EP3433148A1

EP3433148A1 - Method for controlling an electric assistance torque

Info

Publication number: EP3433148A1
Application number: EP17708853.1A
Authority: EP
Inventors: Jean-Martin RUEL; Loic Le Roy; Frédéric Roudeau
Original assignee: Renault SAS
Current assignee: Renault SAS
Priority date: 2016-03-23
Filing date: 2017-02-02
Publication date: 2019-01-30
Also published as: CN108778875B; BR112018068564A2; FR3049249B1; WO2017162934A1; FR3049249A1; CN108778875A

Abstract

The invention relates to a method for controlling electric acceleration assistance torque provided in response to an increase in the torque demand of the driver, by the electric motor of a hybrid power train comprising at least a heat engine and an electric drive motor which can operate as a generator in order to recharge batteries by recovering energy during driving, characterised in that the assistance requested by the torque demand is authorised or not, as a function of the cost in terms of fuel consumption, and of the electric energy recovered by the batteries via the electric motor during the recharge phase.

Description

METHOD OF CONTROLLING ELECTRIC ASSISTANCE TORQUE

The present invention relates to the management of energy in a hybrid vehicle, in particular the energy distribution of an electric assist torque at acceleration on a parallel hybrid powertrain vehicle (GMP).

More specifically, it relates to a method of controlling the acceleration electric assist torque provided in response to an increase in the driver's torque demand, by the electric machine of a hybrid powertrain, comprising at least one thermal engine and an electric traction machine that can operate as a generator for recharging batteries by recovering energy while driving.

In a vehicle with GMP hybrid parallel, there are at least two actuators capable of providing torque to the wheel: a heat engine and an electric machine. The torque demand of the driver is satisfied by the sum of the torques provided by these two motor sources.

When the priority objective is to improve the overall energy consumption of the vehicle, by optimizing the distribution of torque between the two actuators, a law of energy management (LGE) makes it possible to achieve this objective. It determines the operating point of each of the motor sources, respecting the acceleration request of the driver.

A parallel hybrid GMP also offers the benefit of providing extra torque to the wheel, compared to the power of the heat engine alone. This extra torque, or additional electrical torque, is provided by the electric machine.

The publication FR 3 001 427 discloses a method for limiting the energy of the assisting torque to the acceleration of a hybrid vehicle. The described method aims to control the GMP overall consumption, including energy expenditure related to couple assistance, based on energy capacity. We strive not to penalize the gain in consumption provided by hybridization. To achieve this, a coefficient of limitation of the electric assist torque available for torque assistance is introduced. This coefficient is between zero and one, depending on the amount of electrical energy remaining in an energy range of the battery reserved for torque assistance.

In this method, the application of the assistance torque limitation coefficient, or "overtorque", is imposed on the GMP, regardless of its energy cost.

The aim of the invention is to improve the overall energy performance of a hybrid GMP with limited electric torque assistance as a function of the energy available for this function, by placing the activation of the torque assist function in dependence on the energy recovery mode in the battery.

For this purpose, the invention provides that the assistance requested by the torque request is authorized, or not, depending on the cost of fuel consumption, of the electrical energy recovered by the batteries through the electrical machine in phase. recharge.

The assistance torque is divided between a static component that makes it possible to supplement the static maximum torque of the heat engine to increase the maximum torque of the GMP that can be reached in the static phase, and a dynamic component that makes it possible to compensate for the dynamic limitations imposed by the heat engine. transitional phase.

This invention redefines the static and dynamic limits of the GMP, using the thermal and electrical torques to improve the overall performance of the GMP. Other features and advantages of the present invention will be better understood on reading the following description of a non-limiting embodiment thereof, in which:

FIG. 1A shows the role of the "static overtorque", during the static phase of torque assistance, and

Figure 1B shows the role of the "dynamic overtorque" during the transitional phase of couple assistance.

When a driver depresses the accelerator pedal, the engine torque setpoint supplied to the GMP increases rapidly. The torque setpoint is most often filtered to reduce the discomfort of too much reactivity, while maintaining an acceptable response time. There is indeed a transient phase, which lasts a few hundred ms, during which the torque setpoint changes rapidly, and a static phase, where the filtered setpoint has reached the target level corresponding to the support of the accelerator pedal.

The static additional torque provided by the electric machine makes it possible to increase the maximum torque of the GMP, which can be reached in the static phase. It is called "static overtorque", here offset 1. It completes the maximum static torque of the engine.

The dynamic additional torque, called "dynamic overtorque" makes it possible to compensate for the dynamic limitations imposed by the engine in the transient phase (smoke limitation, response time of the air chain, etc.); this dynamic component, called here offset 2, makes it possible to compensate for the dynamic limitations imposed by the thermal engine in transient phase.

To reduce the available electric assist torque, on a hybrid vehicle, it is also possible to introduce a limiting coefficient C, between 0 and 1, the electric assist torque available according to the amount of energy remaining that is reserved in the battery for assistance in torque. This coefficient is calculated for example, but without obligation, according to the method proposed in the publication FR 3 001 427.

When torque assistance, or overtorque, is requested, the invention provides to fully, or only partially, the maximum torque of the electric machine Cmax stat elec, that of the engine. This method relies on the definition of a quantity of electrical torque that can be added as a static overtorque to the torque of the heat engine. The carto quantity 1, depends on the engine speed and the gear ratio. In the context of the invention, it can be determined from adjustable maps. The objective of limiting the static overtorque with respect to the total available electrical torque, is to make a compromise between the performance and the repeatability of the assistance. This measure is particularly justified on a light hybridization GMP, in which the amount of electrical energy available for assistance is always limited.

The following terms are adopted:

carto 1 = f (scheme, BV report)

C = weighting coefficient, function of the driving mode, for example economic, normal or sport,

Cmax stat GMP = static max torque GMP,

Cmax thermal stat = max static thermal torque (max potential)

Cmax stat elec = max static electric torque, (max potential).

As shown in FIG. 1A, the additional static offset torque 1 is added to the maximum static thermal torque in order to achieve the maximum static torque of the GMP. This complement appears in the relation: Cmax stat GMP = Cmax thermal stat + offset 1

The amount of available torque carto 1 for the static component (offset 1) is a function of the engine speed and the gear ratio. The static overtorque is then defined as the product of the minimum value between carto 1 and the maximum electric static torque by the weighting coefficient C:

offset 1 = MIN (map 1, Cmax stat elec) x C The static offset component 1 is therefore equal to the product MIN (map 1, Cmax stat elec) x C, of the limiting coefficient C by the minimum between a quantity of available torque carto 1 and the maximum static torque of the electric machine.

The additional dynamic torque, or dynamic overtorque, makes it possible to compensate for the dynamic limitations imposed by the transient phase motor. It is an addition, of electrical origin, to the maximum dynamic torque of the thermal engine Cmax dyn thermal, to realize the dynamic maximum dynamic torque of the GMP Cmax dyn GMP. For the reasons stated above concerning the static overtorque, it is not always desirable to use all of the available electrical torque for the dynamic overtorque. A quantity of electric torque, which can be added in the form of a dynamic overtorque, is therefore determined to the dynamic torque of the heat engine. It is distinguished from the dynamic torque actually added, or dynamic overtorque offset 2, highlighted in Figure 1B. The offset 2 is a complement to the maximum dynamic torque of the engine, to reach the maximum static torque more quickly. The carto quantity 2 is introduced to control the amplitude of the dynamic offset correction 2, whatever the driving conditions (altitude, high air temperature, etc.), especially when the maximum static torque of the heat engine decreases, carto 2, Depends as Carto 1, Diet and Box Report. It is also determined from maps. We adopt the following terms,

carto 2 = f (scheme, BV report)

C = weighting coefficient, mode function (eco / normal / sport) [which may be the same as for the static overtorque]

Cmax dyn GMP = dynamic max torque GMP

Cmax thermal dyn = max thermal dynamic torque (max potential)

Cmax dyn elec = maximum dyn electric torque (maximum potential).

The dynamic overtorque offset 2 is the product of the maximum value between carto 2 and the maximum electric static torque by the limiting coefficient C:

offset 2 = MAX (chart 2 (speed, ratio BV), offset 1) x C The amount of torque (cart 2) available for the dynamic component (offset 2) is a function of the engine speed and the gear ratio. The dynamic torque equation is then written: Cmax dyn GMP = Cmax thermal dyn + MIN (offset_2, Cmax_stat_elec).

The dynamic component of the offset assist torque 2 is therefore equal to the product MAX (carto 2 (speed, ratio BV), offset 1) x C), the limiting coefficient by the maximum between a quantity of available torque (carto 2 ( speed, ratio_BV) and the static component (offset_l) of the assistance torque.

The dynamic offset component 2 must always be greater than or equal to the static component offset_l, to ensure that the additional dynamic torque achieves in all cases the static maximum torque of the static GMP Cmax GMP, which integrates the static additional torque. . Thanks to the offset 2 ≥ offset 1 condition, the static overtorque is always accompanied by dynamic overtorque, but the converse is not true. The control of the acceleration electric assist torque provided in response to an increase in the driver's torque demand relates to the electric machine of a hybrid powertrain comprising at least one heat engine and an electric traction machine capable of operating as a generator for recharging batteries by recovering energy while driving. In a hybrid GMP, where the electric machine can recover kinetic energy to store it in the battery in the form of electrical energy immediately available for traction, two types of recovered energy can be distinguished. The distinction is based on the fuel consumption by the heat engine involved in the recovery, depending on the circumstances:

the energy recovered during a deceleration, when the driver lifts his foot off the accelerator pedal: the electric machine then goes into generator mode, and a higher level of deceleration is allowed on the vehicle, which enables the driver to convert part of the kinetic energy into electrical energy;

the energy generated in the forced charging mode, when the driver depresses the accelerator pedal, and the SOC (battery charge) battery level becomes low (for example because of electrical consumers such as air conditioning, traffic lights ...): in this situation, the GMP uses the engine to recharge the battery, and consumes a surplus of fuel to perform this refill.

The first type of energy is considered less expensive than the second. The invention proposes to link the authorization of the static and dynamic overtorque, at the cost of the recovered energy, when it is solicited by raising the torque demand of the driver. In accordance with the invention, the assistance requested by the torque request is authorized or not, depending on the cost in consumption of fuel, electrical energy recovered by the batteries through the electric machine in the charging phase.

The calibration of the limitation coefficient C makes it possible to link the authorization of the overtorque to the types of energy mentioned above, for example according to the driving mode of the vehicle. It is thus possible to limit the amount of energy expended in electric torque assistance, depending on the mode of driving adopted. If the driver has the choice for example between an economic mode "eco", favoring a low consumption of the GMP, a "normal" mode and a "sport" mode focusing on performance, one can calibrate differently the weighting coefficient C, according to the adopted mode. The assistance in couple is weighted differently, according to the adoption of a mode of conduct favoring a low overall consumption of the GMP, or its performance.

In the nonlimiting application described below, we choose to favor:

in eco mode, the use of the first type of energy only,

in normal mode, too,

in sport mode, the use of both types of energy to maximize the availability of additional torque.

The tables below relating to this example illustrate the adaptation of the weighting factor C to the three modes of driving:

table name = f (C) allows to calculate a factor included in [0 ... 1], for the normal mode

eco = f (C) ditto for eco mode

sport table = f (C) ditto for sport mode

The settings proposed in this example are illustrated by FIGS. 2A to 2C:

table name (see Fig. 2A): With this setting, the consumption of 30 Wh in additional electrical torque is allowed in normal mode. Once this energy is consumed, it is necessary to recharge the battery, and to decrement the factor C.

sports table (see Fig. 2B):

With this setting, 80 Wh is allowed with the additional electrical torque. The focus is on improving the performance of the GMP, compared to saving energy. eco table (see Fig. 2C):

This setting does not allow additional torque in eco mode. It favors energy saving, compared to improving the performance of the GMP.

The values of C weight the static overtorque (offset 2), and the dynamic overtorque (offset 2) as indicated above:

• Cmax stat GMP = Cmax thermal stat + offset 1 x C, with offset 1 = MIN (map 2, Cmax stat elec) x C

• Cmax_dyn_GMP = Cmax_dyn_thermic + MIN (offset_2, Cmax_stat_elec),

with offset_2 = MAX (carto_2, offset_2j x C

The advantages of the invention are numerous. Among these, we can quote

improving the performance of the GMP, and the repeatability of the assistance sequences in pairs, thanks to the distribution of the overtorque between a static component and a dynamic component, and

the adjustment of the perfo / conso gain compromise, according to the mode selected by the driver (eco / normal / sport).

Claims

A method of controlling the acceleration electric assist torque provided in response to an increase in driver torque demand, by the electric machine of a hybrid power train having at least one heat engine and an electric machine. traction that can operate as a generator for recharging batteries by energy recovery while taxiing, characterized in that the assistance requested by the torque request is authorized or not, depending on the cost of fuel consumption, of the recovered electrical energy by the batteries through the electric machine in the charging phase.

2. Assist torque control method according to claim 1, characterized in that the torque assist is weighted by a limiting coefficient (C) calibrated differently according to the adoption of a driving mode favoring low consumption overall powertrain, or performance.

3. An assist torque control method according to claim 2, characterized in that the calibration of the limiting coefficient (C) limits the amount of energy expended in electric torque assistance, depending on the driving mode.

4. An assist torque control method according to claim 1, 2 or 3, characterized in that it has a static component (offet 1) to complete the static maximum torque of the engine to increase the maximum torque of the group drivable drivetrain in static mode.

5. Assist torque control method according to one of the preceding claims, characterized in that it has a dynamic component (offset 2) which makes it possible to compensate for the dynamic limitations imposed by the transient phase heat engine.

6. Assistance torque control method according to claim 4 and 5, characterized in that the dynamic component {offset_2) is always greater than or equal to the static component (offset_l).

7. Assist torque control method according to claim 4, characterized in that the static component (offset_l) is equal to the product MIN (carto_l, Cmax_stat_elec) x C, the limiting coefficient (C) by the minimum between a amount of torque available {carto_l) and the maximum static torque of the electric machine.

8. Assist torque control method according to claim 5, characterized in that the dynamic component

(offset 2) is equal to the product MAX (carto 2 (speed, ratio BV), offset 1) x C), the limiting coefficient C by the maximum between a quantity of available torque (carto 2

(speed, ratio BV) and the static component (offset 1) of the assistance torque.

9. Assist torque control method according to claim 8, characterized in that the amount of available torque (cart_l) for the static component (offset_l) is a function of the engine speed and the gear ratio.

10. An assist torque control method according to claim 9, characterized in that the amount of torque (cart 2) available for the dynamic component (offset 2) is a function of the engine speed and the gear ratio.