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
  • 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
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • 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
  • B60K6/44—Series-parallel type
  • B60K6/445—Differential gearing distribution 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
  • 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
  • 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
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0644—Engine speed
• • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
  • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
  • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
  • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
  • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
  • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
  • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
  • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
  • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
  • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
  • F16H2037/105—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing
  • F16H2037/106—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
  • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
  • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
  • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
• • 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
  • Y02T10/72—Electric energy management in electromobility

Definitions

• the field of the present invention is the control of transmissions and more particularly the control of infinitely variable transmissions.
• Infinitely variable transmissions have found particular momentum with hybrid-powered motor vehicles.
• the infinitely variable transmissions offer the possibility of modulating or increasing the torque delivered by a main motor source by varying the pairs delivered by two secondary motor sources.
• the main driving source is an internal combustion engine, or internal combustion engine
• the secondary drive sources are generally electric machines that can operate as an electric motor or a regenerative braking system. .
• a hybrid vehicle is capable of simulating a gearbox by modulating the torque provided by the internal combustion engine while maintaining an optimum operating speed, generally a low speed to limit pollutant emissions and fuel consumption. fuel.
• the present invention relates to a control system for changing mode while driving.
• the present invention also relates to a control system for limiting the use of the internal combustion engine.
• Another object of the present invention is a control method for changing mode while driving.
• a mode change control system of an infinitely variable transmission comprising a first mode of operation with high torque at high speed and a second mode of operation with high torque at low speed, equipping a motor vehicle also equipped with at least two electric machines, at least one internal combustion engine, the infinitely variable transmission being mechanically connected to the electric machines and to the internal combustion engine, characterized in that it comprises a means for determining the rotation speed setpoint of the internal combustion engine, an adder capable of realizing the difference between the rotational speed reference of the internal combustion engine and the measurement of the rotational speed of the internal combustion engine, a means for determining the torque of the first electrical machine capable of determining a torque setpoint of the first emière electric machine according to the difference between the rotational speed reference of the internal combustion engine and the measured rotation speed of the internal combustion engine, and a compensation means able to determine a torque setpoint of the second electrical machine in function the torque setpoint of the first electric machine and the torque request of the driver.
• the control system is able to control the second electric machine so that the change of mode can be achieved while the vehicle is propelled, before and after the change of mode, under the action of at least one electric machine.
• the control system may comprise means for determining the rotational speed setpoint of the internal combustion engine capable of determining a rotational speed reference of the internal combustion engine as a function of the speed of the vehicle.
• the control system may comprise a means for determining the torque of the first electrical machine, of the Proportional Integral Derivative type, able to determine a torque setpoint of the first electrical machine as a function of the difference between the motor rotation speed reference. internal combustion engine and the measured rotational speed of the internal combustion engine.
• the control system may comprise a compensation means capable of determining a torque setpoint of the second electrical machine as a function of the torque setpoint of the first electrical machine and the torque request of the driver.
• a mode change control command of an infinitely variable transmission comprising a first mode of operation with high torque at high speed and a second mode of operation with high torque at low speed
• a mode change control command of an infinitely variable transmission comprising a first mode of operation with high torque at high speed and a second mode of operation with high torque at low speed
• the control method comprises steps in which: the speed of the vehicle traveling under the action of at least one electric machine is determined, an infinitely variable transmission mode of operation is initiated when the speed of the vehicle exceeds a speed of change of operating mode, the vehicle speed is maintained by driving the vehicle with the internal combustion engine, it acts on the couplers to change the mode, it brakes the internal combustion engine to the stop of its operation. It is possible to determine a rotational speed reference of the internal combustion engine as a function of the speed of the vehicle.
• a torque setpoint of the first electric machine can be determined by a calculation of the Proportional Integral Derivative type as a function of the difference between the rotational speed reference of the internal combustion engine and the measured rotational speed of the internal combustion engine.
• a torque setpoint of the second electric machine can be determined as a function of the torque setpoint of the first electric machine and the torque request of the driver.
• FIG. 1 illustrates the main elements included in a two-mode infinitely variable transmission
• FIG. 2 illustrates the main steps included in a mode change method
• FIG. 3 illustrates the evolution of the torque at the wheel as a function of the speed of the vehicle for each of the modes of a two-mode infinitely variable transmission
• FIG. 4 illustrates the main elements included in a mode change system.
• a hybrid powertrain for a motor vehicle comprises an internal combustion engine 1, a first electric machine 2 a, a second electric machine 2 b, an electrical storage element 3 and a transmission infinitely variable 4 comprising four epicyclic gears 6, 7, 8 and 9, a first coupler 10, a second coupler January 1, and two brakes 20 and 32.
• the first epicyclic gear train 6 is connected by its ring gear R to the internal combustion engine 1 by the link 15, by its sun gear S to the first electric machine 2a via the link 16, by its planet carrier SC to the sun gear S of the second epicyclic gear train. 8 by the link 17.
• the planet carrier SC of the second epicyclic gear train 8 is connected to the first coupler 10 via the connection 18 and to the ring gear of the third epicyclic gear train 7 via the link 27, the gear reducer 28, and the link 29.
• the first coupler 10 is connected by its other terminal to the brake 20 via the link 19.
• a link 22, connected between the first coupler 10 and the second epicyclic gear train 8, is connected to the second coupler 1 1 via of a gearbox 23 and a link 27.
• the other terminal of the second coupler January 1 is connected to the ring gear R of the second epicyclic gear train 8 via a link 24 of a gearbox 25 and a gearbox. l 26.
• the link 26 is stitched between the second epicyclic gear train 8 and the gearbox 28.
• the sun gear S of the third epicyclic gear train 7 is connected to the internal combustion engine 1 via the link 14, the gearbox 13 and the gearbox.
• the crown R of the third epicyclic gear train 7 is also connected to the planet carrier SC of the fourth epicyclic gear train 9 via the link 30.
• the ring gear R of the fourth epicyclic gear train 9 is connected to the brake 32 via the link 33, and its sun gear. S is connected to the second electric machine 2b by the link 3 1.
• the planet carrier SC of the third epicyclic gear train 7 is connected to a link 34, followed by a gearbox 35 itself connected to a gearbox 37 via a link 36, the gearbox 37 being connected to a gearbox link 38 connected to the drive wheels 53.
• the first electrical machine 2a and the second electrical machine 2b are connected to the electrical storage element 3 by the connections 3a and 3b.
• the infinitely variable transmission 4 illustrated in FIG. 1 comprises two modes of operation.
• the change of mode is therefore ensured by the first coupler 10 and the second coupler 11.
• a coupler is a mechanical element comprising two terminals. In general, when closing a coupler, the rotational speeds at its terminals must be equal.
• the first coupler 10 is connected by one of its terminals to the brake 20.
• its terminal connected to the second epicyclic gear 8 and the second coupler January 1 must have a rotational speed equal to that of the terminal connected to the brake 20.
• the rotational speeds across the first coupler 10 must be zero when of its closure.
• the second coupler January 1 is connected by one of its terminals to the second electrical machine 2b and the other terminal to the first coupler 10.
• the speeds at its terminals before to be equal, the rotational speeds of the second electrical machine 2b and a terminal of the first coupler 10 must be equal.
• the first mode of operation is performed when the first coupler 10 is closed and the second coupler 11 open.
• the second mode of operation is performed when the first coupler 10 is open and the second coupler January 1 is closed. In order to have a switching between the two modes smoothly, it is preferable to realize it with speeds at the terminals of the two couplers close to zero, which amounts to canceling the speed of the electric machine 2b.
• the couplers can be of different types.
• the main types are multi-disc couplers or jaw couplers.
• Multi-disc couplers require a hydraulic system that maintains pressure.
• Jaw couplers use a complementary form and do not require an active system to keep them in place. They make it possible to achieve a gain in energy consumption. In an energy-saving hybrid vehicle, the jaw coupler solution is therefore preferentially retained.
• the operation of the jaw couplers requires a zero torque at their terminals during an engagement or disengagement. By integrating this condition, it follows that in the case of switching between the two modes of operation, the torque of the machine 2a must be zero.
• FIG. 2 illustrates the case in which the control method is applied to a change from the first operating mode to the second operating mode.
• control method For a change of operating mode, from mode 1 to mode 2, the control method comprises the following steps.
• step 39 the vehicle speed is compared with a limit speed of passage from mode 1 to mode 2, V 1 ⁇ 2 . Once this speed has been reached or exceeded, the method continues in step 40 during which the vehicle is driven by the internal combustion engine according to a set point.
• the electrical machines simultaneously drive the engine and the vehicle.
• the drive of the vehicle is made by following a setpoint of torque to the wheel To ref.
• step 41 the couplers 10 and 11 are activated in order to activate the second mode of operation of the infinitely variable transmission.
• step 42 the internal combustion engine 1 is progressively braked while ensuring the driving of the vehicle.
• the infinitely variable transmission 4 is configured in the second mode of operation, as symbolized by the step 43 of the method.
• the control method can be applied to a mode change from the second mode of operation to the first mode of operation, considering in particular the limit speed of passage from mode 2 to mode 1, V2 ⁇ i.
• Figure 3 shows the evolution of the torque at the wheel as a function of the vehicle speed for each of the two modes of operation of the infinitely variable transmission.
• the first mode makes it possible to obtain a decreasing torque T l and canceling at the speed V l.
• the second mode makes it possible to obtain a torque T2, smaller than T l, decreasing, and having a cutoff at the speed V2, greater than V l.
• a lower torque is available at a lower speed than the pair in the second mode.
• the second mode makes it possible to obtain a torque where the first mode is no longer able to provide a torque to the wheel.
• the values V 2 ⁇ i and Vi ⁇ 2 show the limiting speeds from which a mode change can be advantageous.
• the control method can be generalized to control the change between several modes of operation of an infinitely variable transmission.
• a means 44 for determining the speed of rotation of the internal combustion engine is connected at the input by a connection 55 to the sensors 54 and at the output to the positive input of an adder 47 via a connection 45.
• the adder 47 is connected by a connection 46 to the sensors 54 by a negative input and at the output, by a connection 48, to a means 49 for determining the torque of the first electrical machine.
• a compensation means 52 is connected at input to the sensors 54 via a connection 51 and to the means 49 for determining the torque of the first electrical machine via a connection 50.
• the compensation means 52 is connected at the output to the second electrical machine 2b by a connection 53.
• the determination means 44 of the rotational speed reference of the internal combustion engine 1 receives a value of the vehicle speed of the sensors 54.
• the determination means 44 generates an output value Wice_ref of the engine speed reference. internal combustion 1.
• the means 49 for determining the torque of the first electric machine 2a determines, by a derivative integral proportional type method, a torque setpoint value Te 1 of the first electric machine 2a as a function of the difference between the reference value Wice ref and the Wice measurement of the rotational speed of the internal combustion engine from the sensors 54.
• the compensation means 52 determines a target torque value Te2 of the second electrical machine as a function of the torque setpoint value Te 1 of the first electrical machine and the torque request value To ref received from the sensors 54. This setpoint Te2 is then transmitted to the second electrical machine 2b.
• the system and the control method make it possible to change the mode of an infinitely variable transmission comprising at least two modes of operation and equipping a hybrid vehicle.
• This mode change is made while the vehicle is moving under the action of its powertrain, especially only under the action of electric machines.
• the control system and method enables said mode change to be made without slowing down the vehicle and maintaining a degree of control over the speed of the vehicle.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)
• Control Of Transmission Device (AREA)

Applications Claiming Priority (2)

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• 2008
  • 2008-05-05 FR FR0852975A patent/FR2930749B1/fr not_active Expired - Fee Related
• 2009
  • 2009-05-04 JP JP2011507971A patent/JP2011519780A/ja not_active Withdrawn
  • 2009-05-04 WO PCT/FR2009/050815 patent/WO2009141553A1/fr active Application Filing
  • 2009-05-04 US US12/936,487 patent/US20110125355A1/en not_active Abandoned
  • 2009-05-04 EP EP09750034A patent/EP2274189A1/fr not_active Withdrawn

Non-Patent Citations (1)

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