EP1853470A1 - Verfahren zum starten auf einem anstieg oder mit hoher last - Google Patents

Verfahren zum starten auf einem anstieg oder mit hoher last

Info

Publication number
EP1853470A1
EP1853470A1 EP06709533A EP06709533A EP1853470A1 EP 1853470 A1 EP1853470 A1 EP 1853470A1 EP 06709533 A EP06709533 A EP 06709533A EP 06709533 A EP06709533 A EP 06709533A EP 1853470 A1 EP1853470 A1 EP 1853470A1
Authority
EP
European Patent Office
Prior art keywords
torque
electric machine
heat engine
clutch
shaft
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Withdrawn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
EP06709533A
Other languages
English (en)
French (fr)
Inventor
Paulo Miranda
Stéphane RIMAUX
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 EP1853470A1 publication Critical patent/EP1853470A1/de
Withdrawn legal-status Critical Current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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • 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
    • B60L15/2054—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 by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor

Definitions

  • the present invention relates to a take-off process of uphill or high load of a vehicle.
  • the invention aims to optimize an acceleration of the vehicle during takeoff in a slope or high load, while ensuring in particular a continuity of the torque applied to the wheels.
  • the invention finds a particularly advantageous application in the field of motor vehicles, but it could also be implemented in any type of hybrid land vehicle.
  • start is used to designate the rotation of the crankshaft of the engine.
  • take-off is used to refer to the motion of the vehicle as it moves from zero speed to non-zero speed.
  • take off is also used when the vehicle is traveling at low speed and is given a significant force other than that related to its inertia. In other words, the vehicle is taken off when it is driven, other than by its inertia alone.
  • actuation is used for the electric machine when it is turned on.
  • Hybrid vehicles are known that combine the use of thermal energy and electrical energy to achieve traction. This combination of energies is carried out so as to optimize the energy efficiency of such vehicles. This optimization of fuel efficiency allows the hybrid vehicle to pollute and consume much less than vehicles that operate solely on thermal energy and whose performance is not optimized.
  • Several types of hybrid power transmission devices are known.
  • Hybrid type transmission devices comprising a heat engine and a pair of electrical machines are known first.
  • the wheel shaft, the motor shaft and the shafts of the two electrical machines are interconnected via a mechanical assembly.
  • This mechanical assembly generally consists of at least two planetary gear trains.
  • Such a transmission device is described in the French application FR-A-2832357.
  • Hybrid type transmission devices including a heat engine and a single electric machine are also known. A shaft of this heat engine and a shaft of this electric machine are connected to each other by means of a clutch.
  • Such a device is likely to operate in two different modes. In a first mode called electric mode, only the electric machine ensures the traction of the vehicle. In a second mode called hybrid mode, the electric machine and the heat engine together ensure the traction of the vehicle.
  • the power provided by the electric machine makes it possible to adjust the torque applied to the wheel shaft, while adapting the torque and the speed of the engine to an operating point where its energy consumption is optimized.
  • each member of the transmission device heat engine, clutch, electric machine and gearbox
  • a close control device which is itself controlled by a specific computer called supervisory computer.
  • This calculator can be independent or integrated into another computer, such as the engine calculator.
  • This supervision calculator executes programs for synchronizing among themselves the actions of the various organs of the transmission device. This synchronization is performed in such a way as to best respond to a desire to accelerate a driver.
  • the supervision computer which controls the various members of the device, decides on the mode of operation, coordinates the transient phases of the various components, and selects points of operation of the engine and the electric machine.
  • rolling conditions is meant vehicle parameters as well as external parameters likely to influence the driving of the vehicle.
  • the speed and acceleration of the vehicle are vehicle parameters, while the moisture content of a road or the outside temperature are external parameters.
  • FIG. 1 shows a schematic representation of a transmission device 1 according to the state of the art.
  • This transmission device 1 comprises a heat engine 2, a clutch 3, an electric machine 4, a speed variator element 5 such as a gearbox 5 or a gearbox. drive, and wheels 6 which form a pull chain.
  • the clutch 3 comprises a first disc 8 and a second disc 9 of clutch.
  • the first clutch disk 8 is connected to a shaft 10 of the heat engine 2.
  • the second clutch disk 9 is connected to a shaft 11 of the electric machine 4.
  • the shaft 11 of the electric machine 4 and a shaft 12 of the wheels 6 are respectively connected to an input 13 and an output 14 of the drive element 5.
  • the transmission device 1 is capable of operating in two different modes.
  • the shaft 12 of the wheels 6 is driven by the electric machine 4 only.
  • the clutch 3 is then opened, so that the shaft 10 of the heat engine 2 and the shaft 11 of the electric machine 4 are not coupled to each other.
  • the electric machine 4 generally behaves as a motor.
  • the machine 4 draws energy from a storage system 18, such as a battery, particularly via an inverter 19.
  • the battery 18 delivers a DC voltage signal.
  • the inverter 19 thus transforms the DC voltage signal observable between the terminals 20 and 21 of the battery, into AC voltage signals which are applied to phases 22-24 of the electric machine 4.
  • the shaft 12 of the wheels 6 is driven by the heat engine 2 and the electric machine 4.
  • the clutch 3 is then closed, so that the shaft 10 of the heat engine 2 and the shaft 12 wheels 6 are coupled together.
  • the electric machine 4 behaves as a motor or generator and transmits power to the shaft 12 of the wheels 6 in order to adjust the observable torque on the shaft 12 of the wheels 6 to the target torque.
  • the electric machine 4 transfers energy with the battery 18.
  • the electric machine 4 is includes generator. During these recovery phases, the electrical machine 4 supplies power to the battery 18.
  • the inverter 19 then transforms the AC voltage signals observable on the phases 22-24 of the electric machine 4 into a voltage signal. continuous which is applied to the terminals 20 and 21 of the battery 18.
  • the electric machine 4 is a three-phase synchronous machine. Machines of this type have the advantage of being compact and have a good performance.
  • the transmission device 1 comprises a flywheel 25.
  • the transmission device 1 comprises a supervision computer 26.
  • This supervision computer 26 comprises a microprocessor 26.1, a program memory 26.2, a data memory 26.3, and an input / output interface 26.4 which are interconnected via a communication bus 31.
  • the data memory 26.3 includes data D1-DN corresponding in particular to the characteristics of the various organs of the transmission device 1, namely the heat engine 2, the clutch 3, the electric machine 4 and the dimmer element 5. Some of the data D1-DN correspond for example to the response times of these organs 2-5. Other data D1-DN correspond, for example, to maximum torques and minimum torques applicable to shafts associated with these members 2-5.
  • the input-output interface 26.4 receives M1-MN signals observable at the output of sensors (not shown). These sensors make it possible to detect the driving conditions of the vehicle. For example, acceleration and speed sensors make it possible to know respectively the acceleration and the speed of the vehicle at a given instant. A humidity sensor can detect whether the vehicle is driving on a wet road or not.
  • the interface 26.4 receives a MACC signal corresponding to a torque to the desired wheel by a driver. Indeed, when he wants to accelerate, the driver presses with his foot 30 on a pedal 29. Depending on the degree of depression of this pedal 29, the MACC signal is generated.
  • the microprocessor 26.1 executes one of the programs P1-PN which generates the operation of the transmission device 1 in a particular mode, and the adjustment of the observable torque on the shaft 12 of the wheels 6. More precisely, when the execution of one of the programs P1-PN, the microprocessor 26.1 controls the interface 26.4, so that signals OMTH, OEMB, OMEL and OBV are emitted respectively to the engine 2, the clutch 2 , the electric machine 4 and the variable speed drive element 5 to control them. In the case of an operating mode change, some of the P1-PN programs generate OMTH, OEMB, OMEL, and OBV signal transmissions to transition from one mode to another.
  • organs 2-5 of the transmission device 1 each comprise an internal control system which is not shown. These control systems make it possible to regulate the value of the observable torques on trees associated with these members 2-5.
  • the supervision computer 26 controls the various members 2-5, so as to operate the transmission device 1 in the electrical mode.
  • the torque applied to the shaft 12 of the wheels 6 is then equal overall to the observable torque on the shaft 11 of the electric machine 4, to a gear ratio.
  • the supervision computer 26 controls the various members 2-5, so as to operate the transmission device 1 in the hybrid mode.
  • the torque applied on the shaft 12 of the wheels 6 is then equal to the observable torque on the shaft 11 of the machine 4, which is then equal to the sum of the observable torque on the shaft 10 of the heat engine 2 and that of 4.
  • an acceleration is requested while the vehicle is stationary on a rising slope.
  • FIG. 2 shows the conditions for which a take-off of a vehicle 27 is considered to take place on a rising slope. More specifically, in FIG. 2, the vehicle 27 is on a road 28 which forms an angle ⁇ with a horizontal plane 29. The road 28 is inclined if the vehicle 27 therein tends to move while he had been left stationary and his hand brake had not been tightened.
  • the vehicle 27 makes takeoffs on the road 28, going up in the direction of the slope along the arrow 30.
  • the requests for acceleration are while the vehicle 27 is traveling at low speed on the road 28, for example at a speed below 15km / h.
  • take-off of a loaded vehicle on a horizontal road can also be likened to take-off on a rising slope. Indeed, there is a correlation between the mass of the vehicle and the angle ⁇ . In this correlation, the heavier the weight of the vehicle, the greater the angle ⁇ .
  • the acceleration of the vehicle 27 is always dosable, and that the vehicle 27 reaches as quickly as possible the acceleration requested by the driver. So that the acceleration is always dosable, the travel of the accelerator pedal 29 must always have an effect on the longitudinal dynamics of the vehicle 27. Thus, the depression of the pedal 29 of a given angle must always generate overall the same acceleration, regardless of the running conditions of the vehicle 27 and its mode of operation. Furthermore, the time required for the transmission device 1 to reach the requested acceleration must be acceptable, regardless of the running conditions of the vehicle 27 and its operating mode. For this time to be acceptable, the time for providing the torque of the heat engine 2 must be short and the torque of the electric machine 4 must be maintained at the best possible level.
  • FIG. 3 shows chronograms of signals observable on the various members 2-5 of the transmission device 1 according to FIG. state of the art. These signals are observable when an acceleration request is made in the upward direction of a slope, while the vehicle 27 is at a standstill or is traveling at a low speed. More precisely, FIG. 3 shows the torque signals CEMB,
  • CMEL and CMTH which respectively correspond to the observable torque on the clutch 3, on the shaft 11 of the electric machine 4, and on the shaft 10 of the heat engine 2.
  • FIG. 3 also shows the evolution over time of torque signals CCONS and CREEL respectively corresponding to the pair of setpoint to be applied on the shaft 12 of the wheels 6 and the torque actually observable on the shaft 12.
  • the target torque signal CCONS is developed from the MACC signal and M1-MN signals from the sensors.
  • the signals OEMB and OMEL are emitted by the supervision computer 26 to the clutch 3 and the electrical machine 4 to control them.
  • the OMTH and OBV signals which respectively control the heat engine 2 and the drive element 5 are not shown.
  • FIG. 3 shows on the same chronogram the evolution over time of the speed of rotation WMEL of the electric machine 4, and the speed of rotation WMTH of the heat engine 2.
  • the vehicle is at a standstill.
  • the electric machine 4 and the heat engine 2 thus have a zero rotation speed.
  • the driver makes a request for acceleration with his foot and makes the vehicle take off while he is on a slope.
  • the transmission device 1 enters a first acceleration phase.
  • the reference torque CCONS increases exponentially, in particular in correspondence with the driver acceleration request.
  • This setpoint torque CCONS increases, so that at time t1, it has already reached a value V1 which is greater than the value of the peak torque CMELMAX of the electric machine 4.
  • the torque signal CMEL of the electric machine 4 increases in a linear manner to stabilize at the nominal torque CMELNOM of this machine 4.
  • the speed of rotation WMEL of the electric machine 4 increases linearly, but, before t1, it is not sufficient to start the heat engine 2.
  • the heat engine 2 is therefore at a standstill and its shaft 10 is not coupled with the shaft 11 of the electric machine 4.
  • the heat engine 2 thus has a torque CMTH and a speed WMTH rotation null.
  • the torque CREEL measured on the shaft 12 of the wheels 6 is equal to the torque CMEL of the electric machine 4.
  • the torque CREEL measured on the shaft 12 is therefore much lower than the expected torque CCONS expected .
  • No torque is observable on the clutch 3.
  • the transmission device 1 enters into a second phase of acceleration. In this second phase, as in the first, only the electric machine 4 ensures the traction of the vehicle. This second phase is intended to start the heat engine 2.
  • the set torque CCONS always has the value V1 greater than CMELMAX.
  • the electric machine 4 has a rotation speed WMEL sufficient to participate in the start of the engine 2.
  • a first signal 31 is then issued by the supervision computer 26 to the clutch 3.
  • This signal 31 controls this clutch 3, so that this clutch 3 transmits a breakaway torque CARR to the engine 2 to make it come into rotation.
  • This breakaway torque CARR is taken from the drive train. Therefore, a second signal 32 is emitted by the computer 26, along with the signal 31, and to the electrical machine 4. This signal 32 controls the electric machine 4, so that its CMEL couple compensates the pulling torque CARR taken by the clutch 3.
  • the clutch torque signal CEMB decreases and reaches a negative value equal to the value of the tearing torque CARR.
  • the torque signal CMEL of the electric machine 4 increases by a value -CARR opposite the value of the tearing torque CARR.
  • a torque signal CMTH of the engine 2 corresponding to the starting torque of the engine 2 is then observable.
  • the heat engine 2 then has a rotation speed WMTH which increases, but which remains lower than the speed of rotation WMEL of the electric machine 4.
  • the heat engine 2 therefore still does not transmit torque to the shaft 6 of the wheels 12.
  • the torque CREEL measured on the shaft 12 is therefore always less than the expected torque CCONS expected on this shaft 12.
  • This second acceleration phase is intended to pass to the heat engine 2 its first compressions. After having passed its first compressions, the heat engine 2 operates at a WMTH regime sufficient to be autonomous.
  • the transmission device 1 enters a third acceleration phase.
  • the heat engine 2 rises, so that the clutch discs 8 and 9 can then slide relative to each other.
  • the reference torque signal CCONS always has the value V1.
  • the torque signal CMEL of the electric machine 4 decreases from a value CNOM-CARR to the torque value CMELNOM nominal of the electric machine 4.
  • the torque signal CEMB of the clutch 3 becomes zero again.
  • the transmission phase of the tearing torque CARR thus ends between t2 and t3.
  • the torque CREEL is always equal to the torque CMEL of the electric machine 4.
  • the torque CREEL therefore remains much lower than the torque CCONS setpoint.
  • the rotation speed WMEL of the shaft 11 of the electric machine 4 increases linearly.
  • the rotation speed WMTH of the shaft 10 of the heat engine 2 increases to be at time t3 greater than the speed of rotation WMEL of the electric machine 4.
  • This speed of rotation WMEL corresponds to the speed of rotation of the wheel shaft at a gear ratio near.
  • the transmission device 1 enters a fourth acceleration phase.
  • this fourth phase it firstly occurs a docking of the engine 2 and then closing the clutch 3. More precisely, first, at time t3, as soon as the rotational speed of the engine 2 becomes greater than the rotational speed of the electric machine 4, a signal 33 is emitted by the supervision computer 26 to the clutch 3. This signal 33 controls the sliding of the disks 8 and 9 of the clutch one compared to the other.
  • the heat engine 2 then transmits a portion of its torque CMTH to the shaft 12 of the wheels 6 via the clutch 3.
  • the torque signal CEMB observable on the clutch 3 then increases in a calibrated manner, while the CMEL torque signal of the electric machine 4 decreases.
  • the CREEL torque signal therefore also increases.
  • the speed of rotation WMTH of the heat engine 2 converges towards that of the electric machine 4.
  • a signal 34 is emitted to the clutch 3 by the supervision computer 26.
  • This signal 34 controls the closing of this clutch 3.
  • the speeds of rotation of the engine WMTH and the machine WMEL then become identical.
  • the torque signal CREEL reaches the setpoint torque value CCONS which is always equal to V1, globally when the clutch 3 closes.
  • the transmission device 1 enters a fifth acceleration phase. In this fifth phase, the motor members 2 and 4 of the device 1 converge to their optimal torque setpoint signal, if they have not already reached it.
  • the hatched portion 35 represents a so-called non-dosability zone for which a driver will not be able to obtain the desired acceleration.
  • the zone 35 depends on the maximum torque at which the electric machine 4 can be used and T1 time of provision of the heat engine 2.
  • the zone 35 is particularly wide because there is a large difference between the set torque CCONS and the observable pair CREEL on the shaft 12 of the wheels 6.
  • the electric machine 4 can not operate at its peak torque CMELMAX. Because the electric machine 4 must have a torque guard to compensate for the breakaway torque CARR taken by the clutch 3, regardless of its speed. In other words, the electrical machine 4 must always operate at its maximum nominal torque CMELNOM (or even sometimes at a still lower torque), so as to be able to operate at any time at a higher torque allowing it to compensate for the breakaway torque CARR.
  • the zone 35 of non-dosability is here particularly long because the duration T1 of provision of the engine 2 is long.
  • This duration T1 is long because the electric machine 4 must have a WMEL regime sufficient to participate in starting the engine 2. In fact, it is impossible to start the engine 2 when the electric machine 4 is stopped or when a report is engaged.
  • the vehicle Since the zone 35 of dosability is very important, it is difficult to implement such a method, while ensuring the safety of the driver. Indeed, with such a method, the vehicle has a very long response time, of the order of one second, compared to the moment when was made the request for acceleration of the driver. This is the reason why, in general, when the vehicle is in a slope, the engine 2 is not stopped.
  • the power transmission device 1 comprises sensors such as an accelerometer and / or an inclinometer enabling it to detect whether the vehicle is in a slope or not.
  • the vehicle may include load sensors to measure the weight of the vehicle and detect whether it is overloaded or not. The known hybrid vehicle therefore loses its interest as soon as it rolls on a slope or at high load, since in this case, the heat engine 2 which consumes a lot of energy is never stopped.
  • the invention therefore proposes to reduce the zone of non-dosability during a critical take-off of the vehicle in a rising slope or at high load, solving in particular the problem of time of provision of the engine.
  • the known architecture of the transmission device is completed by a starting system which is independent of the electric machine.
  • a starting system which is independent of the electric machine.
  • this Starting system makes it possible to separate the starting problems of the engine from those of the vehicle's power train.
  • the engine is started using the starting system as soon as the acceleration request is made.
  • the torque available on the wheel shaft is equal to the sum of the observable torque on the shaft of the heat engine and the torque observable on the shaft of the machine.
  • This starting system also allows a better exploitation of the characteristics of the clutch and the electric machine. Thus, it is no longer necessary for the electric machine to have a torque guard to compensate for the pull-out torque taken by the clutch.
  • the electric machine can operate at its maximum torque to ensure traction of the vehicle, during the time when the engine is not available.
  • the electric machine is operated at its peak torque, as long as the clutch remains open. The fact that the electric machine can operate at its peak torque makes it possible to reduce the width of the non-dosability zone significantly.
  • the new architecture thus makes it possible to avoid synchronization between the actions of the clutch and the electric machine. Indeed, in this new architecture, the problem of estimating the torque applied by the electric machine to compensate for the breakaway torque has disappeared, since the clutch is no longer directly involved in starting the engine.
  • the invention therefore relates to a method of taking off a vehicle in rising and / or heavily loaded slope, characterized in that:
  • this electric machine being connected on the one hand to a combustion engine of the vehicle by a clutch and on the other hand to a wheel shaft of the vehicle,
  • FIG. 1 (already described): a schematic representation of a power transmission device according to the state of the art
  • - Figure 2 (already described): a schematic representation of a vehicle in a rising slope
  • - Figure 3 (already described): chronograms representing the evolution in time of observable signals on members of a transmission device of the state of the art, during a takeoff on rising slope;
  • FIG. 4 a schematic representation of a power transmission device according to the invention comprising a starter system
  • FIG. 4 shows a schematic representation of a transmission device 1.1 according to the invention.
  • this transmission device 1.1 comprises a heat engine 2, a clutch 3, an electric machine 4, an element
  • the transmission device 1.1 comprises a starting system 7 connected to the heat engine 2.
  • This starting system 7 is connected to the engine 2 and drives it in rotation to start it.
  • the starter system 7 is mechanically independent of the electric machine 4. In fact, the starter system 7 starts the heat engine 2 without taking power from this traction chain. As a result, the starting of the heat engine 2 no longer has an impact on the continuity of the torque applied to the shaft 12 of the wheels 6. The starting system 7 therefore never participates in traction.
  • the heat engine 2 comprises a first pulley 15 which is hooked at one end of its shaft 10.
  • the starter system 7 comprises a second pulley 16 which is attached to one end of its shaft 31.
  • a belt 17 passes through the grooves of these two pulleys 15 and 16, so as to connect the starting system 7 to the engine 2.
  • the electrical machine 4 is always connected to a storage device 18, such as a battery.
  • the storage system 18 is an inertia machine or a super capacitor.
  • the transmission device 1 may also include the flywheel 25.
  • This flywheel 25 is connected to the shaft 10 of the engine 2, between this engine 2 and the clutch 3.
  • the transmission device 1.1 also comprises the supervision computer 26.
  • the microprocessor 26.1 controls the interface 26.4, so that, in addition to the signals OMTH, OEMB, OMEL, OBV, an ODEM signal is sent to the control system. start 7 to order it.
  • the OMTH and OMEL signals respectively control the heat engine 2 and the electric machine 4, so that the heat engine 2 is still operating at its optimum operating point where, for a given power, its consumption is minimum.
  • some of the P1-PN programs generate OMTH, OEMB, OMEL, OBV and ODEM signal transmissions for the transition from one mode to another.
  • the starter system 7 also includes an internal control system which is not shown. This control system makes it possible to regulate the value of the breakaway torque that this starting system 7 applies to the shaft 10 of the heat engine 2.
  • the clutch 3 is a dry or wet clutch.
  • FIG. 5 shows chronograms of the signals observable on the various members 2-5 of the transmission device 1.1 according to the invention. As for Figure 2, these signals are observable during a take-off on the vehicle.
  • the transmission device 1.1 enters a first acceleration phase.
  • this first phase only the electric machine 4 ensures traction of the vehicle.
  • the reference torque signal CCONS increases exponentially, so that at time t1 ⁇ it is globally equal to the peak torque CMELMAX of the electric machine 4.
  • the electrical machine 4 so that the CMEL torque signal of the electric machine 4 follows the pace of this torque signal CCONS. Indeed, unlike the electric machine 4 of the device 1, the electric machine 4 is allowed to operate at its peak torque CMELMAX, when the heat engine 2 is not available.
  • the fact that the machine 4 can operate at its peak torque CMELMAX allows the CREEL torque to be equal to the requested torque CCONS required.
  • the heat engine 2 is at a standstill and its shaft 10 is not coupled with the shaft 11 of the electric machine 4.
  • the heat engine 2 thus has a zero CMTH torque.
  • the rotation speed WMTH of the heat engine 2 is zero, while the rotation speed WMEL of the electric machine 4 increases linearly.
  • the transmission device 1.1 enters a second acceleration phase.
  • This second phase is intended to start the heat engine 2.
  • a signal 40 is sent to the starter system 7.
  • This signal 40 is transmitted less than 300 ms after the request for acceleration of the driver.
  • This signal 40 controls the starting system 7 which provides a breakaway torque to the engine 2, and drives it in rotation.
  • a torque signal CMTH corresponding to the starting torque of this heat engine 2 is then observable.
  • the shaft 10 of the engine 2 is still not coupled with the shaft 11 of the electric machine 4, the latter still ensuring only the traction of the vehicle.
  • the setpoint torque CCONS always increases exponentially, so that at time t2 ', it has already reached a value V1 greater than the value of the peak torque CMELMAX of the electric machine 4.
  • the CMEL pair of the electric machine 4 is maintained meanwhile the value of the peak torque CMELMAX of this machine 4.
  • the torque CREEL measured on the shaft 12 of the wheels 6 is slightly less than the set torque CCONS.
  • the heat engine 2 then has a speed WMTH of rotation which is lower than that of the electric machine 4.
  • the heat engine 2 passes its first compressions, 4 or 5 in one example, so as to reach a sufficient regime to be autonomous.
  • the computer 26 sends a signal to the starter system 7 so as to cut off this starting system 7, that is to stop it.
  • the transmission device 1.1 enters a third acceleration phase.
  • the heat engine 2 rises. More specifically, in this third phase, the electric machine 4 still operates at its peak torque CMELMAX, while the target torque signal CCONS always has the value V1.
  • the torque signal CREEL is identical to the CMEL torque signal.
  • the rotation speed WMTH of this heat engine 2 increases to be at time t3 'greater than the rotation speed WMEL of the electric machine 4.
  • the rotation speed WMEL of the electric machine 4 always increases linearly. No torque CEMB is observable on the clutch 3.
  • This third phase is intended to rev up the engine 2 to allow, as will be seen hereinafter, a sliding discs 8 and 9 d clutch relative to each other.
  • the transmission device 1.1 enters a fourth acceleration phase.
  • this fourth phase it first occurs a docking of the engine 2, then, in a second step, closing the clutch 3. More precisely, first, at time t3 ', a signal 41 is transmitted to the clutch 3. This signal 41, as before the signal 33, controls the sliding of the disks 8 and 9 clutch relative to each other.
  • the heat engine 2 then transmits a portion of its torque CMTH to the shaft 12 of the wheels 6 via the clutch 3.
  • the torque signal CEMB increases in a calibrated manner.
  • the CMEL torque signal of the electric machine 4 then decreases if the target torque CCONS can be reached.
  • the electric machine 4 when the clutch 3 is closed, the electric machine 4 is operated at a torque less than its peak torque CMELMAX as soon as a setpoint torque CCONS can be respected, in order not to consume energy unnecessarily. drums. In the case where the torque CCONS can not be reached, the electric machine 4 still operates at its torque CMELMAX after closing the clutch 3. Furthermore, when approaching the heat engine 2, the rotation speed WMTH of the heat engine 2 converges to that WMEL of the electric machine 4. When these two speeds are substantially equal, a signal 42 is emitted to the clutch 3 to control its closure.
  • the signal 42 is emitted when the difference between the speed of rotation WMTH of the heat engine 2 and the speed of rotation WMEL of the electric machine 4 is lower in absolute value to a value between 0 and 15% of the speed.
  • the rotation speeds of the WMTH heat engine and the WMEL electric machine then become identical.
  • the transmission device 1.1 enters a fifth acceleration phase.
  • the reference torque signal CCONS increases in a calibrated manner.
  • CCONS increases in the manner of a step.
  • the drive members 2 and 4 of the device 1.1 converge to their optimum torque setpoint, if they have not already reached it.
  • the CMTH pair of the heat engine 2 evolves in such a way that a measurement of this torque reaches a first torque reference signal.
  • the CMEL couple of the electric machine (4) evolves, so that a measurement of this torque reaches a second torque setpoint signal.
  • the clutch torque signal CEMB increases to exceed the torque CMTH signal of the engine 2.
  • the CREEL torque signal thus follows the evolution of the reference torque signal CCONS.
  • the clutch 3 when starting the heat engine 2, the clutch 3 is open and remains open for a predetermined time which extends between t ⁇ 'and t3'. This duration may be a function of the setpoint torque CCONS requested by the driver and / or the time that the engine 2 to become autonomous.
  • the clutch 3 is already closed when the engine 2 is started.
  • the starting system 7 and the electric machine 4 participate together in the transmission of the breakaway torque CARR to the engine 2.
  • the starting system 7 is connected to the heat engine 2 by means of a first reduction unit which has a lower ratio than that of a second reduction unit through which the electric machine 4 and the heat engine 2 are connected, so that the torque applied to the shaft 10 of the engine 2 by the starter system 7 is greater than the torque applied to the shaft 10 by the electric machine.
  • the start of the heat engine 2 is controlled from the instant tO.
  • the signal 40 is emitted from the instant t ⁇ '.
  • the reference torque signal CCONS has also been represented on the timing diagram of the CREEL torque signal.
  • the hatched area 43 represents the zone of non-dosability of the torque applied to the shaft 12 of the wheels 6 for the device 1.1 according to the invention. This zone 43 has a much smaller area than that of zone 35.
  • the zone 43 is much narrower in the direction of the ordinates than the zone 35 because, in the invention, the electric machine 4 is allowed to operate at its peak torque CMELMAX, as the heat engine 2 is not available . Indeed, the electric machine 4 here does not have to compensate for the breakaway torque of the heat engine 2, since this breakaway torque is applied by the starting system 7 which is independent of the electric machine 4. Consequently, during the entire climb-off period of the vehicle, the CREEL torque signal is very close to the reference torque signal CCONS requested by a driver.
  • the zone 45 is much shorter in the abscissa direction than the zone 35 because, in the invention, the torque of the heat engine 2 can very quickly be made available.
  • the time T2 of provision of the heat engine 2 with the device 1.1 is much shorter than the time T1 of provision of the heat engine 2 with the device 1. Because with the invention, it is no longer necessary wait until the electric machine 4 has reached a particular speed before starting the engine 2.
  • the actions applied on the clutch 3 by the heat engine 2 and the electric machine 4 are independently of one another. 'other.
  • An action by the electric machine 4 is that of taking off the vehicle.
  • An action by the heat engine 2 is an action by the starting system 7 which is that of starting the heat engine 2.
  • the invention can also be implemented with transmission devices 1.1 comprising clutches 3 which are not mechanical.
  • the takeoff is more robust than with a method according to the state of the art.
  • the starting system 7 can start the engine 2 with a constant torque, whatever the vehicle running conditions.
  • the vehicle can respond to Critical acceleration requests in coast or high load while the engine 2 is stopped, while ensuring the safety of the driver.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
EP06709533A 2005-03-01 2006-02-24 Verfahren zum starten auf einem anstieg oder mit hoher last Withdrawn EP1853470A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0550545A FR2882699B1 (fr) 2005-03-01 2005-03-01 Procede de decollage d'un vehicule en pente montante et ou lourdement charge
PCT/FR2006/050163 WO2006092523A1 (fr) 2005-03-01 2006-02-24 Procede de decollage en pente montante et ou lourdement charge

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EP1853470A1 true EP1853470A1 (de) 2007-11-14

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US (1) US7826940B2 (de)
EP (1) EP1853470A1 (de)
JP (1) JP2008531389A (de)
CN (1) CN101132941B (de)
BR (1) BRPI0606241A2 (de)
FR (1) FR2882699B1 (de)
WO (1) WO2006092523A1 (de)

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US7826940B2 (en) 2010-11-02
FR2882699A1 (fr) 2006-09-08
FR2882699B1 (fr) 2008-10-31
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US20080195267A1 (en) 2008-08-14
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