (from the English “Local Interconnect Network” or in French “Local Interconnect Network”) or Ethernet (according to the ISO / IEC 802-3 standard).

[0035] The electric vehicle 10 thus carries, for example, a navigation and geolocation system, also called a GNSS (Geolocation and Navigation by a Satellite System) system, for example a GPS type system (from the English "Global Positioning System" or in French "Système de géo-positionnement par satellites") or Galileo, such a system being configured to calculate one or more routes based on the current geographical position of the electric vehicle and a destination entered via a human-machine interface (HMI) associated with the navigation system and, for example, displayed on the touch screen 12.

[0036] The electric vehicle 10 further includes a route planning system or module (for example associated with or included in the navigation system) configured to calculate a route for the electric vehicle based on a starting point and a destination, the route including one or more intermediate stops at one or more charging stations to recharge the traction battery of the electric vehicle 10 via a charging terminal at each charging station and to enable it to reach the final destination of the journey with, for example, a determined state of charge of the traction battery.

[0037] The route planning system is thus configured to optimize stops in terms of stop time over the entire route and to ensure that the traction battery remains at a sufficient state of charge throughout the route so that the electric vehicle reaches the final destination without power supply failure.

[0038] Such a route planning system, also called an electric vehicle route planner or electric vehicle route simulator, is known to those skilled in the art.

[0039] The route planning system corresponds, for example, to a system embedded in the electric vehicle and offered or developed by the electric vehicle manufacturer 10. According to one embodiment, the route planning system is implemented on a mobile communication device (for example, a smartphone or tablet), for example, in the form of a mobile application. According to yet another embodiment, the route planning system is implemented as an online service accessible from a data processing device (computer, tablet, etc.) with an internet connection, using, for example, an internet browser. The data representing the result of the route planning (for example, the identification and / or location) charging station locations) are transmitted to the navigation system (onboard the electric vehicle 10 or implemented on the mobile communication device in the form of a mobile application) to provide guidance instructions to the electric vehicle driver to follow the calculated route and stop at the selected charging stations.

[0040] According to the particular example in [Fig. 1], the route associated with the journey to be planned is between a starting point 101 and a destination 104 and includes: - a first section of route 111 between the starting point 101 and a first charging station 102 (corresponding to an intermediate stopping point to recharge the traction battery for the first time); - a second section of route 112 between the first charging station 102 (corresponding to an intermediate stopping point for the first charging of the traction battery) and a second charging station 103 (corresponding to an intermediate stopping point for the second charging of the traction battery); and - a third section of route 112 between the second charging station 103 and the final destination 104 of the route or journey.

[0041] Of course, the number of intermediate stops and associated rechargings is not limited to 2 but extends to any number greater than or equal to 1.

[0042] A process for determining information representative of a travel time for a route calculated by a route planning system of an electric vehicle 10 is advantageously implemented by one or more processors, for example by one or more processors of the computer controlling the route planning system when the latter corresponds to an on-board system of the electric vehicle 10 or by one or more processors of a data processing device of the computer type or mobile communication device when the route planning system is implemented by such a data processing device.

[0043] In a first operation of the process, first data representing the journey and second data representing characteristics of the electric vehicle 10 are received.

[0044] These first and second data are for example received from a human-machine interface (HMI), for example an HMI displayed on a screen of the electric vehicle 10 or a screen of the data processing device, depending on the implementation mode.

[0045] These first and second data are for example provided by the person planning the journey, for example the driver of the electric vehicle 10.

[0046] According to one embodiment, the second data are obtained from the electric vehicle 10, for example from an on-board memory in the electric vehicle 10 to which the cal- The cultivator implementing the process has access.

[0047] The initial data includes, for example, one or more of the following data, in any possible combination: - representative data for a starting point of route 101 and a destination of route 104, this data corresponding, for example, to longitude / latitude coordinates (e.g., GPS coordinates), address data, destination name (e.g., the name of a point of interest such as a cultural site, a shop referenced in map data used by the navigation system and / or the route planning system); the representative data for starting point 101 corresponds, for example, to the current position of the electric vehicle 10 and is automatically retrieved from the navigation system; and / or - representative data of the traction battery's state of charge at the starting point of journey 101, with the person planning the journey indicating the state (or level) of charge of the traction battery at the start of the journey; and - data representative of a target state of charge of the traction battery at destination 104 of the journey, the person planning the journey indicating what state (or level) of charge they want the traction battery to be at when the electric vehicle 10 arrives at destination 104.

[0048] According to one embodiment, the first data further include one or more of the following data; - representative speed data corresponding, for example, to a maximum speed not to be exceeded on the calculated route, a target average speed on the route; and / or - meteorological data representative of the weather conditions along the route, this data being, for example, received from a server providing such data or this data being entered by the person planning the route; and / or - representative data of instructions on the use of air conditioning in the electric vehicle during the journey (for example the desired set temperature, the activation of air conditioning in the passenger compartment), this data being entered by the person planning the journey.

[0049] The second set of data includes, for example, one or more of the following data, in any possible combination: - representative data of an electric vehicle model 10; - representative data of the characteristics of the traction battery of the electric vehicle 10, for example the total capacity of the traction battery, the maximum permissible charging power, etc.; - representative data of the total weight of the electric vehicle when loaded 10, the person planning the journey indicating, for example, the number of passengers during the route and / or the presence of a trailer and the weight transported in the trailer.

[0050] The representative data of the model or type of the electric vehicle 10 make it possible, for example, to know the characteristics of the traction battery.

[0051] In a second operation of the process, a set of charging stations along the route is selected to recharge the traction battery of the electric vehicle 10, the selection being based on the first and second data received in the first operation.

[0052] The planning system analyzes the first data relating to the journey, for example the starting point 101 and the destination 104, and the second data relating to the vehicle (for example the model of the electric vehicle 10 and / or the technical characteristics of the traction battery) to determine at which charging station(s) 102, 103 the electric vehicle 10 should stop to recharge the traction battery, at least partially. The charging station(s) 102, 103 are selected in such a way as to optimize the journey time, for example so that the total journey time is as short as possible.

[0053] To this end, the planning system determines for each charging station an initial state of charge of the traction battery at the start of charging by each charging station and a final state of charge of the traction battery at the end of charging by the charging station.

[0054] The time required to recharge a traction battery depends on its initial and final state of charge, with the relationship between time and state of charge not being linear over the entire range of the state of charge. For example, the charging rate is high or at its maximum between a minimum state of charge (e.g., 5, 10, 15, or 20% of the total traction battery capacity) and a maximum state of charge (e.g., 75, 80, or 85% of the total traction battery capacity). The charging rate from the maximum state of charge until the traction battery is fully recharged is then much lower.To optimize journey time, it is sometimes more advantageous to make more stops at charging stations 102, 103 with partial charging of the traction battery (for example up to 50, 60, 70 or 08% of the total capacity of the traction battery) than to make fewer stops with full charging of the traction battery.

[0055] The selection of the charging stations 102, 103 thus includes the determination, for each charging station in the set of charging stations, of an initial state of charge of the traction battery at the start of charging by each charging station and a final state of charge of the traction battery at the end of charging by the charging station.

[0056] The selection of charging stations 102, 103 is also dependent on the location (geographic coordinates) of each of the charging stations, in particular the distance 111 along the route between the starting point 101 and the first charging station 102, the distance 112 along the route between the first charging station 102 and the second charging station 103 (i.e. the next charging station in relation to the first charging station 102) and the distance 113 along the route between the second charging station 102 and the final destination 104, according to the particular example of [Fig.1].The number of charging stations (and therefore stops to recharge the traction battery of the electric vehicle 10) is not limited to 2 charging stations but extends to any number (e.g. 1, 3, 5, 7, 10 or more), depending on various parameters such as the total distance to be travelled by the electric vehicle, the state of charge of the battery at the starting point 101, the desired target state of charge of the battery at the final destination 104, the speed of the electric vehicle along the route, etc.

[0057] According to a particular embodiment, the set of charging stations is further selected based on: - third representative location data for all charging stations; and / or - fourth representative data on the availability of all charging stations; and / or - fifth representative data of charging power of the entire set of charging stations.

[0058] According to one variant, the selection of charging stations 102, 103 is further dependent on one or more of the following parameters: - the total distance of the journey or the associated calculated route; - the state of charge of the traction battery at the starting point 101; - the desired target state of charge of the traction battery at the final destination 104; - a floor state of charge corresponding to a minimum state of charge value above which the state of charge of the traction battery must always remain throughout the journey, this floor state of charge being for example equal to 3, 5, 10 or 12% of the total capacity of the traction battery; - the speed of the electric vehicle (for example the maximum set speed, the maximum authorized speed on the different sections of the route); - the topology of the route, for example the different slopes associated with the sections of the route; - weather conditions; - activation of on-board systems of the electric vehicle (air conditioning, infotainment system, wifi® communication module, etc.); - the charging power available at each charging station; - the availability of charging stations 102, 103 on the scheduled date of the journey; - etc.

[0059] In a third operation of the process, the route planning system (i.e. the computer in charge of this system) determines a stopping time at each charging station as a function of the initial state of charge and the final state of charge for each charging station, the stopping time comprising a charging time as a function of the initial state of charge and the final state of charge for each charging station and an additional time determined when the initial state of charge is greater than a first threshold value and the final state of charge is less than a second threshold value.

[0060] The charging time is calculated for each charging station 102, 103 as a function of the initial state of charge in which the traction battery will be when the vehicle 10 arrives at the charging station in question and the final state of charge in which the traction battery will be at the end of charging, as determined in the second operation.

[0061] The charging time is, for example, determined by considering the average available power of each charging station 102, 103 and the characteristics of the traction battery (obtained from the second set of data). According to one variant, the planning system knows the actual power of each charging station 102, 103 and uses this parameter to determine the charging time.

[0062] The additional time determined is added to the charging time when the initial state of charge is greater than a first threshold value and the final state of charge is less than a second threshold value to obtain the stopping time at each charging station 102, 103.

[0063] The first threshold value is equal to 20% of a total charge capacity of the traction battery, the second threshold value is equal to 80% of the total charge capacity of the traction battery and the additional time determined is equal to 5 minutes.

[0064] According to other examples, the first threshold value is equal to 15, 25 or 30% of the total capacity of the traction battery, the second threshold value is equal to 70, 75, 85 or 90% of the total capacity of the traction battery and the additional time determined is equal to 3, 7 or 10 minutes.

[0065] The additional time determined allows for taking into account the time required to stop at the charging station including the selected charging terminal, to plug the electric vehicle 10 into the charging terminal, to unplug the electric vehicle 10 once charging has been completed, possibly to pay the amount due for charging and to leave and reach the traffic lane.

[0066] Additional time is added to the charging time only when charging is carried out for a range of state-of-charge values ​​whose lower limit is known. greater than or equal to the first threshold value, and the upper limit is less than or equal to the second threshold value. Indeed, outside the interval defined by the first and second threshold values, the charging speed of the traction battery is much slower and the charging time is much longer, the additional time determined then becoming negligible over the entire journey.

[0067] In a fourth operation of the process, the information representing the travel time is determined as a function of the stopping time at each charging station 102, 103 of the set of charging stations.

[0068] This information corresponds, for example, to the total estimated duration of the journey, that is to say the total time required for the electric vehicle to travel the route calculated from the starting point 101 to the final destination 104 including the stopping times at the charging stations 102, 103.

[0069] According to one variant, the information is also a function of the travel time of the route by the electric vehicle 10, the route being formed of the route portions 111, 112 and 113 according to the example of [Fig.1].

[0070] The total duration, denoted 'At', is thus obtained by the following equation:

[0071] At = Tm + TA102 + Tn2 + TA103 + Tm

[0072] With Tm the estimated time to travel the portion of route 111 between the starting point 101 and the first charging station 102, TA102 the stopping time at the first charging station 102, Tn2 the estimated time to travel the portion of route 112 between the first charging station 102 and the second charging station 103, TA103 the stopping time at the second charging station 103 and Tn3 the estimated time to travel the portion of route 113 between the second charging station 103 and the final destination 104.

[0073] According to another example, this information corresponds to an estimated time of arrival at the end of the journey, called ETA (from the English "Estimated Time of Arrival"). According to this example, the ETA is obtained by adding At to the scheduled departure time or the actual departure time (at the starting point 101) of the electric vehicle 10.

[0074] In one particular embodiment, the process further includes the transmission of representative data of the information determined in the fourth operation to the navigation system, for example via one or more data buses. According to this particular embodiment, representative data of the route calculated by the route planning system are also transmitted to the navigation system. This data includes, for example, representative location data of the starting point 101, the destination 104, and each of the selected charging stations 102, 103.

[0075] According to this particular embodiment, guidance instructions are provided (for example displayed on a screen) under the control of the navigation system to guide the driver of the electric vehicle 10 along the calculated route to the destination 104.

[0076] Figure 2 schematically illustrates a device 2 configured to determine information representative of a travel time for a route calculated by a route planning system of an electric vehicle, for example, the electric vehicle 10, according to specific and non-limiting embodiments of the present invention. The device 2 corresponds, for example, to a device embedded in the electric vehicle 10, for example, a computer. According to another example, the device 2 corresponds to a data processing device.

[0077] Device 2 is, for example, configured to carry out the operations described opposite [Fig. 1] and / or the steps of the process described opposite [Fig. 3]. Examples of such a device 2 include, but are not limited to, embedded electronic equipment such as a vehicle's on-board computer, an electronic control unit such as an ECU (Electronic Control Unit), a smartphone, a tablet, or a laptop computer. The elements of device 2, individually or in combination, can be integrated into a single integrated circuit, into several integrated circuits, and / or into discrete components. Device 2 can be implemented in the form of electronic circuits or software (or computer) modules, or a combination of electronic circuits and software modules.

[0078] The device 2 comprises one (or more) processor(s) 20 configured to execute instructions for carrying out the steps of the process and / or for executing instructions from the software embedded in the device 2. The processor 20 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. The device 2 further comprises at least one memory 21, corresponding, for example, to volatile and / or non-volatile memory, and / or includes a memory storage device that may include volatile and / or non-volatile memory, such as EEPROM, ROM, PROM, RAM, DRAM, SRAM, flash, magnetic disk, or optical disk.

[0079] The computer code of the embedded software(s) including the instructions to be loaded and executed by the processor is for example stored on memory 21.

[0080] According to various specific and non-limiting embodiments, the device 2 is coupled in communication with other similar devices or systems and / or with communication devices, for example a TCU (Telematic Control Unit), for example via a communication bus or through dedicated input / output ports.

[0081] According to a particular and non-limiting embodiment, the device 2 comprises a block 22 of interface elements for communicating with external devices. The interface elements of the block 22 comprise one or more of the following interfaces: - radio frequency RF interface, for example of the Wi-Fi® type (according to IEEE 802.11), for example in the 2.4 or 5 GHz frequency bands, or of the Bluetooth® type (according to IEEE 802.15.1), in the 2.4 GHz frequency band, or of the Sigfox type using UBN (Ultra Narrow Band) radio technology, or LoRa in the 868 MHz frequency band, LTE (Long-Term Evolution), LTE-Advanced; - USB interface (from the English "Universal Serial Bus" or "Universal Serial Bus" in French); - HDMI interface (from the English "High Definition Multimedia Interface", or "High Definition Multimedia Interface" in French); - LIN interface (from the English "Local Interconnect Network", or in French "Réseau interconnecté local").

[0082] According to another particular and non-limiting embodiment, the device 2 includes a communication interface 23 which allows communication to be established with other devices (such as other computers in the embedded system) via a communication channel 230. The communication interface 23 corresponds, for example, to a transmitter configured to transmit and receive information and / or data via the communication channel 230. The communication interface 23 corresponds, for example, to a wired network of the CAN (Controller Area Network) type, CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (standardized by ISO 17458) or Ethernet (standardized by ISO / IEC 802-3).

[0083] According to a particular and non-limiting embodiment, the device 2 can provide output signals to one or more external devices, such as a display screen 240, touch or not, one or more speakers 250 and / or other peripherals 260 (projection system) via output interfaces 24, 25 and 26 respectively. According to a variant, one or more of the external devices is integrated into the device 2.

[0084] Figure 3 illustrates a flowchart of the different steps in a process for determining information representative of a travel time for a route calculated by a route planning system for an electric vehicle, for example the electric vehicle 10, according to a particular embodiment and not limiting of the present invention. The method is for example implemented by a device embedded in the electric vehicle 10 or by the device 2 of [Fig.2].

[0085] In a first step 31, first data representing the journey and second data representing the characteristics of the electric vehicle are received.

[0086] In a second step 32, a set of charging stations is selected along the route to charge a traction battery of the electric vehicle according to the first and second data, the selection including a determination, for each charging station in the set of charging stations, of an initial state of charge of the traction battery at the start of charging by each charging station and a final state of charge of the traction battery at the end of charging by the charging station.

[0087] In a third step 33, a stopping time at each charging station is determined as a function of the initial state of charge and the final state of charge for each charging station, the stopping time comprising a charging time as a function of the initial state of charge and the final state of charge for each charging station and an additional time determined when the initial state of charge is greater than a first threshold value and the final state of charge is less than a second threshold value.

[0088] In a fourth step 34, the information is determined as a function of the stopping time at each charging station of the set of charging stations.

[0089] According to one variant, the variants and examples of the operations described in relation to [Fig.1] apply to the steps of the process in [Fig.3].

Claims

Demands

1. Method for determining information representative of a travel time for a route calculated by a route planning system of an electric vehicle (10), said method being implemented by at least one processor and comprising the following steps: - receiving (31) first data representative of the route and second data representative of characteristics of said electric vehicle (10);- selection (32) of a set of charging stations (102, 103) along said route to charge a traction battery of said electric vehicle (10) according to said first and second data, said selection including a determination, for each charging station of said set of charging stations (102, 103), of an initial state of charge of said traction battery at the start of charging by said each charging station and of a final state of charge of said traction battery at the end of charging by said charging station;- determination (33) of a downtime at each charging station as a function of said initial state of charge and said final state of charge for each charging station, said downtime comprising a charging time as a function of said initial state of charge and said final state of charge for said each charging station and an additional time determined when said initial state of charge is greater than a first threshold value and said final state of charge is less than a second threshold value; - determination (34) of said information as a function of said downtime at each charging station of said set of charging stations (102, 103).

2. A method according to claim 1, wherein said first threshold value is equal to 20% of a total charging capacity of said traction battery, said second threshold value is equal to 80% of said total charging capacity of said traction battery and said additional time determined is equal to 5 minutes.

3. A method according to claim 1 or 2, wherein said first data belong to a first data set comprising: - data representing a starting point (101) of said journey and a destination (104) of said journey; - data representing a state of charge of said battery of traction at the starting point (101) of said journey; and - data representative of a target state of charge of said traction battery at said destination (104) of said journey.

4. A method according to any one of claims 1 to 3, wherein said second data belong to a second data set comprising: - data representative of a model of said electric vehicle (10); - data representative of characteristics of said traction battery of said electric vehicle (10); - data representative of a total weight when loaded of said electric vehicle (10).

5. A method according to any one of claims 1 to 4, wherein said set of charging stations (102, 103) is further selected based on: - third representative location data of said set of charging stations (102, 103); and / or - fourth representative availability data of said set of charging stations (102, 103); and / or - fifth representative charging power data of said set of charging stations (102, 103).

6. A method according to any one of claims 1 to 5, wherein said information is further a function of a travel time of said route by said electric vehicle (10).

7. A method according to any one of claims 1 to 6, wherein said information corresponds to an estimated time of arrival at the end of the journey.

8. Computer program comprising instructions for carrying out the method according to any one of claims 1 to 7, when such instructions are executed by at least one processor.

9. Device (2) for determining information representative of a travel time for a route calculated by a route planning system of an electric vehicle, said device (2) comprising a memory (21) associated with at least one processor (20) configured for the implementation of the steps of the method according to any one of claims 1 to 7.

10. Electric vehicle (10) comprising device (2) according to claim 9.

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