EP2802474A2 - Verfahren zur verwaltung der geschwindigkeit eines hybridfahrzeugs - Google Patents

Verfahren zur verwaltung der geschwindigkeit eines hybridfahrzeugs

Info

Publication number
EP2802474A2
EP2802474A2 EP13701858.6A EP13701858A EP2802474A2 EP 2802474 A2 EP2802474 A2 EP 2802474A2 EP 13701858 A EP13701858 A EP 13701858A EP 2802474 A2 EP2802474 A2 EP 2802474A2
Authority
EP
European Patent Office
Prior art keywords
electric motor
vehicle
speed
engine
clutch system
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Withdrawn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
EP13701858.6A
Other languages
English (en)
French (fr)
Inventor
Damien Fournigault
Antony LELARGE
Frédéric COUSIN
Mathieu BITAULD
Nicolas Vitiello
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.)
Valeo Systemes de Controle Moteur SAS
Original Assignee
Valeo Systemes de Controle Moteur 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 Valeo Systemes de Controle Moteur SAS filed Critical Valeo Systemes de Controle Moteur SAS
Publication of EP2802474A2 publication Critical patent/EP2802474A2/de
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • 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
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B60W2510/101—Transmission neutral state
    • 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
    • B60W2510/244—Charge state
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2710/081—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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal 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
    • 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
    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • 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
    • B60W30/18063—Creeping
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to the starting of a hybrid vehicle comprising an electric motor and a heat engine, in particular an internal combustion engine, gasoline or diesel.
  • the hybrid vehicle starts when the engine torque makes it possible to move the vehicle, which is still known to those skilled in the art under the term
  • a starting step of the engine an idling step during which the speed of the engine is regulated around a given set value, this value set point that can be predefined by the engine control unit, a skidding step in which is coupled with the clutch system of the vehicle power train the engine and the gearbox and a step during from which the engine drives the drive wheels, allowing the vehicle to take off.
  • the object of the invention is to meet this need and it achieves this, according to one of its aspects, by means of a starting method of a hybrid vehicle comprising:
  • a clutch system selectively coupling at least the electric motor with the driving wheels of the vehicle, process comprising the steps of:
  • the clutch system can directly couple the electric motor with the drive wheels.
  • the clutch system can couple the electric motor with a gearbox connected to the drive wheels.
  • the above steps can be performed exclusively using the electric motor or using both the electric motor and the heat engine. It is thus possible to eliminate or reduce the fuel injections into the engine during the take-off of the vehicle.
  • the speed of the vehicle at its start is limited to the design of the electric motor.
  • the combined use of the engine and the electric motor can increase the starting speed of the vehicle or to remedy an insufficient level of charge of an electrical energy storage unit supplying the electric motor.
  • the heat engine is not used or less during the step (ii) of regulation, the comfort of the user can be improved by the continuous torque provided by the electric motor.
  • the electric motor may have a nominal power of a few kW, for example of the order of 8 kW.
  • the electrical energy storage unit supplying the electric motor can be loaded onto the vehicle and, during the implementation of the method, the electric motor can be adapted in real time to the load level of this storage unit. of electrical energy.
  • the engine can be started during one of the above steps if turns out that the energy storage unit is not sufficiently charged to take off the vehicle using the only electric motor
  • the step (i) of starting the electric motor may result from an order given by the user of the vehicle, in particular by means of a key or by the clutch pedal, for example in the case of 'a stop and start system'.
  • pressing the accelerator pedal and / or the brake pedal may allow the triggering of step (i).
  • the step (i) is triggered according to the relative position of one of the brake pedal, the clutch pedal and the accelerator pedal relative to another of the pedal. brake, clutch pedal and accelerator pedal.
  • step (ii) of regulation the speed of the electric motor can be controlled so that it is substantially equal to the set value.
  • This step is also called “idling step” and can be performed by a servo performed by a supervision computer or by the engine control unit of the vehicle (ECU). In a variant, this control can be achieved by the control electronics of the electric motor, the latter receiving from the user, in particular via a pedal, or from another unit of the vehicle, a speed instruction to be applied.
  • the set speed can be predefined, for example by a software embedded on the vehicle, or be determined in real time in response to an action by the user of the vehicle.
  • the vehicle is not driven by the electric motor during this step (ii).
  • the electric motor for this purpose, and without limitation:
  • the clutch system couples said engine and a gearbox interposed between the clutch system and the driving wheels and of which no gear is engaged, or
  • the set value of step (ii) applied to the speed of the electric motor may allow the drive by the electric motor of the vehicle during step (iii).
  • step (ii) consists in regulating the value of the speed of the electric motor around a single setpoint value.
  • the value of the speed of the electric motor is successively regulated around at least two, in particular exactly two, successive set values. This regulation can then be performed in stages.
  • the speed of the electric motor can first be regulated around a first setpoint corresponding to the case where no gearbox ratio is engaged, this case being again called “ dead point ".
  • This first set value can be chosen so as to minimize the consumption of electrical energy.
  • the speed of the electric motor can then be regulated around a second setpoint value corresponding to the case where a ratio of the gearbox is engaged.
  • the second setpoint value is in particular greater than the first setpoint value.
  • the first setpoint value, brought back to the crankshaft of the heat engine, is for example between 400 and 500 rpm while the second setpoint value, brought back to the crankshaft of the heat engine, is for example between 600 and 700 rpm. .
  • this step (ii) for regulating the speed of the electric motor is carried out using one or more setpoints, this or these setpoint values, brought to the crankshaft of the engine, may be included between 400 and 700 rpm.
  • setpoints may be lower than the set value used to regulate the speed of a heat engine during step (ii), which is explained by the fact that the heat engine must, during the step ( ii), have a regime ensuring a good
  • step (ii) may be similar to that used in the conventional case where steps (i) to (iii) are performed only at the using a heat engine.
  • step (iii) also called skidding step, at least one mechanical motor electric quantity, in particular its torque and / or its speed, can be controlled according to instructions applied in real time by the user of the vehicle . This regulation is for example effected by activating a torque structure implemented in the engine control unit.
  • step (iii) slipping the said mechanical magnitude or quantities are controlled to apply predefined speed instructions, for example by the engine control unit.
  • the regulation of the torque supplied by the electric motor and / or the speed of the electric motor according to predefined setpoints or according to instructions applied in real time by the user of the vehicle described above may be Implementation.
  • the regulation of the electric motor implemented in the context of the process may vary. This regulation of the speed of the electric motor will thus be different depending on whether one seeks or not to start the vehicle only with the help of the electric motor.
  • the regulation of the torque supplied by the electric motor can moreover vary according to whether or not the speed or torque instructions are to be provided by the user of the vehicle or are predefined, for example by the engine control unit.
  • the electric motor can be mounted on the front face of the powertrain of the vehicle.
  • the gearbox may or may not be interposed between the electric motor and the drive wheels.
  • the electric motor is connected to the crankshaft of the engine, the clutch system being interposed between the engine and the vehicle gearbox.
  • the clutch system couples the assembly formed by the engine and the electric motor to the gearbox, the latter being connected to the drive wheels of the vehicle.
  • the electric motor can be permanently connected to the crankshaft, for example by means of a belt or any other means of transmission.
  • the electric motor can be connected to the crankshaft by a coupling system that can be activated or deactivated, for example a dog-type coupling system.
  • the electric motor is integral, permanently or not, the crankshaft of the engine.
  • the heat engine and the electric motor are connected in parallel in the drive train.
  • clutch system mentioned above is for example a first clutch system arranged to selectively couple the electric motor and the engine with the gearbox and the vehicle comprises a second clutch system disposed between the first clutch system and the heat engine.
  • This second clutch system is disposed downstream of the branch between the branch of the power train comprising the electric motor and the branch of the power train comprising the heat engine.
  • the aforementioned clutch system is a first clutch system arranged to selectively couple only the electric motor with the driving wheels and the vehicle comprises a second system
  • the first clutch system is integrated into the branch of the power train comprising the electric motor and the second clutch system is integrated into the branch of the power train comprising the engine and the engine. gearbox.
  • the electric motor is connected to the driving wheels without the intermediary of a gearbox.
  • the invention further relates, in another of its aspects, to a speed management method of a hybrid vehicle comprising:
  • a clutch system selectively coupling at least the electric motor with the driving wheels of the vehicle
  • the above method makes it possible to manage the speed of the vehicle during a phase
  • the clutch system can couple the electric motor with the drive wheels.
  • the target speed or speeds for the vehicle may be non-zero.
  • the target speed for the vehicle may be zero.
  • the above management method can thus make it possible, during an idle speed, in particular a driven idle, the consumption of the engine to be zero without this affecting the behavior of the vehicle when an acceleration instruction is again exercised.
  • This overcomes the disadvantages of the prior art in terms of high fuel consumption during idling, including a slow idle.
  • step (ii) of the above vehicle start-up method and in particular the regulation of the speed of the electric motor step (s) apply to the above management method.
  • the speed of the electric motor can be regulated by means of one or more set values which, when they are brought back to the crankshaft of the heat engine, are of the same order of magnitude as the reference value or values brought back to the crankshaft of the engine. engine and used to regulate the speed of a thermal engine during idling, including a slow idle driven.
  • a set value brought back to the crankshaft of the heat engine and can thus be used is of the order of 700 rpm.
  • the speed of the electric motor can be regulated by means of one or more setpoints which, when they are brought back to the crankshaft of the heat engine, are lower or even much lower than the set values brought back to the crankshaft. of the engine and used to regulate the speed of a heat engine during idling, including a slow idle.
  • a set value brought back to the crankshaft of the heat engine and can thus be used is of the order of 400 or 500 rpm.
  • the engine of the vehicle Prior to the detection of the absence of acceleration of the vehicle, the engine of the vehicle can be used to drive the vehicle, with or without the electric motor, and, once the absence of acceleration detected, the engine can to be cut. In a subsequent step, it can be detected that the vehicle is
  • the engine can be started or restarted.
  • the management method can be implemented in any of the traction chain architectures mentioned in connection with the vehicle starting method.
  • the biasing of the electric motor can be adapted, in particular in real time, to the load level of this electrical energy storage unit.
  • the heat engine can be started if it turns out that the electric energy storage unit is not sufficiently charged to ensure the idling of the engine. vehicle using the only electric motor.
  • stepped speed control when the speed is regulated using the first setpoint, it can be determined that the load level of the electrical energy storage unit is lower than at a given value. In this case, a switch to a control using the second setpoint higher than the first setpoint can occur, and then the engine can be started.
  • the invention further relates, in another of its aspects, to a method of breaking an electric motor of a hybrid vehicle further comprising a heat engine, in which:
  • the electric motor is cut off when the value delivered by the sensor is lower than said threshold value.
  • the above cutoff process protects the powertrain of the vehicle.
  • cutting the electric motor avoids running it at too low speeds that will not allow it to drive the vehicle later.
  • the threshold value, brought back to the crankshaft of the heat engine is for example 100 rpm at 200 rpm lower than the set value, brought back to the engine crankshaft. thermal.
  • the value of the speed of the electric motor supplied by the sensor can be brought back to the crankshaft of the engine to be compared with the threshold value.
  • the breaking process may be implemented in any of the pull chain architectures mentioned in connection with the above vehicle starting method.
  • the invention further relates, in another of its aspects, to a method of controlling a hybrid vehicle comprising a heat engine and an electric motor, wherein:
  • the electric motor is controlled so that it provides a torque to increase the speed of the engine.
  • the control method above makes it possible to avoid stalling the heat engine by having it assisted by the electric motor.
  • the electric motor can be switched off, in which case when the value delivered by the sensor is lower than the threshold value, the electric motor is started.
  • the electric motor when the speed of the thermal engine is compared with the threshold value, the electric motor can already be used, in which case when the value delivered by the sensor is lower than the threshold value, the share of the electric motor is increased.
  • the threshold value, brought back to the crankshaft of the engine is for example 100 rpm at 200 rpm lower than the set value applied to the engine, this value being brought back to the crankshaft of the engine.
  • the breaking process may be implemented in any of the pull chain architectures mentioned in connection with the above vehicle starting method.
  • the electric motor can be controlled to allow the speed of the engine to be substantially equal to the set value applied thereto.
  • the architecture may be devoid of torque converter.
  • the architecture may include only one engine for the propulsion of the vehicle. In all the above, the architecture may include only one electric motor for the propulsion of the vehicle.
  • the architecture is for example devoid of torque converter, and it includes a single electric motor for the propulsion of the vehicle and a single engine for the propulsion of the vehicle.
  • FIGS. 1 to 3 represent different traction chain architectures in which the methods according to the invention can be implemented
  • FIG. 4 schematically represents a number of steps during the hybrid vehicle start-up method according to an exemplary implementation of the invention
  • FIG. 5 represents the measurements of the speed of the electric motor, the speed of the vehicle and the torque. provided by the electric motor when the process shown in Figure 4 is implemented,
  • FIG. 6 graphically represents several magnitudes during a step of a variant of the starting method of FIGS. 4 and 5,
  • FIG. 7 schematically represents a method for managing the speed of a hybrid vehicle according to another aspect of the invention.
  • FIG. 8 schematically represents a method of switching off a hybrid vehicle electric motor according to another aspect of the invention.
  • Figure 9 schematically shows a hybrid vehicle electric motor control method according to another aspect of the invention.
  • FIGS. 1 to 3 show different hybrid vehicle traction system architectures in which any of the aspects of the invention mentioned above may be implemented.
  • the hybrid traction drive 1 of the vehicle comprises in the examples of Figures 1 to 3 two driving wheels 2, an electric motor 3 and a heat engine 4.
  • the invention is however not limited to a particular number of driving wheels.
  • the electric motor 3 is for example a synchronous motor with permanent magnets. It has in the examples described a nominal power of the order of 8 kW.
  • the engine 4 is in the examples considered an internal combustion engine, gasoline, diesel or using biofuels.
  • the traction chain 1 further comprises an electrical energy storage unit 5 supplying the electric motor 3 through an inverter 6.
  • This energy storage unit 5 is notably formed by several batteries. in series, in parallel or by several parallel branches carrying batteries in series.
  • the batteries may be lithium-ion or lithium-polymer batteries or supercapacitors.
  • the nominal voltage at the terminals of the energy storage unit 5 is, for example, between 40 V and 400 V, in particular between 40 V and 60 V.
  • the inverter 6 can be reversible, so as to recharge the electrical energy storage unit 5 during braking, for example.
  • the inverter 6 comprises in known manner a plurality of controllable switching cells.
  • a not shown connector for charging the electrical energy storage unit 5 by an electrical network can be provided.
  • the traction chain 1 further comprises a first clutch system 7 for coupling with the drive wheels 2 the electric motor 3 and, where appropriate, the heat engine 4, as will be seen later.
  • the traction chain 1 further comprises a gearbox 9.
  • the vehicle may also comprise a power source 10 for vehicle edge components, for example a car radio, a cigarette lighter, mirrors or headlights of the vehicle, a system defrost or air conditioning system.
  • This power supply source 10 may be wholly or partly powered by the energy storage unit 5 through a DC voltage converter -continuous 11.
  • This voltage converter 11 lowers the voltage supplied by the storage unit of energy 5 to a value compatible with the power supply of the edge components, for example at a value of 12 V.
  • the electric motor 3 is connected to the crankshaft of the engine 4 by a belt.
  • the first clutch system 7 is the only clutch system of the drive train 1 and makes it possible to couple the engine 4 and the electric motor 3 to the gearbox 9 and thus to the drive wheels 2.
  • the electric motor 3 is not connected to the crankshaft of the heat engine 4, the motors 3 and 4 being connected in parallel in the drive chain.
  • the traction chain 1 comprises in the examples shown in these figures 2 and 3 a branch 14 comprising the electric motor 3 and a branch 15 comprising the heat engine 4. These two branches meet at a branch 16.
  • the branch 14 comprises only the electric motor 3 and the inverter 6.
  • the first clutch system 7 is interposed between the gearbox 9 and the branch 16.
  • Branch 15 comprises in this example a second clutch system 18 and the heat engine 4, the second clutch system 18 being disposed between
  • an alternator-starter 20 is also present, this alternator-starter being connected to the DC-DC converter 11.
  • the first clutch system 7 makes it possible to couple the electric motor 3 and, depending on the state of the second clutch system 18, the heat engine 4 to the gearbox 9.
  • the branch 14 further comprises the electric motor 3 and the inverter 6 the first clutch system 7 while the branch 15 comprises the heat engine 4, the second clutch system 18 and in the gearbox 9.
  • each branch comprises a clutch system and the gearbox 9 is not interposed between the electric motor 3 and the drive wheels 2.
  • this method comprises three steps 20, 21 and 22.
  • Step 20 corresponds to the starting of the electric motor 3 of the drive train 1.
  • Step 21 corresponds to a regulation of the speed of the electric motor around a setpoint value before the first clutch system 7 couples the electric motor 3 and, where appropriate the heat engine 4, to the drive wheels. 2. This step 21 is commonly referred to as the "idling step”.
  • Step 22 consists in coupling, using the first clutch system 7, the electric motor 3, if necessary with the heat engine 4, and the drive wheels 2 of the vehicle, so that the electric motor 3, and if necessary the heat engine 4 drives the vehicle.
  • Step 22 is commonly referred to as a skating step.
  • the vehicle is wholly or partly driven by the electric motor 3, after having started.
  • the starting or taking off of the vehicle is carried out solely with the aid of the electric motor 3, but the invention is not limited to such an example, the starting or taking off of the vehicle can be carried out in using both the electric motor 3 and the heat engine 4.
  • FIG. 5 shows the evolution during steps 20 to 23 of the speed of the electric motor 3 according to the curve 30, the speed of the vehicle according to the curve 31 and the torque supplied by the electric motor 3 along the curve 32.
  • Step 20 may be triggered by an action of the user of the vehicle on the ignition key or any other starting system of the electric motor 3. Alternatively, this step is for example initiated by pressing on the clutch pedal of the user.
  • step 20 the speed of the electric motor increases until reaching a value that remains substantially constant during step 21 which corresponds to a step of regulating the speed of the electric motor 3.
  • This regulation is for example carried out by servoing performed by a supervision computer or by the engine control unit of the vehicle. Alternatively, this control can be achieved by the control electronics of the electric motor, the latter receiving from the user or another unit of the vehicle a speed command to apply.
  • the set value around which the speed of the electric motor 3 is regulated during step 21 can allow the drive by the electric motor 3 of the vehicle when the electric motor 3 is coupled by the clutch system 7 to the driving wheels. 2.
  • this start requires a report of the gearbox 9 is engaged.
  • step 21 the speed of the electric motor 3 is regulated only around a single setpoint value.
  • the torque supplied by the electric motor 3 takes in this step 21 only one substantially constant value. This value is lower than the maximum value of torque reached during the starting step 20 of the electric motor 3 and that which will be reached during step 22 to drive the vehicle.
  • the reference value used for the regulation of the speed of the electric motor 3 carried out during this step 21 and returned to the crankshaft of the engine 4 is for example between 400 and 700 rpm, which may or may not be less than the value of setpoint (brought back to the crankshaft) used for regulating the speed of an engine during the idling step during a thermal start of a vehicle.
  • FIG. 6 shows steps 20 and 21 of another example of a hybrid vehicle start-up method.
  • FIG. 6 shows steps 20 and 21 of another example of a hybrid vehicle start-up method.
  • curve 40 represents the state of the clutch system 7 by which the engine
  • the curve 41 reflects the engagement or not of a ratio of the gearbox 9
  • the curve 42 represents the speed of the electric motor 3
  • curve 43 represents the torque supplied by the electric motor 3.
  • curve 44 represents the torque supplied by the heat engine 4.
  • the speed of the electric motor 3 is successively regulated around two different setpoint values, the first setpoint value being lower than the second setpoint value.
  • the first setpoint value, brought back to the crankshaft of the heat engine 4 is for example between 400 and 500 rpm while the second setpoint value, brought back to the crankshaft of the heat engine 4, is between 600 and 700 rpm. .
  • the first setpoint value is for example adapted to the case where no gear ratio 9 is engaged and where the clutch system 7 does not couple the electric motor 3 and the drive wheels 2, as can be seen in FIG. see by observing curves 40 and 41.
  • the second setpoint value is for example adapted to the case where the first speed is engaged and where the clutch system 7 does not clutch the electric motor 3 and the drive wheels 2.
  • the clutch system 7 is controlled to couple the electric motor 3 and the drive wheels 2, so as to drive the vehicle.
  • the torque provided by the electric motor 3 and / or its speed can be controlled according to instructions applied in real time by the user of the vehicle.
  • the control of the torque supplied by the electric motor 3 and / or its speed can alternatively be carried out by a program, for example executed by the engine control unit of the vehicle. This regulation is for example effected by activating a torque structure.
  • step 24 The control of the torque supplied by the vehicle and / or the speed of the electric motor as described during the skidding step 23 can also take place in step 24.
  • This method makes it possible to manage the speed of the vehicle during an idle phase, this idling phase possibly corresponding to the step 21 described above or to what is commonly called “idle driven", that is to say say a phase during which the vehicle moves but no acceleration instruction is exerted.
  • Steps 50 and 51 relate to an example dealing specifically with the management of the speed of the electric motor 3 during a driven idle.
  • Step 50 consists in detecting that the vehicle is not loaded during acceleration, for example by monitoring the position of the acceleration pedal of the vehicle, and the step 51 consists in maintaining, using only the electric motor, the speed of the vehicle around a set point.
  • step 51 stepped or unsteady speed control, similar to what has been described with reference to FIGS. 4 to 6, can be implemented.
  • the speed of the electric motor 3 can be regulated using one or more setpoints of the same order of magnitude as the set value used for regulating the speed of a heat engine during a driven idle.
  • the speed of the electric motor can be regulated using one or more setpoints that are lower or even much lower than the set value used for regulating the speed of a heat engine during a slowed down.
  • the method described with reference to FIG. 7 can comprise the preliminary step 49 according to which the heat engine 4 of the vehicle is used to drive the vehicle, with or without the electric motor 3.
  • the heat engine 4 is then cut at the end from step 50, so that only the electric motor provides the driven idle phase. If necessary, at the end of this step 50, the electric motor 3 can be started when the traction of the vehicle was previously exclusively thermal.
  • the method may also comprise a step 52 in which it is detected that an acceleration setpoint is exerted and during which the heat engine 4 is used again.
  • FIG. 8 schematically represents a method of breaking an electric motor of a traction chain having any of the architectures shown in FIGS. 1 to 3.
  • the method comprises in the example shown two steps 60 and 61.
  • step 60 the value of a quantity representative of the speed of the electric motor 3 delivered by a sensor with a predefined threshold value is compared.
  • step 61 the electric motor 3 is cut off when the value delivered by the sensor is lower than said threshold value.
  • the method is for example implemented using a digital processing unit comprising a microcontroller.
  • the predefined threshold value intervening in steps 60 and 61 is for example chosen so as to ensure that the shutdown of the electric motor occurs when the electric motor 3 has too high a sub-regime.
  • the speed of the electric motor, brought back to the crankshaft of the heat engine 4 is for example less than 100 rpm at 200 rpm to the reference value, brought back to the crankshaft of the heat engine, which is applied to the electric motor 3.
  • the speed of the electric motor 3 is regulated around a setpoint value or several successive setpoint values. If the value delivered by the sensor is lower than the threshold value, the electric motor 3 is cut because it will not start the vehicle. It is useless to make it work longer.
  • FIG. 9 schematically represents a method of controlling an electric motor 3 of a traction chain 1 having any of the architectures shown in FIGS. 1 to 3.
  • This method comprises in the example under consideration two steps 70 and 71.
  • step 70 the value of a quantity representative of the speed of the heat engine 4 delivered by a sensor is compared with a predefined threshold value.
  • step 71 when the value delivered by the sensor is lower than said threshold value, the electric motor 3 is controlled so that it provides a torque to increase the speed of the engine.
  • the threshold value is for example lower than 100 rpm at 200 rpm to the set value applied to the heat engine 4, said values being brought back to the crankshaft of the heat engine.
  • the method may be implemented using a digital processing unit comprising a microcontroller and the sensor may be of the same type or not as that which may be used during the implementation of the method described with reference to FIG. 8.

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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)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP13701858.6A 2012-01-13 2013-01-10 Verfahren zur verwaltung der geschwindigkeit eines hybridfahrzeugs Withdrawn EP2802474A2 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1250337A FR2985703B1 (fr) 2012-01-13 2012-01-13 Procede de gestion de la vitesse d'un vehicule hybride
PCT/FR2013/050056 WO2013104867A2 (fr) 2012-01-13 2013-01-10 Procede de gestion de la vitesse d'un vehicule hybride

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EP2802474A2 true EP2802474A2 (de) 2014-11-19

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CN106427986B (zh) * 2015-08-07 2019-01-11 比亚迪股份有限公司 混合动力汽车的加速控制方法、系统及混合动力汽车
JP2017100626A (ja) * 2015-12-03 2017-06-08 いすゞ自動車株式会社 ハイブリッド車両及びその制御方法
CN110010146B (zh) * 2019-04-10 2021-08-03 无锡吉兴汽车声学部件科技有限公司 一种汽车主动降噪系统及方法

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IT1246063B (it) * 1991-04-23 1994-11-07 Iveco Fiat Gruppo propulsore per un autoveicolo provvisto di mezzi motori azionati per via termica e di mezzi motori azionati per via elettrica
US5823280A (en) * 1995-01-12 1998-10-20 Nevcor, Inc. Hybrid parallel electric vehicle
JP3409523B2 (ja) * 1995-08-02 2003-05-26 アイシン・エィ・ダブリュ株式会社 車両用駆動装置の制御装置
DE102007045367A1 (de) * 2007-09-22 2009-04-02 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs
DE102009000720A1 (de) * 2009-02-09 2010-08-12 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs
JP5306264B2 (ja) * 2010-03-05 2013-10-02 アイシン・エィ・ダブリュ株式会社 ハイブリッド駆動装置

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WO2013104867A2 (fr) 2013-07-18
FR2985703B1 (fr) 2014-11-07
CN104169153B (zh) 2018-05-11
WO2013104867A3 (fr) 2014-01-09
FR2985703A1 (fr) 2013-07-19
CN104169153A (zh) 2014-11-26

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