EP1135276A1 - Systeme de commande en couple d'une motorisation hybride parallele - Google Patents

Systeme de commande en couple d'une motorisation hybride parallele

Info

Publication number
EP1135276A1
EP1135276A1 EP00966240A EP00966240A EP1135276A1 EP 1135276 A1 EP1135276 A1 EP 1135276A1 EP 00966240 A EP00966240 A EP 00966240A EP 00966240 A EP00966240 A EP 00966240A EP 1135276 A1 EP1135276 A1 EP 1135276A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
determining
torque
powertrain
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00966240A
Other languages
German (de)
French (fr)
Inventor
Dominique Vacher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP1135276A1 publication Critical patent/EP1135276A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a torque control system for a parallel hybrid motorization for a motor vehicle.
  • It relates, more particularly, to a torque control system of the thermal and electric motors constituting the parallel hybrid motorization and in particular of a terno-starter motor.
  • Parallel hybrids are powertrains in which a heat engine, an electric machine powered by a storage battery and a mechanical transmission are coupled by means of a device making it possible to link them in rotation with one another.
  • the electric machine being capable of operating either as a motor or as a current generator.
  • This type of motorization has the advantage of being able to use both types of thermal and electric propulsion alternately or simultaneously. The transition from one operating configuration to another is ensured by control means which provide all the control and power management functions.
  • the al terno-starter is a particular parallel hybrid, which includes an electric motor managed electronically, interposed between the engine and the gearbox replacing the starter, the alternator and the traditional flywheel.
  • This type of hybrid also includes two batteries, a service battery dedicated to supplying the on-board network, especially during taxiing, and a power battery. mainly dedicated to the supply of energy for the electric machine.
  • the invention aims to remedy this drawback, and in particular to provide a torque control system for a vehicle equipped with a powertrain of the type mentioned above which has a scalable architecture.
  • the invention has for ob and a torque control system of a parallel hybrid powertrain for a motor vehicle, in which the hybrid powertrain comprises an electric machine and a thermal machine linked together in rotation to a chain of mechanical traction adapted to allow the two machines to supply alternatively or simultaneously motive power to the wheels of the vehicle, characterized in that it comprises: means for determining the state of the vehicle; means for managing the operating modes of the hybrid powertrain suitable for receiving as input part of the Boolean information or not from the state determination means of the vehicle ; means for assisting the dynamic performance of the vehicle, adapted to receive as input the other part of Boolean information or not from the means for determining the state of the vehicle; means for managing the electric power available for the vehicle; means for determining the state of the powertrain; means for permanently determining the total engine torque (Cm) to be supplied to the wheels of the vehicle adapted to receive as input Boolean or non-Boolean information from the management and assistance means and that from the means for determining the state of the powertrain
  • the system comprises a man / machine interface adapted to receive as input the Boolean information coming from the means for determining the state of the powertrain and to provide in output in particular visual information to the driver in order to allow him to choose an operating mode for the powertrain.
  • the system comprises means for cooling the powertrain, such as a fan, adapted to receive at input at least part of the Boolean information or not from the means for determining the state of the powertrain.
  • the electric machine consists of an alternator and a starter.
  • the essential advantage of such a system is that it presents a scalable architecture. Indeed, it is easily possible to modify any means in accordance with the invention independently of each other, in the event of a change of the electric machine of the powertrain or of at least one battery, in the event of a change of the thermal machine of the powertrain and / or the desired hybridization rate (Cth / Ce) or in the event of a change in the conditions desired by the driver to restart the powertrain when stopped.
  • Such a system also advantageously makes it possible to present a modular architecture. Indeed, it is possible to install it on a vehicle equipped with a powertrain only equipped with a thermal machine.
  • Each of the two electric 1 and thermal 2 machines are linked respectively to a torque control system 5, according to the present invention, in order to regulate the torque of each of them according to the life situations of the motor vehicle.
  • the torque control system of the electric 1 and thermal 2 machines consists mainly of a torque management block 6 linked to the starting and stopping of the engine or thermal machine 2, a block for managing the autonomy of electrical energy 7, a block for determining the life situation of the vehicle 8, a block for determining the life situation of the assembly formed by the 'organ al terno-starter and its central control or supervisor 9, and a torque determination block 10 receiving as input the information from the different other blocks in order to respectively control the torque Ce of the electric machine 1 and the torque Ct of the thermal machine 2.
  • system 5 may also include a man / machine interface 11 which is connected to the central supervisor of the vehicle, not shown, in order to warn the driver and the other organs of the vehicle about the state of the system al terno- and allow the driver to choose the operating mode of the terno-starter system, a torque management block 12 linked to assistance with dynamic services, and a cooling management block 13 receiving as input the temperature information T of the electric machine and water from the heat engine .
  • a man / machine interface 11 which is connected to the central supervisor of the vehicle, not shown, in order to warn the driver and the other organs of the vehicle about the state of the system al terno- and allow the driver to choose the operating mode of the terno-starter system
  • torque management block 12 linked to assistance with dynamic services
  • a cooling management block 13 receiving as input the temperature information T of the electric machine and water from the heat engine .
  • the torque management block 6 linked to the starting and stopping of the engine analyzes the state information of the thermal engine control to develop the state of the powertrain on the one hand, the final conditions of an authorization to perform a stop or request a start on the other hand, from the information transmitted in particular by the unit for determining the life situation of the vehicle
  • This block coordinates the calculation of the torque setpoints to be carried out by the electric machine 1 and the commands to control the heat engine 2 in order to start or stop the engine.
  • the electric torque to be applied to the shaft to ensure the starting or stopping of the heat engine is calculated by a speed control on the idle setpoint.
  • This block also determines the thermal conditions, namely cold start, for the engine which contributes to the evaluation of the electrical power required.
  • the block for managing the autonomy of the electrical energy 7 which calculates the available electrical power implements the coherent actions, inter alia the control of the converters or the choice of starting by the conventional starter, so as to deliver the energy necessary to start.
  • This energy management block 7 is intended to transmit mainly to the torque determination block 10 driving the electric machine 1 and the thermal machine 2, six pieces of information respectively for estimating the generation torque desirable for optimizing the electric energy of the vehicle, the maximum achievable power in traction, estimation of the maximum admissible power in generation, authorization to stop or request a start of the engine, and the state and type of load, depending information mainly coming mainly from the power battery supplying the electric machine and incidentally, as additional energy, service batteries supplying the low voltage network.
  • the block for determining the life situation of the vehicle 8 synthesizes the information from the vehicle sensors on the one hand (driver presence sensor, neutral sensor ...) and dialogue with other bodies on the other hand , including the driver's wishes by synthesizing in particular the position of the clutch pedal, accelerator, vehicle speed, and the gear engaged to determine the authorization of a possible shutdown of the engine to the powertrain operating mode management function 6, or the identification of a case of activation of transient compensation of the thermal engine intended for the torque management function for assistance with dynamic services, such as assistance in operation. All this information, torque instructions, in generation or in engine, coming from the allocation or torque request management blocks 6, 7 and 12 for an identified organ or function defined above and states or alerts of these same functions are transmitted to the torque determination block 10.
  • the life situation determination block of the power starter system 9 transmits to the torque determination block 10, the information concerning its life situation allowing it develop the final torque setpoint distributed between the heat engine on the one hand and the electric machine on the other hand, allocating, depending on the case of life, priority to the functions of powertrain management 6, to electric autonomy 7, or dynamic services 12.
  • a man / machine interface can advantageously be integrated into the system according to the invention in order to constantly inform the driver and ' the other parts of the vehicle about life situations of the alternator-starter system and to acquire the driver's operating choices .
  • a torque management block 12 linked to assistance for dynamic services can be integrated into the system in order to calculate the torque setpoints for compensation of transients of the heat engine, regenerative braking and anti-stalling. , using in particular the information from the block for determining the life situation of the vehicle 8, as well as the torque and the speed produced by the heat engine.
  • the couple to be applied to avoid stalling the engine is the result of a calculation of the engine speed control on the idle setpoint.
  • the torque to be applied in particular in the case of a down-sizing thermal engine, is calculated by slaving the sum of the couples of the two thermal and electric machines to the torque setpoint of the driver.
  • a cooling block 13 ensures the start-up of a fan as a function of the temperature criteria of the heat engine and of the service and power batteries.
  • any block can be modified, with fixed interfaces, independently of the others in the event of a change of the electric machine, of the heat engine and possibly of the vehicle stop or request to start conditions.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention concerns a torque control system for a motor vehicle parallel hybrid engine transmission unit, characterised in that the system comprises: means (8) for determining the running condition of the vehicle; means (6) for managing the operating modes of the hybrid engine-transmission unit adapted to receive in input part of the data, boolean or not, derived from the means (8) determining the running condition of the vehicle; means (12) for boosting the dynamic performances of the vehicle adapted to receive in input the other part of the data, boolean or not, derived from the means (8) determining the running condition of the vehicle; means (7) for managing the electric power available for the vehicle; means (9) for determining the running condition of the engine-transmission unit; means (10) for continuously determining the total engine torque (Cm) to be supplied to the vehicle wheels adapted to receive in input data, boolean or not, derived from the managing and booster means (6, 7, 12) and those derived from the means (9) determining the running condition of the engine-transmission unit, by giving priority to those derived from the managing and booster means (6, 7, 12), so as to respectively control the torque (Ce) of the electric engine (1) and the torque (Ct) of the heat engine (2) according to the desired (Ce)/(Ct) ratio.

Description

Système de commande en couple d'une moto isation- hybride parallèle Torque control system for a parallel hybrid motorcycle
La présente invention concerne un système de commande en couple d'une motorisation hybride parallèle pour véhicule automobile.The present invention relates to a torque control system for a parallel hybrid motorization for a motor vehicle.
Elle se rapporte, plus particulièrement, à un système de commande en couple des moteurs thermique et électrique constituant la motorisation hybride parallèle et en particulier d'un al terno-démarreur .It relates, more particularly, to a torque control system of the thermal and electric motors constituting the parallel hybrid motorization and in particular of a terno-starter motor.
Quelques définitions sont rappelées ci- après. Les hybrides parallèles sont des groupes motopropul seurs dans lesquels un moteur thermique, une machine électrique alimentée par une batterie d'accumulateurs et une transmission mécanique sont couplés par l'intermédiaire d'un dispositif permettant de les lier en rotation les uns aux autres. La machine électrique étant susceptible de fonctionner indifféremment en moteur ou en générateur de courant. Ce type de motorisation présente l'avantage de pouvoir utiliser les deux types de propulsion thermique et électrique alternati ement ou simultanément. Le passage d'une configuration de fonctionnement à une autre est assuré par des moyens de commande qui assurent toutes les fonctions de commande et de gestion de puissance.Some definitions are recalled below. Parallel hybrids are powertrains in which a heat engine, an electric machine powered by a storage battery and a mechanical transmission are coupled by means of a device making it possible to link them in rotation with one another. The electric machine being capable of operating either as a motor or as a current generator. This type of motorization has the advantage of being able to use both types of thermal and electric propulsion alternately or simultaneously. The transition from one operating configuration to another is ensured by control means which provide all the control and power management functions.
L ' al terno-démarreur est un hybride parallèle particulier, qui comprend un moteur électrique géré électroniquement, intercalé entre le moteur et la boîte de vitesses remplaçant le démarreur, l'alternateur et le volant moteur traditionnel. Ce type d'hybride comporte en outre deux batteries, une batterie de servitude dédiée à l'alimentation du réseau de bord notamment en phase de roulage et une batterie de puissance dédiée principalement à la fourniture d'énergie pour la machine électrique.The al terno-starter is a particular parallel hybrid, which includes an electric motor managed electronically, interposed between the engine and the gearbox replacing the starter, the alternator and the traditional flywheel. This type of hybrid also includes two batteries, a service battery dedicated to supplying the on-board network, especially during taxiing, and a power battery. mainly dedicated to the supply of energy for the electric machine.
Il s'avère que dans un tel type de groupe motopropulseur, de nombreux paramètres peuvent influencer sur la demande en couple des moteurs électrique et thermique. Ces différents paramètres sont évolutifs avec les avances technologiques ou les contraintes réglementaires de sorte qu'il est nécessaire de revoir complètement le système de commande en couple lorsque celles-ci arrivent.It turns out that in such a type of powertrain, many parameters can influence the torque demand of electric and thermal engines. These different parameters are evolving with technological advances or regulatory constraints so that it is necessary to completely review the torque control system when these arrive.
L' invention a pour but de remédier à cet inconvénient, et notamment de proposer un système de commande en couple d'un véhicule équipé d'un groupe motopropulseur du type mentionné ci-dessus qui présente une architecture évolutive.The invention aims to remedy this drawback, and in particular to provide a torque control system for a vehicle equipped with a powertrain of the type mentioned above which has a scalable architecture.
A cet effet, l'invention a pour ob et un système de commande en couple d'un groupe motopropulseur hybride parallèle pour véhicule automobile, dans lequel le groupe motopropulseur hybride comprend une machine électrique et une machine thermique liées ensemble en rotation a une chaîne de traction mécanique adaptée pour permettre aux deux machines de fournir alternativement ou simultanément une puissance motrice aux roues du véhicule, caractérise en ce qu' 11 comprend : des moyens pour déterminer l'état du véhicule; des moyens pour gérer les modes de fonctionnement du groupe motopropulseur hybride adaptes pour recevoir en entrée une partie des informations booléennes ou non issues des moyens de détermination de l'état du véhicule ; des moyens pour assister les prestations dynamiques du véhicule, adaptés pour recevoir en entrée l'autre partie des informations booléennes ou non issues des moyens de détermination de l'état du véhicule; des moyens pour gérer la puissance électrique disponible pour le véhicule; des moyens pour déterminer l'état du groupe motopropulseur; des moyens pour déterminer en permanence le couple moteur total (Cm) à fournir aux roues du véhicule adaptés pour recevoir en entrée les informations booléennes ou non issues des moyens de gestion et d'assistance et celles issues des moyens de détermination de l'état du groupe motopropulseur, en donnant priorité à celles issues des moyens de gestion et d'assistance, afin de commander respectivement le couple (Ce) de la machine électrique et le couple (Ct) de la machine thermique selon le rapport (Ce)/ (Ct) désiré.To this end, the invention has for ob and a torque control system of a parallel hybrid powertrain for a motor vehicle, in which the hybrid powertrain comprises an electric machine and a thermal machine linked together in rotation to a chain of mechanical traction adapted to allow the two machines to supply alternatively or simultaneously motive power to the wheels of the vehicle, characterized in that it comprises: means for determining the state of the vehicle; means for managing the operating modes of the hybrid powertrain suitable for receiving as input part of the Boolean information or not from the state determination means of the vehicle ; means for assisting the dynamic performance of the vehicle, adapted to receive as input the other part of Boolean information or not from the means for determining the state of the vehicle; means for managing the electric power available for the vehicle; means for determining the state of the powertrain; means for permanently determining the total engine torque (Cm) to be supplied to the wheels of the vehicle adapted to receive as input Boolean or non-Boolean information from the management and assistance means and that from the means for determining the state of the powertrain, giving priority to those from the management and assistance means, in order to respectively control the torque (Ce) of the electric machine and the torque (Ct) of the thermal machine according to the ratio (Ce) / (Ct ) longed for.
Par « puissance motrice », il faut comprendre dans le cadre de l'invention le produit du couple moteur par le régime moteur fourni alternativement ou simultanément par la machine thermique et électrique.By “driving power”, it is necessary to understand within the framework of the invention the product of the engine torque by the engine speed supplied alternately or simultaneously by the thermal and electric machine.
De même par « des moyens de détermination de l'état du véhicule » , il faut comprendre des moyens permettant d'analyser les informations booléennes ou non fournies par les capteurs implantés sur le véhicule. Par exemple, les informations fournies seront la vitesse du véhicule, le régime du moteur thermique, le rapport de vitesses engagé. Par « moyens d'assistance aux prestations dynamiques », il faut comprendre des moyens de calcul permettant d'améliorer l'utilisation du frein moteur (groupe motopropulseur), d'amélirorer 1 ' anti-calage , la compensation dynamique de montée en couple du moteur thermique .Likewise, by "means for determining the state of the vehicle", it is necessary to understand means making it possible to analyze the Boolean information or not provided by the sensors installed on the vehicle. For example, the information provided will be the vehicle speed, the engine speed, the gear ratio engaged. By "assistance means for dynamic services", it is necessary to understand calculation means making it possible to improve the use of the engine brake (powertrain), to improve anti-stalling, the dynamic compensation for the torque increase. thermal motor .
Par « moyens pour gérer les modes de fonctionnement du groupe motopropulseur », il faut comprendre des moyens permettant de mettre ou non en fonctionnement la machine thermique et/ou électrique et d'élaborer le couple (Cm) à transmettre aux roues du véhicule lors d'un redémarrage du véhicule en circulation, communément appelé « stop and start ».By “means for managing the modes of operation of the powertrain”, it is necessary to understand means making it possible to put into operation or not the thermal and / or electric machine and to develop the torque (Cm) to be transmitted to the wheels of the vehicle during 'a restart of the vehicle in circulation, commonly called' stop and start '.
Avantageusement, le système selon l'invention comporte une interface homme/machine adaptée pour recevoir en entrée les informations booléennes issues des moyens de détermination de l'état du groupe motopropulseur et pour fournir en sortie notamment des informations visuelles au conducteur afin de lui permettre de choisir un mode de fonctionnement du groupe motopropulseur . Selon une caractéristique avantageuse de l'invention, le système comporte des moyens pour refroidir le groupe motopropulseur, tel qu'un ventilateur, adaptés pour recevoir en entrée au moins une partie des informations booléennes ou non issues des moyens de détermination de l'état du groupe motopropulseur.Advantageously, the system according to the invention comprises a man / machine interface adapted to receive as input the Boolean information coming from the means for determining the state of the powertrain and to provide in output in particular visual information to the driver in order to allow him to choose an operating mode for the powertrain. According to an advantageous characteristic of the invention, the system comprises means for cooling the powertrain, such as a fan, adapted to receive at input at least part of the Boolean information or not from the means for determining the state of the powertrain.
De préférence, la machine électrique est constituée d'un alternateur et d'un démarreur.Preferably, the electric machine consists of an alternator and a starter.
Un tel système a pour avantage essentiel de présenter une architecture évolutive. En effet, il est possible aisément de modifier n'importe quels moyens conformes à l'invention indépendamment les uns des autres, en cas de changement de la machine électrique du groupe motopropulseur ou d'au moins une batterie, en cas de changement de la machine thermique du groupe motopropulseur et/ou du taux d'hybridation désiré (Cth/Ce) ou bien en cas de changement des conditions souhaitées par le conducteur pour rédémarrer le groupe motopropulseur à l'arrêt.The essential advantage of such a system is that it presents a scalable architecture. Indeed, it is easily possible to modify any means in accordance with the invention independently of each other, in the event of a change of the electric machine of the powertrain or of at least one battery, in the event of a change of the thermal machine of the powertrain and / or the desired hybridization rate (Cth / Ce) or in the event of a change in the conditions desired by the driver to restart the powertrain when stopped.
Un tel système permet également avantageusement de présenter une architecture modulaire. En effet, il est possible de l'implanter sur un véhicule équipé d'un groupe motopropulseur uniquement équipé d'une machine thermique .Such a system also advantageously makes it possible to present a modular architecture. Indeed, it is possible to install it on a vehicle equipped with a powertrain only equipped with a thermal machine.
Enfin, il permet d'obtenir une grande économie d'énergie car il autorise un sous- dimensionnement du moteur thermique et/ou un allongement des rapports de pont appelés « down- sizmg » en gardant voire en améliorant les prestations dynamiques d'un moteur de puissance supérieure ou d'une chaîne de traction clas s î que .Finally, it makes it possible to obtain a great saving of energy because it allows an undersizing of the heat engine and / or an elongation of the axle ratios called “down-sizmg” while keeping or even improving the dynamic performances of an engine. of higher power or of a conventional powertrain.
Les caractéristiques de l'invention mentionnées ci-dessus, ainsi que d'autres, apparaîtront plus clairement a la lecture de la description qui va suivre et à l'examen du dessin annexé dans lequel la figure unique représente un schéma synoptique illustrant un exemple de réalisation d'un système de commande en couple d'un al t erno-démarreur selon la présente invention. On peut reconnaître sur cette figure unique, une machine électrique 1 et une machine thermique 2, toutes les deux liées en rotation à une chaîne de traction mécanique 3 qui permet aux deux machines de fournir sélectivement une puissance motrice aux roues 4 du véhicule.The characteristics of the invention mentioned above, as well as others, will appear more clearly on reading the description which follows and on examining the appended drawing in which the single figure represents a block diagram illustrating an example of realization of a torque control system of an al erno starter according to the present invention. We can recognize in this single figure, an electric machine 1 and a thermal machine 2, both linked in rotation to a mechanical traction chain 3 which allows the two machines to selectively supply motive power to the wheels 4 of the vehicle.
Chacune des deux machines électrique 1 et thermique 2 sont liées respectivement à un système de commande en couple 5, selon la présente invention, afin de réguler le couple de chacune d'elles en fonction des situations de vie du véhicule automobile.Each of the two electric 1 and thermal 2 machines are linked respectively to a torque control system 5, according to the present invention, in order to regulate the torque of each of them according to the life situations of the motor vehicle.
Avantageusement, le système de commande en couple des machines électrique 1 et thermique 2, selon l'invention, est constitue, principalement, d'un bloc de gestion 6 de couple lié au démarrage et à l'arrêt du moteur ou machine thermique 2, d'un bloc de gestion de l'autonomie de l'énergie électrique 7, d'un bloc de détermination de la situation de vie du véhicule 8, d'un bloc de détermination de la situation de vie de l'ensemble formé par l'organe al terno-demar r eur et de son contrôle central ou superviseur 9, et d'un bloc de détermination de couple 10 recevant en entrée les informations des différents autres blocs afin de commander respectivement le couple Ce de la machine électrique 1 et le couple Ct de la machine thermique 2.Advantageously, the torque control system of the electric 1 and thermal 2 machines, according to the invention, consists mainly of a torque management block 6 linked to the starting and stopping of the engine or thermal machine 2, a block for managing the autonomy of electrical energy 7, a block for determining the life situation of the vehicle 8, a block for determining the life situation of the assembly formed by the 'organ al terno-starter and its central control or supervisor 9, and a torque determination block 10 receiving as input the information from the different other blocks in order to respectively control the torque Ce of the electric machine 1 and the torque Ct of the thermal machine 2.
Par ailleurs, le système 5 peut comporter, également, une interface homme/machine 11 qui est reliée au superviseur central du véhicule, non représente, afin d'avertir le conducteur et les autres organes du véhicule sur l'état du système al terno-demarreur , et de permettre au conducteur de choisir le mode de fonctionnement du système al terno-démarreur , un bloc de gestion de couple 12 lié à l'assistance aux prestations dynamiques, et un bloc de gestion du refroidissement 13 recevant en entrée les informations de températures T de la machine électrique et d'eau du moteur thermique.Furthermore, the system 5 may also include a man / machine interface 11 which is connected to the central supervisor of the vehicle, not shown, in order to warn the driver and the other organs of the vehicle about the state of the system al terno- and allow the driver to choose the operating mode of the terno-starter system, a torque management block 12 linked to assistance with dynamic services, and a cooling management block 13 receiving as input the temperature information T of the electric machine and water from the heat engine .
On va décrire successivement la fonction de chacun des blocs constituant le système de commande en couple selon l'invention.We will successively describe the function of each of the blocks constituting the torque control system according to the invention.
Le bloc de gestion 6 de couple lié au démarrage et à l'arrêt du moteur analyse les informations d'état du contrôle moteur thermique pour élaborer l'état du groupe motopropulseur d'une part, les conditions finales d'une autorisation d'effectuer un arrêt ou de demander un démarrage d'autre part, à partir des informations transmises notamment par le bloc de détermination de la situation de vie du véhiculeThe torque management block 6 linked to the starting and stopping of the engine analyzes the state information of the thermal engine control to develop the state of the powertrain on the one hand, the final conditions of an authorization to perform a stop or request a start on the other hand, from the information transmitted in particular by the unit for determining the life situation of the vehicle
8. Ce bloc coordonne le calcul des consignes de couple à réaliser par la machine électrique 1 et les commandes au contrôle du moteur thermique 2 pour réaliser un démarrage ou un arrêt moteur. Le couple électrique à appliquer sur l'arbre pour assurer le démarrage ou l'arrêt du moteur thermique est calculé par un asservissement du régime sur la consigne de ralenti. Ce bloc détermine également les conditions thermiques, à savoir démarrage à froid, pour le moteur qui contribue à l'évaluation de la puissance électrique nécessaire. Le bloc de gestion de l'autonomie de l'énergie électrique 7 qui calcule la puissance électrique disponible met en oeuvre les actions cohérentes, entre autres le pilotage des convertisseurs ou le choix de démarrage par le démarreur classique, de manière à délivrer l'énergie nécessaire au démarrage. Ce bloc de gestion 7 de l'énergie est destiné à transmettre principalement au bloc de détermination du couple 10 pilotant la machine électrique 1 et la machine thermique 2, six informations respectivement d'estimation du couple de génération souhaitable pour optimiser l'énergie électrique du véhicule, de la puissance maximale réalisable en traction, d'estimation de la puissance maximale admissible en génération, d'autorisation d'effectuer un arrêt ou de demander un démarrage du moteur thermique, et l'état et de type de charge, en fonction d'informations issues en majeure partie principalement la batterie de puissance alimentant la machine électrique et accessoirement , comme complément d'énergie, des batteries de servitude alimentant le réseau basse tension.8. This block coordinates the calculation of the torque setpoints to be carried out by the electric machine 1 and the commands to control the heat engine 2 in order to start or stop the engine. The electric torque to be applied to the shaft to ensure the starting or stopping of the heat engine is calculated by a speed control on the idle setpoint. This block also determines the thermal conditions, namely cold start, for the engine which contributes to the evaluation of the electrical power required. The block for managing the autonomy of the electrical energy 7 which calculates the available electrical power implements the coherent actions, inter alia the control of the converters or the choice of starting by the conventional starter, so as to deliver the energy necessary to start. This energy management block 7 is intended to transmit mainly to the torque determination block 10 driving the electric machine 1 and the thermal machine 2, six pieces of information respectively for estimating the generation torque desirable for optimizing the electric energy of the vehicle, the maximum achievable power in traction, estimation of the maximum admissible power in generation, authorization to stop or request a start of the engine, and the state and type of load, depending information mainly coming mainly from the power battery supplying the electric machine and incidentally, as additional energy, service batteries supplying the low voltage network.
Le bloc de détermination de la situation de vie du véhicule 8 synthétise les informations issues des capteurs véhicule d'une part (capteur de présence du conducteur, capteur de point mort...) et du dialogue avec d'autres organes d'autre part, y compris les volontés du conducteur en synthétisant notamment la position de la pédale d'embrayage, d'accélérateur, de vitesse du véhicule, et du rapport engagé afin de déterminer l'autorisation d'une coupure éventuelle du moteur thermique à destination de la fonction de gestion des modes de fonctionnement du groupe motopropulseur 6, ou l'identification d'un cas d'activation de compensation des transitoires du moteur thermique à destination de la fonction de gestion de couple d'assistance aux prestations dynamiques, comme l'aide en manœuvre. Toutes ces informations, consignes de couple, en génération ou en moteur, issues des blocs de gestion d'allocation ou de demande de couple 6, 7 et 12 pour un organe ou une fonction identifiée définis ci-dessus et états ou alertes de ces mêmes fonctions sont transmises au bloc de détermination du couple 10. D'autre part, le bloc de détermination de situation de vie du système al t erno-demarreur 9 transmet au bloc de détermination du couple 10, les informations concernant sa situation de vie lui permettant d'élaborer la consigne finale de couple répartie entre le moteur thermique d'une part et la machine électrique d'autre part, allouant, selon le cas de vie, la priorité aux fonctions de gestion du groupe motopropulseur 6, à l'autonomie électrique 7, ou aux prestations dynamiques 12.The block for determining the life situation of the vehicle 8 synthesizes the information from the vehicle sensors on the one hand (driver presence sensor, neutral sensor ...) and dialogue with other bodies on the other hand , including the driver's wishes by synthesizing in particular the position of the clutch pedal, accelerator, vehicle speed, and the gear engaged to determine the authorization of a possible shutdown of the engine to the powertrain operating mode management function 6, or the identification of a case of activation of transient compensation of the thermal engine intended for the torque management function for assistance with dynamic services, such as assistance in operation. All this information, torque instructions, in generation or in engine, coming from the allocation or torque request management blocks 6, 7 and 12 for an identified organ or function defined above and states or alerts of these same functions are transmitted to the torque determination block 10. On the other hand, the life situation determination block of the power starter system 9 transmits to the torque determination block 10, the information concerning its life situation allowing it develop the final torque setpoint distributed between the heat engine on the one hand and the electric machine on the other hand, allocating, depending on the case of life, priority to the functions of powertrain management 6, to electric autonomy 7, or dynamic services 12.
Une interface homme/machine peut avantageusement être intégrée au système selon l'invention afin d'informer en permanence le conducteur et 'les autres organes du véhicule sur des situations de vie du système alterno- demarreur et d'acquérir les choix de fonctionnement du conducteur.A man / machine interface can advantageously be integrated into the system according to the invention in order to constantly inform the driver and ' the other parts of the vehicle about life situations of the alternator-starter system and to acquire the driver's operating choices .
De même, de manière avantageuse, un bloc de gestion de couple 12 lie a l'assistance aux prestations dynamiques, peut être intègre au système afin de calculer les consignes de couples de compensation des transitoires du moteur thermique, de freinage recuperatif et d' anticalage , en utilisant notamment les informations du bloc de détermination de la situation de vie du véhicule 8, ainsi que le couple et le régime réalise par le moteur thermique. Selon cette variante, le couple électrique à appliquer pour éviter le calage moteur est issu d'un calcul d'asservissement du régime moteur sur la consigne de ralenti. Le couple à appliquer, notamment dans le cas d'un down-sizing moteur thermique, est , quant à lui, calculé par un asservissement de la somme des couples des deux machines _ thermique et électrique à la consigne de couple du conducteur .Likewise, advantageously, a torque management block 12 linked to assistance for dynamic services, can be integrated into the system in order to calculate the torque setpoints for compensation of transients of the heat engine, regenerative braking and anti-stalling. , using in particular the information from the block for determining the life situation of the vehicle 8, as well as the torque and the speed produced by the heat engine. According to this variant, the couple to be applied to avoid stalling the engine is the result of a calculation of the engine speed control on the idle setpoint. The torque to be applied, in particular in the case of a down-sizing thermal engine, is calculated by slaving the sum of the couples of the two thermal and electric machines to the torque setpoint of the driver.
Avantageusement, un bloc de refroidissement 13 assure la mise en route d'un ventilateur en fonction des critères de température du moteur thermique et des batteries de servitude et de puissance .Advantageously, a cooling block 13 ensures the start-up of a fan as a function of the temperature criteria of the heat engine and of the service and power batteries.
On conçoit alors qu'un tel système soit évolutif car une fonction de demande de couple (de traction ou de génération) peut facilement être ajoutée. De même, n'importe quel bloc peut être modifié, à interfaces figées, indépendamment des autres en cas de changement de la machine électrique, du moteur thermique et éventuellement des conditions véhicule d'arrêt ou de demande de démarrage.It is therefore understandable that such a system is scalable because a torque demand function (traction or generation) can easily be added. Likewise, any block can be modified, with fixed interfaces, independently of the others in the event of a change of the electric machine, of the heat engine and possibly of the vehicle stop or request to start conditions.
De plus, l'organisation du système décrit ci- dessus permet de s'adapter quel que soit le nombre de batteries de puissance.In addition, the organization of the system described above makes it possible to adapt regardless of the number of power batteries.
Il va de soi bien entendu que différents modes de réalisation d'un tel système peuvent être envisagés. It goes without saying of course that different embodiments of such a system can be envisaged.

Claims

R E V E N D I C A T I O N S
1. Système de commande en couple d'un groupe motopropulseur hybride parallèle pour véhicule automobile, dans lequel le groupe motopropulseur hybride comprend une machine électrique (1) et une machine thermique (2) liées ensemble en rotation à une chaîne de traction mécanique (3) adaptée pour permettre aux deux machines de fournir alternativement ou simultanément une puissance motrice aux roues (4) du véhicule, caractérisé en ce qu'il comprend : des moyens (8) pour déterminer l'état du véhicule ; des moyens (6) pour gérer les modes de fonctionnement du groupe motopropulseur hybride adaptés pour recevoir en entrée une partie des informations booléennes ou non issues des moyens (8) de détermination de l'état du véhicule ; des moyens (12) pour assister les prestations dynamiques du véhicule adaptés pour recevoir en entrée l'autre partie des informations booléennes ou non issues des moyens (8) de détermination de l'état du véhicule; des moyens (7) pour gérer la puissance électrique disponible pour le véhicule; des moyens (9) pour déterminer l'état du groupe motopropulseur; des moyens (10) pour déterminer en permanence le couple moteur total (Cm) à fournir aux roues du véhicule adaptés pour recevoir en entrée les informations booléennes ou non issues des moyens de gestion et d'assistance (6, 7, 12) et celles issues des moyens (9) de détermination de l'état du groupe motopropulseur, en donnant priorité à celles issues des moyens de gestion et d'assistance (6,7,12), afin de commander respectivement le couple (Ce) de la machine électrique (1) et le couple (Ct) de la machine thermique (2) selon le rapport (Ce)/ (Ct) désiré.1. Torque control system for a parallel hybrid powertrain for a motor vehicle, in which the hybrid powertrain comprises an electric machine (1) and a thermal machine (2) linked together in rotation to a mechanical traction chain (3 ) adapted to allow the two machines to supply alternatively or simultaneously motive power to the wheels (4) of the vehicle, characterized in that it comprises: means (8) for determining the state of the vehicle; means (6) for managing the operating modes of the hybrid powertrain adapted to receive as input part of the Boolean information or not from the means (8) for determining the state of the vehicle; means (12) for assisting the dynamic performance of the vehicle adapted to receive as input the other part of Boolean information or not from the means (8) for determining the state of the vehicle; means (7) for managing the electric power available for the vehicle; means (9) for determining the state of the powertrain; means (10) for permanently determining the total engine torque (Cm) to be supplied to the wheels of the vehicle suitable for receiving input as Boolean or not from the management and assistance means (6, 7, 12) and those from the means (9) for determining the state of the powertrain, giving priority to those from the management and assistance means (6 , 7,12), in order to respectively control the torque (Ce) of the electric machine (1) and the torque (Ct) of the thermal machine (2) according to the desired ratio (Ce) / (Ct).
2. Système selon la revendication 1, caractérisé en ce qu'il comporte une interface homme/machine (11) adaptée pour recevoir en entrée les informations booléennes ou non issues des" moyens (9) de détermination de l'état du groupe motopropulseur et pour fournir notamment en sortie des informations visuelles au conducteur afin de lui permettre de choisir un mode de fonctionnement du groupe motopropulseur.2. System according to claim 1, characterized in that it comprises a man / machine interface (11) adapted to receive as input the boolean information or not from the "means (9) for determining the state of the powertrain and to provide in particular visual information to the driver at the output in order to allow him to choose an operating mode of the powertrain.
3. Système selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comporte des moyens (13) pour refroidir le groupe motopropulseur (1,2), tel qu'un ventilateur, adaptés pour recevoir en entrée au moins une partie des informations booléennes issues des moyens (9) de détermination de l'état du groupe motopropulseur.3. System according to any one of the preceding claims, characterized in that it comprises means (13) for cooling the powertrain (1,2), such as a fan, adapted to receive at input at least a part Boolean information from the means (9) for determining the state of the powertrain.
4. Système selon l'une quelconque des revendications précédentes, caractérisé en ce que la machine électrique (2) est constituée d'un alternateur et d'un démarreur. 4. System according to any one of the preceding claims, characterized in that the electric machine (2) consists of an alternator and a starter.
EP00966240A 1999-10-01 2000-09-29 Systeme de commande en couple d'une motorisation hybride parallele Withdrawn EP1135276A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9912300A FR2799159B1 (en) 1999-10-01 1999-10-01 TORQUE CONTROL SYSTEM FOR PARALLEL HYBRID MOTOR VEHICLE
FR9912300 1999-10-01
PCT/FR2000/002709 WO2001025046A1 (en) 1999-10-01 2000-09-29 Torque control system of parallel hybrid powering

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DE102007019156A1 (en) * 2007-04-20 2008-10-23 Deutz Ag Hybrid powertrain

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GB9410389D0 (en) * 1994-05-24 1994-07-13 Rover Group Control of a vehicle powertrain
US5463294A (en) * 1994-06-10 1995-10-31 Westinghouse Electric Corp. Control mechanism for electric vehicle
JP2790779B2 (en) * 1994-08-22 1998-08-27 本田技研工業株式会社 Power generation control device for hybrid vehicle
JP3534271B2 (en) * 1995-04-20 2004-06-07 株式会社エクォス・リサーチ Hybrid vehicle
JP3412352B2 (en) * 1995-08-15 2003-06-03 アイシン・エィ・ダブリュ株式会社 Control device for vehicle drive unit

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See references of WO0125046A1 *

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FR2799159A1 (en) 2001-04-06
FR2799159B1 (en) 2002-03-08
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WO2001025046A8 (en) 2002-05-30
JP2003511995A (en) 2003-03-25

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