Method and device for route planning for a group of electric vehicles traveling in convoy mode

Abstract

The present invention relates to a method and device for route planning for a convoy of electric vehicles (10, 11, 12). For this purpose, for each electric vehicle, the following data are received: first, representing the total charging capacity of a traction battery; second, representing the state of charge of the traction battery at the start of the journey; and third, representing the capacity of a charger. A reference electric vehicle (12) is selected based on the total journey distance and the first and second data points; the reference electric vehicle (12) is the one requiring the most charging. Charging stops (202, 203, 204) are determined for all electric vehicles (10, 11, 12) based on the total distance and the first, second, and third data points of the reference vehicle (12). (See Figure 2 for abbreviations.)

Description

Title of the invention: Method and device for route planning for a group of electric vehicles traveling in convoy mode. Technical field

[0001] The invention relates to methods and devices for route planning for a group of electric vehicles traveling in convoy, including but not limited to a group of motor vehicles. The invention specifically relates to a method and device for route planning that includes one or more stops at charging stations for recharging the traction batteries of at least some of the electric vehicles. The invention also relates to a method and device for assisting the driving 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 considered to calculate the route in addition to the classic route calculation criteria of the starting and ending points of the journey. 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 sections), the geographical location of the various charging stations, and criteria relating to the state of charge of the traction battery that must be maintained.

[0004] In parallel, new driving methods have emerged in recent years, particularly within the framework of the development of autonomous or semi-autonomous vehicles. For example, the method known as platooning (also called road convoy or vehicle train) was developed to allow a group of vehicles to travel in convoy mode (i.e., grouped in platoons), thereby reducing road congestion and improving vehicle safety. The operation of a group of electric vehicles with different characteristics, for example in terms of range or on-board charger capacity, in convoy mode This leads to certain problems related to the management of the stops necessary to recharge the traction batteries of these electric vehicles operating in convoy mode. 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] An object of the present invention is, for example, to guarantee that each electric vehicle in a group of electric vehicles travelling in convoy mode will be able to complete the planned journey.

[0007] According to a first aspect, the present invention relates to a method for planning a route for a set of electric vehicles traveling in convoy mode, each electric vehicle in the set of electric vehicles being configured for wireless data communication, the method being implemented by at least one processor and comprising the following steps: - receipt of initial data representing the total charging capacity of a traction battery for each electric vehicle in the set of electric vehicles, second data representing the state of charge of the traction battery at the start of the journey, and third data representing the charging capacity of an on-board charger for each electric vehicle; - selection of a reference electric vehicle from the set of electric vehicles based on a total journey distance, the first data and the second data, the reference electric vehicle corresponding to the electric vehicle from the set of electric vehicles requiring the most traction battery recharges to cover the total distance; - determination, for the set of electric vehicles, of fourth data representing the journey as a function of the total distance and of the first, second and third data associated with the reference vehicle, the fourth data including information representative of each stop of a set of stops at a charging station.

[0008] Taking into account the characteristics of the most demanding electric vehicle in terms of charging requirements within the convoy of electric vehicles when determining the necessary stops to recharge the traction batteries ensures that all electric vehicles in the convoy can complete the journey and reach their destination without any interruption in their electrical power supply. The stops thus determined for the most demanding electric vehicle are common to all electric vehicles, with stops planned for each individual electric vehicle in the convoy.

[0009] According to one variant, the information includes: - initial information representing the location of each stop; - a second piece of information representing the duration of each stop.

[0010] According to another variant, the method further includes a step of determining fifth data representing instructions for recharging the traction battery of each electric vehicle associated with each stop of the set of stops at a charging station as a function of the total distance, the fourth data and the first, second and third data associated with each electric vehicle.

[0011] According to yet another variant, the instructions include: - a first instruction corresponding to an instruction to recharge the traction battery or an instruction not to recharge the traction battery at each stop; - a second instruction for the duration of the traction battery recharge when the first instruction corresponds to the instruction for recharging the traction battery.

[0012] According to an additional variant, the instructions further include a third instruction representing a selected charging station in the charging station and a time slot for charging the traction battery via the selected charging station.

[0013] According to yet another variant, the process further comprises the following steps: - identification of a master electric vehicle in the set of electric vehicles, the reception, selection and determination steps being implemented by the master electric vehicle, the reception of the first, second and third data by the master electric vehicle from each other electric vehicle in the set of electric vehicles being according to a wireless vehicle-to-vehicle communication mode, known as V2V; - transmission of the fourth and fifth data by the master electric vehicle to each other electric vehicle in the set of electric vehicles according to the V2V communication mode.

[0014] According to an additional variant, the fourth data further include information representative of an arrival time at the destination of the journey.

[0015] According to a second aspect, the present invention relates to a route planning device for a set of electric vehicles traveling in convoy mode, 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.

[0016] 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.

[0017] According to a fourth aspect, the present invention relates to a computer program that includes instructions adapted for executing the steps of the method according to the first aspect of the present invention, in particular when the computer program is executed by at least one processor.

[0018] Such a computer program may use any programming language, and be in the form of source code, object code, or an intermediate code between source code and object code, such as in a partially compiled form, or in any other desirable form.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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

[0023] 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 4, in which:

[0024] [Fig.1] schematically illustrates a set of electric vehicles traveling in convoy mode, according to a particular embodiment of the present invention;

[0025] [Fig.2] schematically illustrates a route for the set of electric vehicles of [Fig.1], according to a particular embodiment of the present invention;

[0026] [Fig.3] illustrates a device configured to plan a route for the set of electric vehicles traveling in convoy mode of the [Fig.1], according to a particular and non-limiting embodiment of the present invention.

[0027] [Fig.4] illustrates a flowchart of the different stages of a route planning process for a set of electric vehicles traveling in convoy mode the [Fig.1], according to a particular and non-limiting example of the present invention. Description of examples of achievements

[0028] A method and device for planning a route for a set of electric vehicles travelling in convoy mode will now be described in what follows with joint reference to Figures 1 to 4. 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, route planning for a group of electric vehicles traveling in convoy mode is implemented, for example, by one or more computers of an electric vehicle in the group, referred to as the master electric vehicle, for example via one or more processors of this or these computers. According to another embodiment, route planning is implemented by one or more processors of a remote device, for example, a cloud server connected via communication to the group of electric vehicles. Route planning is implemented, for example, by a route planning system to plan a route corresponding to the journey, including one or more stops to recharge the traction batteries of at least some of the electric vehicles.

[0031] To this end, initial data representing the total charging capacity of a traction battery for each electric vehicle in the fleet of electric vehicles are received. This initial data is received along with second data representing the state of charge of the traction battery of each electric vehicle at the start of the journey, and third data representing the charging capacity of an on-board charger for each electric vehicle.

[0032] An electric vehicle, referred to as the reference electric vehicle, is selected from among the electric vehicles traveling in convoy mode based on the total journey distance, the first set of data, and the second set of data. The selected reference electric vehicle corresponds to the electric vehicle in the set of electric vehicles requiring the most traction battery recharges to cover the total journey distance.

[0033] Fourth representative data points of the journey are determined for the set of electric vehicles as a function of the total distance and the first, second and third data points associated with the reference vehicle. These fourth data points include representative information for each stop within a set of stops at a charging station required to recharge the traction battery of the reference electric vehicle so that it can complete the entire journey using the electrical energy stored in its traction battery. The set of stops applies to each electric vehicle within the set of electric vehicles, with or without traction battery recharging depending on the electric vehicle.

[0034] Fig. 1 schematically illustrates a set of electric vehicles travelling in convoy mode in a road environment 1, according to a particular and non-limiting embodiment of the present invention.

[0035] Fig. 1 illustrates a set of electric vehicles 10, 11, 12 forming a platoon (from the English "platoon", also called a train of vehicles or road convoy or group of vehicles) and thus circulating in convoy mode.

[0036] Such a grouping of electric vehicles by platoon is made possible by an automated motorway system (also called smart road) which corresponds to an intelligent transport system designed to allow the circulation of vehicles, for example electric and for example driverless, on dedicated roads, these vehicles circulating for example in an autonomous driving mode without intervention from the driver.

[0037] Each vehicle 10 to 12 corresponds to an electric vehicle comprising one or more electric motors powered by a traction battery configured to operate in convoy mode within a platoon of electric vehicles. Electric vehicles 10 to 12 thus correspond, for example, to a land vehicle, such as a car, a truck, or a bus.

[0038] Electric vehicles 10 to 12 each correspond to a so-called connected vehicle, that is to say a vehicle configured to communicate data according to a wireless communication mode, for example via a wireless network infrastructure.

[0039] To this end, the electric vehicles 10 to 12 each include a communication system or interface comprising, for example, one or more communication antennas connected to a telematic control unit, known as a TCU (Telematic Control Unit), which is itself connected to one or more computers of the vehicle's on-board system. The antenna(s), the TCU, and the computer(s) 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. The computer(s) and the TCU communicate and exchange data with each other via one or more computer buses, for example, a communication bus of type CAN (Controller Area Network) data bus, CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (according to ISO 17458), or Ethernet (according to ISO / IEC 802-3).

[0040] Electric vehicles 10 to 12 (like any vehicle configured to operate in a platooning mode) communicate advantageously using a V2X communication system, for example, based on the 3GPP LTE-V or IEEE 802.1 lp standards of ITS G5.In such a V2X communication system, each vehicle carries a node (or wireless communication system / interface) to enable vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and / or vehicle-to-pedestrian (V2P) communication, with pedestrians equipped with mobile devices (e.g., a smartphone) configured to communicate with the vehicles.

[0041] The network infrastructure includes, for example, 101 communication devices, each 101 device corresponding, for example, to an antenna of an LTE 4G or 5G type cellular network or to a UBR (“Roadside Unit”), each corresponding to a node of the network, in addition to the nodes equipping the vehicles.

[0042] According to a particular embodiment, the set of nodes (i.e., the wireless communication systems or interfaces associated with the electric vehicles 10 to 12 and the antennas or UBR 101) of the network forms, for example, an ad hoc wireless network (also called a WANET (from the English "Wireless Ad Hoc Network") or a MANET (from the English "Mobile Ad Hoc Network")), corresponding to a decentralized wireless network. The ad hoc wireless network advantageously corresponds to a vehicular ad hoc network (or VANET, from the English "Vehicular Ad hoc NETwork") or to an intelligent vehicular ad hoc network (or InVANET, from the English "Intelligent Vehicular Ad hoc NETwork"), also called a "GeoNetworking" network.In such a network, two or more vehicles, each carrying a node, can communicate with each other in vehicle-to-vehicle (V2V) communication; each vehicle can communicate with the infrastructure in place in vehicle-to-infrastructure (V2I) communication; each vehicle can communicate with one or more pedestrians equipped with mobile devices (for example, a smartphone) in vehicle-to-pedestrian (V2P) communication.

[0043] The nodes corresponding to the antennas (or UBRs) 101 are advantageously connected to one or more remote servers 110 or to the "cloud" 100 (or in French "nuage") via a wired and / or wireless connection. The antennas or UBRs 101 can thus... relay office between the "cloud" 100 and its servers 110 on the one hand and the electric vehicles 10 to 12 (i.e. each connected vehicle configured to travel in a platoon).

[0044] Electric vehicles 10 to 12 are advantageously each configured to operate under the control of the driver and / or under the control of one or more ADAS systems supplied with data by the devices and sensors associated with the ADAS systems. Electric vehicles 10 to 12 thus correspond, for example, to a vehicle adapted to operate in an autonomous or semi-autonomous driving mode, that is to say, under the partial or total supervision of one or more ADAS systems on board the vehicle. Electric vehicles 10 to 12 are, for example, each configured to operate in environment 1 with an autonomy level greater than or equal to 4 according to the scale defined by the US federal agency, which has established 5 levels of autonomy ranging from 1 to 5, level 0 corresponding to a vehicle with no autonomy, whose driving is under the total supervision of the driver, and level 5 corresponding to a fully autonomous vehicle.

[0045] The 5 levels of autonomy in the classification of the federal agency responsible for road safety are: - level 0: no automation, the vehicle driver fully controls the main functions of the vehicle (engine, accelerator, steering, brakes); - level 1: driver assistance, automation is active for certain vehicle functions, the driver retaining overall control over driving the vehicle; cruise control is part of this level, as are other aids such as ABS (anti-lock braking system) or ESP (electronic stability program); - level 2: automation of combined functions, the control of at least two main functions is combined in the automation to replace the driver in certain situations; for example, adaptive cruise control combined with lane centering allows a vehicle to be classified as level 2, as does automatic parking assist; - level 3: limited autonomous driving, the driver can cede complete control of the vehicle to the automated system which will then be in charge of critical safety functions; however, autonomous driving can only take place under certain specific environmental and traffic conditions (only on highways for example); - level 4: fully autonomous driving under certain conditions, the vehicle is designed to independently perform all critical safety functions over a complete journey; the driver provides a destination or navigation instructions but is not required to be available to take back control of the vehicle; - Level 5: Completely autonomous driving without driver assistance in all circumstances.

[0046] The classification of the International Organization of Motor Vehicle Manufacturers is similar to that listed above, except that it has 6 levels, level 3 of the American classification being divided into 2 levels in that of the International Organization of Motor Vehicle Manufacturers.

[0047] Each 10 to 12 electric vehicle also carries a BMS (Battery Management System) configured to monitor the state of the traction battery and determine the vehicle's electrical energy consumption at any given time. Such a system is, for example, associated or coupled to the traction battery. Such a BMS makes it possible to obtain or measure, at a given time 't', the state of charge of 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 the battery or out of the battery.

[0048] Each electric vehicle 10 to 12 also carries 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 an on-board touch screen.

[0049] Each electric vehicle 10 to 12 also carries 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 to 12 via a charging terminal at each charging station and enable it to reach the final destination of the journey with, for example, a determined state of charge of the traction battery.

[0050] 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.

[0051] 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.

[0052] 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 to 12. 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 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. According to yet another embodiment, the route planning system is implemented by a remote server-type device such as the remote device 110.The representative data of the route planning result (e.g., the identification and / or location of charging stations) are transmitted to the navigation system (onboard the electric vehicle 10 to 12 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.

[0053] When the electric vehicles 10 to 12 travel in convoy mode, the data representing the result of the route planning are transmitted by the device that calculated or determined this data to each electric vehicle 10 to 12 to provide guidance instructions to the automated system controlling each electric vehicle 10 to 12, these electric vehicles 10 to 12 then operating in an autonomous or semi-autonomous mode, for example with an autonomy level greater than or equal to 3.

[0054] A route planning process for a group of electric vehicles traveling in convoy mode is implemented by a route planning device, that is, by one or more processors of this device. Such a route planning device is, for example, embedded in one of the electric vehicles of the group of electric vehicles, this electric vehicle being called the master electric vehicle, this device then corresponding to a computer or set of computers of the master electric vehicle. According to another example, the planning device the journey corresponds to a remote device, for example a server 110 of the "cloud" 100, to which each of the electric vehicles in the set of electric vehicles is connected by wireless communication.

[0055] When the process is implemented by the master electric device, for example the electric vehicle 10, the process includes an initial operation of identifying or selecting the master electric vehicle 10. The master electric vehicle 10 corresponds, for example, to the electric vehicle initiating platoon formation, for example by transmitting a platoon formation request via a V2X wireless communication mode, for example V2V, to the electric vehicles traveling nearby. Such a request includes, for example, data describing the planned route, for example the location of the starting point of the route and the location of the destination.The electric vehicles 11, 12 receiving the request to join the platoon respond to the master electric vehicle 10 according to the V2X communication mode by identifying themselves to the master electric vehicle 10 in order, for example, to implement a direct vehicle-to-vehicle communication mode, known as V2V, and thus form the platoon.

[0056] According to another example, the selected master electric vehicle corresponds to the electric vehicle of an already formed platoon, the selected master electric vehicle 10 corresponding for example to the electric vehicle carrying a route planning system or to the electric vehicle located at the head of the platoon.

[0057] In a first operation of the process, first data, second data and third data are received by the device implementing the process from each electric vehicle 10 to 12 forming the platoon of electric vehicles traveling in convoy mode.

[0058] When the process is implemented by the remote device 110, these first, second, and third data points are transmitted by each electric vehicle 10 to 12 in the platoon via the wireless network infrastructure connecting these electric vehicles 10 to 12 to the remote device. For example, these first, second, and third data points are automatically transmitted by each electric vehicle 10 to 12 during platoon formation at the start of the journey in convoy mode, according to a V2I (vehicle-to-infrastructure) communication mode. In another example, these first, second, and third data points are transmitted by each electric vehicle 10 to 12 in response to a request transmitted by the remote device 110 via the wireless network infrastructure, according to an I2V (infrastructure-to-vehicle) communication mode.

[0059] When the process is implemented by the master electric vehicle 10, the first, second, and third data points are transmitted by each other electric vehicle 11, 12 in the platoon to the master electric vehicle 10 according to a V2V (vehicle-to-vehicle) communication mode. These first, second and third data are for example automatically transmitted by each other electric vehicle 11,12 when the platoon is formed at the beginning of the journey to be taken in convoy mode or in response to a request transmitted by the master electric vehicle 10 transmitted in V2V communication mode.

[0060] The first, second and third data relating to the master electric vehicle 10 are received by the computer implementing the process from one or more other computers of the master electric vehicle 10 (for example the computer controlling the BMS system) and / or from a memory of the master electric vehicle 10.

[0061] The first data represents the total charging capacity of a traction battery for each electric vehicle 10 to 12 (in kWh), that is, the total amount of electrical energy that the traction battery is capable of storing when fully charged. The total charging capacity of the battery corresponds to the total theoretical capacity or the total charging capacity taking into account the aging of the traction battery, for example, determined based on the lifespan of the traction battery since it was first put into service or based on the number of charge / discharge cycles already performed. The second data represents the state of charge of the traction battery at the start of a journey (in kWh or defined as a percentage of the total charging capacity of the traction battery).The third data represents the charging capacity of a charger (in kW) on board each electric vehicle 10 to 12, such a parameter being for example stored in a memory of each electric vehicle 10 to 12 or deduced from an identifier of the type of charger on board each electric vehicle 10 to 12.

[0062] According to one embodiment, other data are received in addition to the first, second and third data, for example data representative of a driving mode of each electric vehicle 10 to 12 implemented for the journey to be made, of the average consumption of each electric vehicle 10 to 12, of a target charge level desired by each electric vehicle 10 to 12 upon arrival at the destination of the journey, etc.

[0063] In a second operation of the process, an electric vehicle, called the reference vehicle, is selected from the set of electric vehicles 10 to 12 forming the platoon according to a total distance of the journey to be covered as well as the first and second data received in the first operation.

[0064] According to one embodiment, other data are taken into account to select the reference electric vehicle such as, for example, data relating to the target charge level of the traction battery desired at the end of the journey, upon arrival at the destination.

[0065] The reference electric vehicle corresponds to the electric vehicle in the set of electric vehicles 10 to 12 requiring the most traction battery recharges to cover the total distance, i.e. the most restrictive electric vehicle in the group in terms of the number of recharges required to complete the entire journey.

[0066] The reference electric vehicle thus corresponds to the electric vehicle having the traction battery with the lowest total charging capacity and / or the electric vehicle having the lowest state of charge at the start of the journey.

[0067] According to a particular embodiment, the master electric vehicle is selected as corresponding to the reference electric vehicle.

[0068] In a third step of the process, fourth data points representing the route are determined for the set of electric vehicles 10 to 12 forming the platoon, based on the total distance of the route to be covered and the first, second, and third data points associated with the reference vehicle received in the first step. Advantageously, the fourth data points include information representing each planned stop to complete the route and reach the destination.

[0069] The information representing each planned stop includes, for example: - a first piece of information representing a location of each stop, this first piece of information corresponding, for example, to the GPS coordinates of the charging station associated with each stop; - a second piece of information representing the duration of each stop.

[0070] The stop(s) are thus planned for each electric vehicle 10 to 12, taking into account the charging constraints associated with the selected reference electric vehicle. Since the electric vehicles 10 to 12 form the platoon traveling in convoy mode, all electric vehicles in the platoon must stop at the same stops for the same duration, regardless of whether the electric vehicles 10 to 12 recharge their traction battery at each planned stop.

[0071] According to one embodiment, the fourth data point further includes information representing an arrival time at the destination of the journey. This information corresponds, for example, to an estimated time of arrival at the end of the journey, known as ETA (from the English "Estimated Time of Arrival").

[0072] The fourth data is transmitted via a wireless communication method, for example via an I2V or V2V method, to each electric vehicle 10 to 12 or 11 to 12 so that the system controlling the driving of each electric vehicle in platoon mode controls the vehicle to stop at each planned stop.

[0073] According to one embodiment, fifth data representing instructions for recharging the traction battery of each electric vehicle are determined for each stop in the set of stops as a function of the total distance of the journey, the fourth data determined previously and the first, second and third data obtained in the first operation and associated with each electric vehicle.

[0074] The fifth data includes, for example, instructions specifying for each planned stop whether the traction battery of each electric vehicle should be recharged or not, with the exception of the reference vehicle for which the traction battery should be recharged at each stop.

[0075] These instructions include, for example: - a first instruction corresponding to an instruction to recharge the traction battery or an instruction not to recharge the traction battery at each stop; and / or - a second instruction specifying the traction battery charging time when the first instruction corresponds to the traction battery charging instruction; and / or - a third instruction representing a selected charging station in the charging station (particularly when a charging station includes several charging stations) and a time slot for charging the traction battery via the selected charging station, the time slot corresponding to a time slot reserved with the selected charging station, the reservation being managed for example by the journey planning system.

[0076] Regarding the reference electric vehicle, the first instruction always corresponds to the traction battery charging instruction, only the second and third instructions being provided to the reference electric vehicle for the management of charging by the system controlling the reference electric vehicle in convoy mode.

[0077] Instructions are for example displayed on a screen on board each electric vehicle 10 to 12 of the platoon to inform the driver of the vehicle of the planned stops and the selected charging station to which the electric vehicle will have to plug in to recharge its traction battery, if necessary.

[0078] When the process is implemented by the remote device 110, the fourth and fifth data are transmitted to each electric vehicle 10 to 12 of the platoon via wireless communication, for example in I2V mode.

[0079] When the process is implemented by a device embedded in the master electric vehicle 10, the fourth and / or fifth data points are transmitted to each other electric vehicle 11, 12 in the platoon via wireless communication, by example in V2V mode. The fourth and / or fifth data relating to the master electric vehicle 10 are transmitted to the computer controlling the driving of the master electric vehicle 10 via one or more data buses.

[0080] Figure 2 schematically illustrates an example of a journey with associated stops for a set of 10 to 12 electric vehicles traveling in convoy mode, according to a particular and non-limiting embodiment of the present invention

[0081] According to the particular example of [Fig.2], electric vehicles 10 to 12 have the following characteristics: - electric vehicle 10: the total charging capacity of its traction battery is equal to 80 kWh (i.e. for example 700 km of range) and the state of charge of the traction battery at the start of the journey is equal to 80% of the total capacity; - Electric vehicle 11: the total charging capacity of its traction battery is 80 kWh (i.e., for example, 700 km of range) and the state of charge of the traction battery at the start of the journey is 75% of the total capacity; and - electric vehicle 12: the total charging capacity of its traction battery is equal to 50 kWh (i.e. for example 400 km of range) and the state of charge of the traction battery at the start of the journey is equal to 95% of the total capacity.

[0082] Electric vehicles 10 and 11 each carry, for example, an on-board charger with a charging capacity of 15 kW and electric vehicle 12 carries, for example, an on-board charger with a charging capacity of 7 kW.

[0083] The total distance of the journey to be covered is for example equal to 975 km between a starting point 201 and an arrival at destination 205.

[0084] According to the particular example of [Fig.2], the route planning is implemented by a device embedded in the master electric vehicle 10, i.e. for example by the computer controlling the route planning system embedded in the master electric vehicle 10.

[0085] The master electric vehicle 10 receives from each other electric vehicle 11, 12 forming the platoon with it the first data representing the total capacity of their traction battery, the second data representing the state of charge of their traction battery at the start of the journey, and the third data representing the charging capacity of their on-board charger. The first and second data relating to the master electric vehicle 10 are, for example, received from the BMS system of the master electric vehicle 10, and the third data relating to the master electric vehicle 10 are, for example, received from a memory of the master electric vehicle 10.

[0086] The selected reference electric vehicle corresponds to the electric vehicle 12 in this particular example, given the total capacity of its traction battery, of the state of charge of the traction battery at the start of the journey and the total distance to be covered.

[0087] Electric vehicles 10 and 11 are capable of covering the total distance of the journey with only one stop to recharge their traction battery, given the total capacity of their traction battery, the state of charge of their traction battery at the start of the journey and the total distance to be covered, whereas electric vehicle 12 requires 3 stops to recharge its traction battery, given the total capacity of its traction battery, the state of charge of the traction battery at the start of the journey and the total distance to be covered.

[0088] The most restrictive electric vehicle in terms of the number of stops to recharge its traction battery thus corresponds to the electric vehicle 12 which is therefore selected as corresponding to the reference electric vehicle of the peloton.

[0089] The master electric vehicle 10 route planning system then determines or plans the route, i.e. in particular the stops or stages for recharging the traction batteries, taking into account the total distance and the first, second and third data associated with the reference vehicle 12.

[0090] The route associated with the planned journey between the starting point 201 and the destination 204 includes: - a first section of route 211 between the starting point 201 and a first charging station 202 (corresponding to an intermediate stopping point to recharge the traction battery of the reference electric vehicle 12 for the first time); - a second section of route 212 between the first charging station 202 and a second charging station 203 (corresponding to an intermediate stopping point to recharge a second time the traction battery of the reference electric vehicle 12 and a first and only time the traction battery of the master electric vehicle 10 and the traction battery of the electric vehicle 11); - a third section of route 213 between the second charging station 203 and a third charging station 204 (corresponding to an intermediate stopping point for recharging the traction battery of the reference electric vehicle 12 a third time); and - a fourth section of route 214 between the third charging station 204 and the final destination 205 of the route or journey.

[0091] According to this example, the reference electric vehicle 12 will make 3 stops at intermediate points 202, 203, and 204 to recharge its traction battery at each stop. The other electric vehicles 10 and 11 in the group will also make each of the 3 stops but will only recharge their traction batteries at the second intermediate point 203.

[0092] The master electric vehicle 10 transmits to the other electric vehicles in the platoon 11 and 12 the fourth set of data, including information indicating the location of each intermediate stop 202, 203, 204 (for example, GPS coordinates or the distance in km between the starting point 201 and the intermediate stop) and the duration of each stop, for example, using V2V wireless communication. The master electric vehicle 10 also transmits to each other electric vehicle 11, 12 in the platoon the fifth set of data, including instructions that are particularly relevant to it, namely: - for the reference electric vehicle 12: first charging instructions indicating that the reference electric vehicle must recharge its traction battery at each intermediate stop 202, 203, 204; second instructions specifying the charging time at each intermediate stop 202, 203, 204; and optionally, third instructions indicating the identifier of a selected charging station at each intermediate stop 202, 203, 204 and the charging time slot reserved for each selected charging station; and - for electric vehicle 11: first charging instructions indicating that the reference electric vehicle must charge its traction battery at the second intermediate stop 203 only and not at the other intermediate stops 202, 204, second instructions specifying the duration of the charge at the second intermediate stop 203 and optionally third instructions indicating the identifier of a selected charging station at the second intermediate stop 203 and the charging time slot reserved for this selected charging station.

[0093] The fourth and fifth data points relating to the master electric vehicle 10 are, for example, transmitted by the control unit of the route planning system to the control unit of the master electric vehicle 10's control system when the latter is in convoy mode, i.e., in autonomous or semi-autonomous mode. The fourth and fifth data points relating to the master electric vehicle 10 represent the same information and instructions as those relating to the electric vehicle 11.

[0094] Each electric vehicle 10 to 12 of the platoon is automatically controlled to follow the planned route according to the fourth and fifth data received.

[0095] According to a particular embodiment, the master electric vehicle route planning system 10 reiterates the operations of the process described opposite [Fig. 1] at each intermediate stop (for example at the end of each intermediate stop) with, for example, the selection of a new reference electric vehicle based on the updated data received, the second data varying in particular and allowing for a reassessment of the traction battery charging requirements, These needs may change during the journey depending on the actual consumption of each electric vehicle.

[0096] According to another particular embodiment, the route planning system of the master electric vehicle 10 reiterates the operations of the process described with regard to [Fig.1] when a new electric vehicle joins the group during the journey, in particular based on the first, second and third data received from this new electric vehicle.

[0097] Figure 3 schematically illustrates a device 3 configured to plan a route for a group of electric vehicles traveling in convoy, according to specific and non-limiting embodiments of the present invention. The device 3 corresponds, for example, to a device embedded in one or more of the electric vehicles in the convoy, such as a computer. In another example, the device 3 corresponds to a remote data processing device of the server type.

[0098] Device 3 is, for example, configured to carry out the operations described opposite Figures 1 and 2 and / or the steps of the process described opposite [Fig. 4]. Examples of such a device 3 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 3, individually or in combination, can be integrated into a single integrated circuit, into several integrated circuits, and / or into discrete components. Device 3 can be implemented in the form of electronic circuits or software (or computer) modules, or a combination of electronic circuits and software modules.

[0099] The device 3 comprises one (or more) processor(s) 30 configured to execute instructions for carrying out the steps of the process and / or for executing instructions from the software embedded in the device 3. The processor 30 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. The device 3 further comprises at least one memory 31, 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.

[0100] 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 31.

[0101] According to various specific and non-limiting embodiments, the device 3 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.

[0102] According to a particular and non-limiting embodiment, the device 3 comprises a block 32 of interface elements for communicating with external devices. The interface elements of the block 32 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").

[0103] According to another particular and non-limiting embodiment, the device 3 includes a communication interface 33 which enables communication with other devices (such as other computers in the embedded system) via a communication channel 330. The communication interface 33 corresponds, for example, to a transmitter configured to transmit and receive information and / or data via the communication channel 330. The communication interface 33 corresponds, for example, to a wired network of the CAN (Controller Area Network), CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (standardized by ISO 17458) or Ethernet (standardized by ISO / IEC 802-3) type.

[0104] According to a particular and non-limiting embodiment, the device 3 can provide output signals to one or more external devices, such as a display screen 340, touch or not, one or more speakers 350 and / or other peripherals 360 (projection system) via output interfaces 34, 35 and 36 respectively. According to a variant, one or more of the external devices is integrated into the device 3.

[0105] Figure 4 illustrates a flowchart of the different steps in a route planning process for a group of electric vehicles traveling in convoy, according to a particular and non-limiting embodiment of the present invention. The process is implemented, for example, by a device onboard one of the electric vehicles in the convoy, by a remote server-type device, or by device 3 of Figure 3.

[0106] In a first step 41, first data representing a total charging capacity of a traction battery of each electric vehicle in the set of electric vehicles, second data representing a state of charge of the traction battery at the start of the journey and third data representing a charging capacity of an on-board charger of each electric vehicle are received.

[0107] In a second step 42, a reference electric vehicle is selected from the set of electric vehicles based on a total journey distance, first data and second data, the reference electric vehicle corresponding to the electric vehicle from the set of electric vehicles requiring the most traction battery recharges to cover the total distance.

[0108] In a third step 43, fourth data representing the journey are determined for the set of electric vehicles as a function of the total distance and the first, second and third data associated with the reference vehicle, the fourth data including information representative of each stop of a set of stops at a charging station.

[0109] According to one variant, the variants and examples of the operations described in relation to [Fig.1] and / or [Fig.2] apply to the steps of the process in [Fig.4].

Claims

Demands

1. Method of planning a route for a set of electric vehicles (10, 11, 12) traveling in convoy mode, each electric vehicle of said set of electric vehicles (10, 11, 12) being configured for wireless data communication, said method being implemented by at least one processor and comprising the following steps: - receiving (41) first data representing a total charging capacity of a traction battery of each electric vehicle of said set of electric vehicles (10, 11, 12), second data representing a state of charge of said traction battery at the start of the route and third data representing a charging capacity of an on-board charger of said each electric vehicle;- selection (42) of a reference electric vehicle (12) from said set of electric vehicles (10, 11, 12) based on a total distance of said journey, said first data and said second data, said reference electric vehicle (12) corresponding to the electric vehicle from said set of electric vehicles requiring the most traction battery recharges to cover said total distance; - determination (43), for said set of electric vehicles (10, 11, 12), of fourth data representing said journey based on said total distance and the first, second and third data associated with said reference vehicle (12), said fourth data comprising information representing each stop from a set of stops (202, 203, 204) at a charging station.

2. A method according to claim 1, wherein said information comprises: - a first piece of information representing a location of said each stop; - a second piece of information representing a duration of said each stop.

3. A method according to claim 1 or 2, further comprising a step of determining fifth data points representative of traction battery charging instructions for said each electric vehicle associated with each stop of said set of stops (202, 203, 204) to a charging station based on said total distance, said fourth data and said first, second and third data associated with each electric vehicle.

4. Method according to claim 3, wherein said instructions comprise: - a first instruction corresponding to an instruction to recharge the traction battery or to an instruction not to recharge the traction battery at said stop; - a second instruction for the duration of recharging said traction battery when said first instruction corresponds to the instruction to recharge the traction battery.

5. A method according to claim 4, wherein said instructions further comprise a third instruction representing a selected charging station in said charging station and a time slot for charging the traction battery via said selected charging station.

6. A method according to any one of claims 3 to 5, further comprising the following steps: - identification of a master electric vehicle (10) in said set of electric vehicles (10, 11, 12), the reception, selection and determination steps being implemented by said master electric vehicle, the reception of the first, second and third data by the master electric vehicle (10) from each other electric vehicle (11, 12) of said set of electric vehicles (10, 11, 12) being in a vehicle-to-vehicle wireless communication mode, said V2V; - transmission of the fourth and fifth data by said master electric vehicle (10) to each other electric vehicle (11, 12) of said set of electric vehicles (10, 11, 12) in the V2V communication mode.

7. A method according to any one of claims 1 to 6, wherein said fourth data further comprise information representative of an arrival time at said destination.

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. 23

9. Device (3) for planning a route for a set of electric vehicles traveling in convoy mode, said device (3) comprising a memory (31) associated with at least one processor (30) configured for carrying out the steps of the method according to any one of claims 1 to 7.

10. Electric vehicle comprising device (3) according to claim 9.

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