EP2509813A1 - Procédé de commande du fonctionnement d'un véhicule automobile hybride et véhicule adapté à ce procédé - Google Patents

Procédé de commande du fonctionnement d'un véhicule automobile hybride et véhicule adapté à ce procédé

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Publication number
EP2509813A1
EP2509813A1 EP09806037A EP09806037A EP2509813A1 EP 2509813 A1 EP2509813 A1 EP 2509813A1 EP 09806037 A EP09806037 A EP 09806037A EP 09806037 A EP09806037 A EP 09806037A EP 2509813 A1 EP2509813 A1 EP 2509813A1
Authority
EP
European Patent Office
Prior art keywords
electrical energy
vehicle
internal combustion
combustion engine
forecast
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Withdrawn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
EP09806037A
Other languages
German (de)
English (en)
Inventor
Philippe Le Brusq
Michael Millet
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.)
Renault Trucks SAS
Original Assignee
Renault Trucks SAS
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 Renault Trucks SAS filed Critical Renault Trucks SAS
Publication of EP2509813A1 publication Critical patent/EP2509813A1/fr
Withdrawn legal-status Critical Current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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/30—Auxiliary equipments
    • B60W2510/305—Power absorbed by auxiliaries
    • 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

Definitions

  • This invention concerns a method for controlling operation of a hybrid automotive vehicle equipped with an internal combustion engine, an electric machine and an electronic control unit, each of the internal combustion engine and the electric machine being adapted to deliver torque to a driveline of the vehicle.
  • the invention also concerns a hybrid automotive vehicle adapted to perform such a method.
  • auxiliary equipments On hybrid vehicles, electrically powered auxiliary equipments are fed by an electric machine or by a battery set. If several auxiliary equipments are activated at the same time, the electrical needs of those equipments can reach a peak, in terms of instant power, or in terms of energy, or both. If the peak of electrical need is high in a period when the internal combustion engine is shut down, a restart of this engine may be needed in order to generate enough extra electrical energy to operate the auxiliary equipments. A restart of the internal combustion engine provokes fuel over-consumption.
  • the simultaneous use of electrically driven power take-off and air conditioning systems can provoke a peak of electrical need and, as a consequence, a restart of the internal combustion engine.
  • each auxiliary equipment estimates its future electrical consumption, and the electronic control unit is adapted to allocate available power between the equipments when a lack of power is forecast.
  • This solution does not allow the operation of all the auxiliary equipments at a time in all circumstances, because it only manages priority between the equipments.
  • This invention aims at proposing a new method for controlling operation of a hybrid automotive vehicle which forecasts the upcoming operations of electrically fed auxiliary equipments, estimates future electrical energy needs and, if a shortage of electrical energy is forecast, generates extra electrical energy.
  • the invention concerns a method for controlling operation of a hybrid automotive vehicle, equipped with an internal combustion engine, an electric machine, an electronic control unit and at least one electrically powered auxiliary equipment, each of the internal combustion engine and the electric machine being adapted to deliver torque to a driveline of the vehicle.
  • This method is characterized in that it comprises at least the following steps:
  • step b) comparison between the energy needs estimated at step b) and the actual status of electrical energy production of the vehicle, its electrical energy consumption and the state of reserve of electrical energy on-board the vehicle;
  • step d if a shortage of electrical energy is forecast at step d), generation of extra torque by the internal combustion engine.
  • step f) of conversion of at least a part of the extra torque generated by the internal combustion engine at step e) into energy and storage of said energy.
  • energy is converted into electrical energy and stored in a battery set connected to the electric machine.
  • step f energy is converted into pneumatic energy and stored in a tank.
  • the vehicle is equipped with an automatic gearbox and at step e), the ratio of the automatic gearbox is selected on the basis of the extra torque to be generated by the internal combustion engine.
  • the operation conditions of the internal combustion engine are set for a predetermined period of time for what concerns at least its regime and its operation period(s).
  • step e extra torque is generated by increasing the ratio of the torque delivered by the internal combustion engine with respect to the global torque delivered by the internal combustion engine and the electric machine to the driveline, as compared to a situation where no shortage of electrical energy is forecast at step d).
  • At least a part of the extra torque generated at step e) is delivered to the driveline of the vehicle.
  • the method may further comprises the steps of:
  • the invention also concerns a hybrid automotive vehicle with which the above- mentioned method can be implemented. More precisely, the invention concerns a hybrid automotive vehicle equipped with an internal combustion engine, an electric machine, an electronic control unit and at least one electrically powered auxiliary equipment, each of said internal combustion engine and said electric machine being adapted to deliver torque to a driveline of the vehicle.
  • This vehicle is characterized in that it comprises means to forecast upcoming operations of the electrically fed auxiliary equipments on the basis of a predetermined route to be followed by the vehicle, means to estimate the electrical energy needs for the auxiliary equipments to execute the operations, means to compare the electrical energy needs to the actual status of electrical energy production of the vehicle, its electrical energy consumption and the state of reserve of electrical energy on-board the vehicle, means to forecast a possible electrical energy shortage and means to control the internal combustion engine so as to generate extra torque if an electrical energy shortage is forecast.
  • a vehicle might incorporate one or several of the following features:
  • An electronic control unit includes at least the means to estimate the electrical needs for the auxiliary equipment to execute the operations, the means to compare the electrical energy needs to the actual status of electrical energy production of the vehicle, its electrical energy consumption and the state of reserve of electrical energy on-board the vehicle, the means to forecast a possible electrical energy shortage, and the means to control the internal combustion engine.
  • the electronic control unit is adapted to control the ratio of the torque delivered by the internal combustion engine with respect to the global torque delivered by the internal combustion engine and the electric machine to the driveline.
  • the electronic control unit is adapted to control an automatic gearbox connected to the driveline of the vehicle.
  • the electronic control unit is adapted to set the operation conditions of the internal combustion engine.
  • figure 1 is a schematic representation of a truck embodying the invention
  • FIG. 2 is a block diagram representing a method according to the invention.
  • a hybrid vehicle 1 comprises an internal combustion engine 10 connected to a gearbox 12, which can be automatic or automated manual.
  • the vehicle 1 also comprises an electric machine 20 fed by a battery set 22.
  • Each of the internal combustion engine 10 and the electric machine 20 are adapted to deliver torque to a driveline 30 of the vehicle 1.
  • the internal combustion engine 10 is also adapted to deliver torque to the electric machine 20 in order for it to generate electrical energy.
  • a sensor 42 monitors the state of charge of the battery set 22 and is adapted to deliver, in the form of an electric signal S 42 , information about the state of charge of battery set 22 to an electronic control unit 40.
  • the internal combustion engine 10 may also be adapted to deliver torque to a compressor 28, in order to pressurize a quantity of air which can be stored in a tank 24.
  • the hybrid vehicle 1 may be provided with pneumatically powered auxiliary equipment 54, such as a braking system, fed by the pneumatic energy tank 24.
  • the compressor rather than being directly mechanically driven by the engine, can be driven by an electrical motor deriving its electrical energy, directly or indirectly from the battery set 22.
  • a pressure sensor 44 monitors the pressure in the tank 24 and is adapted to send, in the form of an electric signal S 44 , the value of the air pressure in the tank 24 to the electronic control unit 40.
  • the hybrid vehicle 1 is provided with an electrically powered auxiliary equipment 50, such as a garbage compactor, which is driven by an electrical machine 51 , deriving its electrical energy, directly or indirectly from the battery set 22.
  • an electrically powered auxiliary equipment 50 such as a garbage compactor, which is driven by an electrical machine 51 , deriving its electrical energy, directly or indirectly from the battery set 22.
  • the hybrid vehicle 1 may include several other electrically powered auxiliary equipments, such as lights, a power steering or a cooling system, which are not represented on the figures.
  • auxiliary equipments such as lights, a power steering or a cooling system, which are not represented on the figures.
  • Such systems can also include an electric tailgate, an electric heater, a refrigeration unit for controlled temperature transport, a tipper, a crane, cherry picker, concrete mixer... , or any application that may use a vehicle power take-off and that can be electrically powered on a hybrid vehicle.
  • Such equipment can be in fact hydraulically driven, but the hydraulic circuit may itself be pressurized by an electrically driven pump.
  • the hybrid vehicle 1 comprises an electronic control unit 40 which communicates with the internal combustion engine 10, the electric machine 20, and controls the gearbox 12 via respective electronic signals Si 0 , S 20 and S 2 .
  • the electronic control unit 40 is represented here as unitary, but it could be in the form of several electronic control units connected, for example, by a databus of an electronic control network of the vehicle.
  • the hybrid vehicle 1 also comprises forecasting means 60 which are adapted to provide a forecast of upcoming expected use of electrically fed auxiliary equipments of the vehicle for an upcoming given period of time.
  • the expected use may include information about upcoming events where it can be anticipated a certain use of at least one electricity consuming auxiliary equipment, such as a bus stop, a tunnel or the proximity of a place where the vehicle is expected to execute specific operations, such as loading or unloading with an electric tailgate. It may also include information about the theoretic order and duration of specific operations. For instance, a garbage truck may have to execute compactions every four times garbage is collected. Such information can be based on the comparison of an instant location of the vehicle, as provided for example, with a previously stored database of locations where certain auxiliary equipment operation is to happen. Such information can also be based on the detection of the occurrence of a certain number of vehicle operating parameter conditions, which may be associated with an upcoming operation of certain auxiliary equipment.
  • the forecasting means can also comprise a navigation device capable of determining a route which to be followed by the vehicle 1.
  • the route gives information about the path of the vehicle for an upcoming given period of time.
  • the path may include geographic information, such as slopes and curves of the road, as well as traffic related indications, such as an average speed on a path portion, compulsory stopping points, etc...
  • the forecasting means 60 may forecast both the upcoming path and the expected use of the vehicle.
  • the forecasting means can deliver, in the form of an electric signal S 6 o, information concerning the expected use, and possibly also concerning the upcoming path, to the electronic control unit 40
  • forecasting means 60 may include a slope sensor or any equivalent means. Forecasting means 60 may also include a satellite navigation system, for example based on GPS, in order to localize curves, bus stops, tunnels, places of delivery of goods, or any other place that may need operations for any of the equipments of the vehicle.
  • satellite navigation system for example based on GPS, in order to localize curves, bus stops, tunnels, places of delivery of goods, or any other place that may need operations for any of the equipments of the vehicle.
  • This information can for example be a mission profile including a path for the vehicle along a route, and a set of expected uses, such as a set of delivery points and associated cargo loading/unloading which could require some amount of electricity to be delivered to power auxiliary equipment, or such as a set of garbage collection locations, with an associated expected mount of garbage to collect.
  • a first step 101 of the method of the invention one forecasts the upcoming operations of electrically fed auxiliary equipments of the vehicle 1. This may be done on the basis of the mission profile determined at step 100. If it appears on the information of the route that, at a stop of the truck, a garbage compaction will be executed, the garbage compactor 50 will be used and an operation of the power take-off 51 will be forecast. Step 101 is executed for all the electrically fed auxiliary equipments of the vehicle. For instance, if a steep downward slope is about to come in the following kilometers, a braking may be executed by the pneumatic braking systems 54 of the vehicle, thereby consuming air from the tank 24 which will need to be replenished by an electrically driven compressor.
  • Step 101 may also include a forecast of the upcoming electric production or consumption by the traction engine. For instance, for a same steep downward slope expected ahead, a regenerative braking may be executed by the traction electric machine used as a generator, thereby producing electric energy which can be directly used by the auxiliary equipment and/or stored in the battery set 22.
  • the period of future time during which operations are forecast is adjustable. It can depend on the type and size of vehicle, the number of auxiliary equipments to consider or the maximal electrical power that it can produce. For instance, this period of time can be set for a period of time between 30 seconds to ten minutes. That means for example a possible switching on of the lights in a tunnel in that period of time ahead is taken into account.
  • an estimation of future electrical energy needs for the auxiliary equipments to execute the upcoming operations forecast at step 101 is executed by the electronic control unit 40.
  • an estimation of future electrical energy needs, either positive or negative, by the traction machine can also be estimated at step 102.
  • step 102 a time mapping of the electrical energy and/or power needs may be completed.
  • a step 103 of the method of the invention may be implemented with sensors 42 and 44 and the electronic control unit 40.
  • the actual status of electrical power production of the vehicle, its electrical power consumption and the state of reserve of electrical energy on-board the vehicle can be determined thanks to signal S 42 .
  • This may include the electric power produced by the electric machine 20 or by a separate generator, the electrical power consumption of the electrically powered auxiliary equipments, such as garbage compactor 50, of the vehicle 1 , the electrical energy stored in the battery set 22 and/or the pneumatic energy stored in tank 24 transmitted by signal S 44 .
  • a further step 104 of the method of the invention is implemented with electronic control unit 40.
  • a comparison is made between the electrical energy needs estimated at step 102 and the actual status of electrical power production of the vehicle, its electrical power consumption and the state of reserve of electrical energy on-board the vehicle determined on step 103.
  • a further step 105 of the method of the invention is implemented with electronic control unit 40.
  • this step one determines if a shortage of electrical energy is forecast in the period of time for which an estimate took place at step 102. If the electrical energy needs estimated at step 102 are larger than the availabilities of electrical energy determined at step 103, a shortage may occur. The magnitude of the shortage may also be estimated, as well as its spread over a certain period of time. As a consequence, an extra-production of electrical energy will be needed.
  • Steps 102, 104 and 105 are for example implemented with a microchip integrated in the electronic control unit 40, or any other electronic component of the electronic control network 80.
  • extra torque is generated by the internal combustion engine 10 at a step 106 of the method of the invention.
  • This extra torque is generated by increasing the ratio of the torque delivered by the internal combustion engine 10 with respect to the global torque delivered by the internal combustion engine 10 and the electric machine 20 to the driveline 30, as compared to a situation where no shortage of electrical energy is forecast.
  • the part of electrical energy used to deliver torque to the driveline 30 is reduced and the electrical energy stored can be used to operate the auxiliary equipments at a subsequent time.
  • the electric machine 20 may deliver no torque to the driveline 30, the global torque delivered to the driveline 30 being then delivered solely by the internal combustion engine 10, and a large amount of electrical energy remaining then available to operate the auxiliary equipments. .
  • an even higher torque is generated by the internal combustion engine so that the required of torque is delivered to the driveline, solely by the internal combustion engine 10, while the exceeding torque is used by the electric machine 20 to generate electrical energy which can be used to operate the auxiliary equipments and/or stored in the battery set 22 for being used by the auxiliary equipment at a further point in time.
  • the operation conditions of the engine may be set for a predetermined period by the electronic control unit 40, for what concerns its regime and its operation period(s).
  • the period of time during which the extra torque is generated may be controlled in order to produce electrical energy at the best moment, i.e. at a point where a minimal amount of extra fuel is necessary to generate the extra torque.
  • the best moment can be, for instance, a slight slope located one kilometer ahead of the place where the peak of electrical power need will occur.
  • An optimal use of the internal combustion engine 10 may be achieved by setting the ratio of the automatic gearbox 12 on the basis of the extra torque to be generated, thanks to signal S 12 .
  • the ratio of the gearbox 12 may be reduced or increased so that extra torque is generated at a favorable torque/engine speed operating point where a minimal amount of extra fuel is necessary to generate the extra torque.
  • the extra torque generated at step 106 can be distributed by different manners. For instance, a part of this extra torque can be delivered, at a step 107, to the driveline 30 of the hybrid vehicle 1 in order to save electrical energy normally delivered by the electric machine 20. If necessary, the totality of the extra torque generated can be delivered to the driveline 30. This can be done when the electrical energy reserves on-board the vehicle can be sufficient to provide, at the right time, the electrical energy needed by one or several electrically powered auxiliary equipments.
  • the extra torque generated at step 106 can be converted into energy which can be stored on-board the vehicle.
  • the extra torque is delivered, at a step 108, to the electric machine 20 and electrical energy is generated.
  • the electrical energy generated is stored, at a step 109, in the battery set 22 and may be delivered to at least one electrically-powered auxiliary equipment in the following minutes.
  • the extra torque can also be delivered to mechanically-driven compressor 28 and, in a step 1 10, converted into pneumatic energy in the form of the pressure of pressurized air stored in tank 24, at step 111.
  • Pneumatic energy can be delivered at a further time point, as pressurized air, to the braking systems 54 in order to safely descend a steep slope.
  • forecasting means 60 can be integrated in the electronic control unit 40.
  • the totality of the extra torque generated at step 106 can be converted into energy and stored.
  • the invention is applicable with trucks, buses, cars and any other automotive hybrid 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)
  • Human Computer Interaction (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé de commande du fonctionnement d'un véhicule automobile hybride (1) équipé d'un moteur à combustion interne (10), d'une machine électrique (20), d'une unité de commande électronique (40) et d'au moins un équipement auxiliaire à alimentation électrique (50). Le moteur à combustion interne (10) et la machine électrique (20) sont chacun conçus pour fournir un couple à une transmission (30) du véhicule (1). Le procédé selon l'invention comprend au moins les étapes suivantes : a) prévision d'une prochaine utilisation de l'équipement auxiliaire à alimentation électrique (50) du véhicule (1) ; b) estimation des besoins futurs en énergie électrique de l'équipement auxiliaire (50) associé à la prochaine utilisation prévue à l'étape a) ; c) comparaison des besoins en énergie estimés à l'étape b) et de la situation actuelle de production d'énergie électrique du véhicule (1), de sa consommation en énergie électrique et de l'état de réserve d'énergie électrique à bord du véhicule (1) ; d) prévision d'un déficit éventuel en énergie électrique compte tenu de la comparaison à l'étape c) ; e) en cas de prévision d'un déficit en énergie électrique à l'étape d), génération d'un couple supplémentaire par le moteur à combustion interne (10).
EP09806037A 2009-12-08 2009-12-08 Procédé de commande du fonctionnement d'un véhicule automobile hybride et véhicule adapté à ce procédé Withdrawn EP2509813A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2009/007989 WO2011070390A1 (fr) 2009-12-08 2009-12-08 Procédé de commande du fonctionnement d'un véhicule automobile hybride et véhicule adapté à ce procédé

Publications (1)

Publication Number Publication Date
EP2509813A1 true EP2509813A1 (fr) 2012-10-17

Family

ID=43016583

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09806037A Withdrawn EP2509813A1 (fr) 2009-12-08 2009-12-08 Procédé de commande du fonctionnement d'un véhicule automobile hybride et véhicule adapté à ce procédé

Country Status (2)

Country Link
EP (1) EP2509813A1 (fr)
WO (1) WO2011070390A1 (fr)

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