Method for energy management in a hybrid vehicle

• US 9,174,636 B2
• Filed: 06/25/2013
• Issued: 11/03/2015
• Est. Priority Date: 06/27/2012
• Status: Active Grant

• Current Assignee: Renault Sas (Renault)
• Original Assignee: Renault Sas (Renault)
• Inventors: Debert, Maxime, Breuille-Martin, Franck, Le-Roy, Loic
• Primary Examiner(s): Nguyen, Cuong H
• Application Number:
  US14/406,352
• Publication Number:
  US 20150149011A1
• Time in Patent Office: 861 Days
• Field of Search: 701/22, 701/102, 320/130, 320/150, 180/265, 180/65.21, 903/930, 903/903
• US Class Current: 1/1
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/14 in conjunction with braking regeneration
• CPC Class Codes: B60W 2050/001 Proportional integral [PI] controller
• CPC Class Codes: B60W 2050/0012 Feedforward or open loop systems
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2530/10 Weight
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2555/40 Altitude
• CPC Class Codes: B60W 2710/244 Charge state
• CPC Class Codes: Y10S 903/93 Conjoint control of different elements

Abstract

A method for managing energy in response to a request of a driver for torque on a power train of a hybrid vehicle including a heat engine and at least one electric motor powered by a battery, capable of recovering energy during deceleration in accordance with a management rule distributing the energy supply from the heat engine and from the electric motor in real time. The energy-management law depends on: an equivalence factor that is based on an instantaneous energy state of the battery, an energy target, and travel conditions of the vehicle; and a discharge precompensation factor that is based on energy potential that can be recovered during deceleration.

Claims

1. A method for managing energy from a propulsion unit in response to a request for torque by a driver of a hybrid vehicle including an internal combustion engine and at least one electric motor powered by a battery, able to recover energy during deceleration, following a management law distributing in real time an energy supply from the internal combustion engine and from the electric motor, wherein the energy management law depends:

on an equivalence factor which is a function of a momentary energy state of the battery, an energy target, and driving conditions of the vehicle determined in a regulation loop, able to minimize global energy consumption of the vehicle at an operating point of the propulsion unit; and

on a discharge feed-forward factor which is a function of potential energy recoverable during deceleration.

2. The method as claimed in claim 1, wherein the discharge factor is taken into account in the energy management law as soon as the potential energy recoverable during deceleration exceeds an absorption capacity of the battery.

3. The control method as claimed in claim 1, wherein the discharge factor is added to an equivalence factor in a comparator.

4. The control method as claimed in claim 3, wherein the discharge factor is added to the equivalence factor at an output from the regulation loop.

5. The control method as claimed in claim 1, wherein the recoverable energy potential is defined empirically by measuring a quantity of energy recovered in the battery during decelerations on different gradients until stoppage.

6. The control method as claimed in claim 5, wherein the recoverable energy potential is defined as a function of an estimation of a gradient of a road.

7. The control method as claimed in claim 5, wherein the recoverable energy potential is a function of mass of the vehicle.

8. The control method as claimed in claim 5, wherein the recoverable energy potential is a function of speed of the vehicle.

9. The control method as claimed in claim 1, wherein the discharge factor is cancelled when a state of charge of the battery is sufficiently low in relation to the recoverable energy potential.