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
  • 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
  • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
  • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
• • 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
  • B60W30/20—Reducing vibrations in the driveline
• • 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
  • B60W50/08—Interaction between the driver and the control system
  • B60W50/10—Interpretation of driver requests or demands
• • 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
  • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
  • B60W2530/209—Fuel quantity remaining in tank
• • 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
  • B60W2710/083—Torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/08—Electric propulsion units
  • B60W2710/086—Power

Definitions

• the invention relates to vehicles which are adapted to provide a torque supply function for at least one train and at least one approval function by consuming the power of at least one energy storage means.
• the invention concerns both the electrical energy storage means and the hydraulic or pneumatic energy storage means.
• an approval function is understood to mean a function implemented by at least one equipment embedded in a vehicle and intended to make more pleasant the driving of a vehicle for its driver and / or the comfort for the passengers of the vehicle.
• an approval function can be an anti-torque oscillation function, a transverse transmission clearance and gearbox play function, a gearshift function, a function of starting a driving machine participating in the torque supply function, or a train coupling function.
• some vehicles are arranged to provide a torque supply function for one or more trains (possibly wheels) and at least one approval function, by consuming the power of at least one energy storage means.
• the torque supply function can be provided by a heat engine, possibly with the assistance of at least one piece of equipment (such as a coupling means or an electric machine or a gearshift means), and / or at least one non-thermal driving machine.
• an approval function can consume either the power "directly” derived from a means of energy storage, or the power supplied by a heat engine which consumes for this purpose (in particular) power output "Directly" of a means of storing energy.
• the power of the energy storage means is made available to the driver regardless of the life situation and the state of the ) transmission chain (s). Therefore, the driver can request, if he wishes, the use of all available power in the storer to provide torque to the train (s) by fully depressing the accelerator pedal. which characterizes what is called the "will of the driver”).
• the power still available to the storer is insufficient to properly ensure at least one approval function, and thus the delivery of the latter is degraded (which translates for example by jerks, holes or shocks), or else nonexistent, which prevents the improvement of driving pleasure and / or comfort.
• the invention is therefore particularly intended to improve the situation.
• This control device is characterized by the fact that it comprises control means which, when at least the / an approval function must be provided in parallel with the torque supply function, allocate to this approval function at least a first part of the available power of the energy storage means and the torque supply function a second part of this available power, complementary to this first part, including when the torque supply function requires a power greater than this second part.
• control device may comprise other characteristics that can be taken separately or in combination, and in particular:
• the control means can, when at least the approval function is to be provided in parallel with an assistance of the engine, allocate to this approval function at least the first part of the available power of the energy storage means and assistance the second part of this available power;
• the control means may, when at least this approval function is to be performed in parallel with the torque supply function, allocate to this approval function the minus the first part of the available power of the energy storage means and the torque supply function the second part of this available power;
• control means can define the power allocation during a discharge phase of the energy storage means and during a recharging phase of the energy storage means by energy recovery in the vehicle;
• control means can define the power allocation as a function of a current state of a transmission chain of which the train is part and of the nature of the organ (s) performing at least one function accreditation.
• the invention also proposes a vehicle, possibly of automotive type, providing a torque supply function for at least one train and at least one approval function by consuming the power of at least one energy storage means, and comprising a control device of the type of that presented above.
• the vehicle according to the invention may comprise other features that can be taken separately or in combination, and in particular:
• each approval function can be chosen from a torque anti-oscillator function, a game passing function, a gearshift function, a starting function of a driving machine participating in the torque supply function, and a train coupling function;
• the energy storage means can store electrical energy and supply power to each approval function.
• it may comprise a heat engine participating in the torque supply function with the assistance of at least one power consuming equipment of this energy storage means, and providing power for the / each function. accreditation;
• each approval function can consume the power supplied by this energy storage means
• each driving machine can be selected from an electric motor, a hydraulic machine, a pneumatic machine and a flywheel.
• the invention also proposes a control method for controlling the allocation of the available power of at least one energy storage means of a vehicle which provides a torque supply function for at least one train and at least one amenity function, by consuming the power of this storage means energy.
• This method is characterized in that it comprises a step in which, when at least the / an approval function is to be performed in parallel with the torque supply function, this approval function is allocated at least a first part of the available power of the energy storage means and the torque supply function a second part of this available power, complementary to this first part, including when the torque supply function requires a power greater than this second part.
• FIG. 1 diagrammatically and functionally illustrates a vehicle comprising a hybrid transmission chain and a supervision computer equipped with a control device according to the invention
• FIG. 2 schematically illustrates, within a first diagram, curves of temporal evolutions of the acceleration of the vehicle in the presence of a will of the driver of a maximum power (d), respectively with (c2) and without (c3) implementation of the invention, and
• FIG. 3 diagrammatically illustrates, within a second diagram, curves of temporal evolution of the torque corresponding to the discharge power of a storer of the vehicle in the presence of the driver's will (d) of FIG. 2, respectively with (c4) and without (c5) implementation of the invention.
• the object of the invention is in particular to propose a DC control device intended, firstly, to equip a vehicle V capable of providing a torque supply function for at least one train and at least one approval function by consuming the power of at least one energy storage means (or storer), and, secondly, to control the allocation of the available power of this energy storage means.
• the vehicle V is automotive type. This is for example a car. But the invention is not limited to this type of vehicle. It concerns indeed everything type of vehicle capable of providing a torque supply function for at least one train and at least one approval function. Therefore, the invention relates not only to land vehicles, but also to ships and planes.
• FIG. 1 shows schematically a vehicle V comprising a transmission chain, a supervision computer CS capable of supervising (or managing) the operation of the transmission chain, and a DC control device according to the invention.
• the transmission chain is of hybrid type. It therefore comprises, in particular, a first non-thermal type motor machine MM1 and associated with first coupling means MC1 and a first energy storage means MS1, and a second thermal type motoring machine MM2, such as for example a heat engine, and associated at least with second coupling means MC2 and a fuel storage means (not shown).
• a non-thermal driving machine means a machine arranged to provide or recover torque to move a vehicle, either alone or in addition to at least one other possible thermal or non-thermal engine. Therefore, a non-thermal driving machine may for example be an electric machine (or motor), a hydraulic machine, a pneumatic machine (or compressed air), or a flywheel.
• a thermal driving machine is a heat engine consuming fuel or chemicals. It may in particular be a reactor, a turbojet engine or a chemical engine.
• a driving machine participates, alone or in combination with another driving machine, in the torque supply function of the vehicle V.
• the first motor machine MM1 is of the electric type. But it could also be a machine (or motor) hydraulic, or a machine (or motor) pneumatic (or compressed air), or a flywheel.
• the transmission chain here comprises, in addition to the first MM1 and second MM2 engines, first MC1 and second MC2 coupling means and first energy storage means MS1, at least one motor shaft AM, third coupling means MC3, and first AT1 and second AT2 transmission trees.
• the first energy storage means MS1 which supplies it is arranged to store electrical energy, for example at low voltage (typically 220). V).
• the first coupling means MC1 is here responsible for coupling / decoupling the first driving machine MM1 to / from the first transmission shaft AT1, on the order of the supervision computer CS, in order to communicate the torque that it generates and which is defined by a setpoint (torque or speed), thanks to the energy stored in the first storage means MS1, the first transmission shaft AT1.
• the latter (AT1) is coupled to a first train T1 (here wheels).
• the first train T1 is located at the rear of the vehicle V, and preferably, and as illustrated, coupled to the first transmission shaft AT1 via a first differential (here rear) D1. But in a variant this first T1 train could be located at the front of the vehicle V.
• the first coupling means MC1 may, for example, be a jaw mechanism or a clutch or a hydraulic torque converter or a brake. They can take at least two coupling states: a first (coupled) in which they provide the coupling of the first drive machine MM1 to the first transmission shaft AT1 and a second (decoupled) in which they uncouple the first drive machine MM1 of the first AT1 drive shaft. Note that they can also take an intermediate state (for example for a clutch slip).
• the second motor machine MM2 (here a heat engine) comprises a crankshaft (not shown) which is fixedly secured to the motor shaft AM to drive the latter (AM) in rotation.
• This heat engine MM2 is intended to provide torque for a second train T2 (here wheels), via at least the second MC2 and third MC3 coupling means.
• the second train T2 is located at the front of the vehicle V, and coupled to a second transmission shaft AT2, preferably, and as illustrated, via a second differential (here before) D2. But in the aforementioned variant this second train T2 could be located at the rear of the vehicle V.
• the second coupling means MC2 may, for example, be arranged in the form of a clutch. But it could also be a torque converter or a dog or a brake.
• the third coupling means MC3 may, for example, be gear change means.
• the latter (MC3) can, for example, be arranged in the form of a gearbox. They comprise a primary (or input) shaft AP intended to receive torque, and a secondary (or output) shaft intended to receive this torque via the primary shaft AP in order to communicate it to the second transmission shaft AT2 to which it is coupled and which is coupled indirectly to wheels (here before) of the vehicle V via the second differential D2.
• the gear change means MC3 could, for example, include at least one epicyclic gear comprising one, two or three synchronizers. It is recalled that the synchronizers make it possible to join two elements together in order to fix a torque and a speed on two of the three shafts of an epicyclic gear train.
• the transmission chain could comprise only a thermal driving machine associated with one of its trains, or only a non-thermal driving machine associated with one of its trains, or first and second non-thermal engines respectively associated with two of its trains, or a first non-thermal engine associated with a first train, a second thermal engine associated with a second train, and a third non-thermal engine; also associated with the second train.
• this third drive machine may be of the electric type, such as the first power engine MM1, and may be powered by the first energy storage means MS1. But she could be of another type. Thus, it could be a machine (or motor) hydraulic, a machine (or a motor) pneumatic (or compressed air), or a flywheel. Such a third driving machine may, for example, be at least responsible for intervening during the ratio changes of the shift means MC3. In this case, the third driving machine can be coupled to the second coupling means MC2 (in this case a clutch) and to the shift means MC3 (here a gearbox).
• the transmission chain comprises at least one non-thermal, for example electrical, drive machine
• the latter is associated with energy storage means (MS1) storing electrical energy and providing torque for at least one trains of his vehicle by consuming electrical energy.
• each approval function uses the power of the electrical energy storage means (MS1), directly or indirectly.
• the transmission chain comprises a thermal driving machine and at least one non-thermal, for example electrical, driving machine
• its thermal driving machine is associated with a fuel storage means and provides torque for at least one of the power trains.
• its vehicle by consuming fuel each non-thermal driving machine is associated with an energy storage means (for example electrical) (MS1) and provides torque for at least one of the trains of its vehicle by consuming fuel.
• electrical energy, and each approval function can directly use the power of the fuel storage means (transformed by the thermal engine) and / or the electrical energy storage means (MS1).
• the vehicle V comprises at least one electrical equipment responsible for performing at least one approval function, that is to say a function intended to make its driving more pleasant. his driver and / or comfort for his passengers.
• each approval function can be chosen from an anti-torque oscillation function, a transverse transmission clearance function and a transmission set function function. shifting, a starting function of a prime mover participating in the torque supply function, and a train coupling function.
• the transmission chain may also comprise a starter or an alternator-starter AD coupled to the heat engine MM2 and responsible for launching the latter (MM2) in order to allow it to start.
• This launch is done by means of electrical energy which is, for example and as illustrated without limitation, stored in second storage means MS2.
• These second storage means MS2 can be arranged in the form of a very low voltage battery (for example 12 V, 24 V or 48 V).
• the latter (MS2) can, for example, supply a network to which electrical equipment of the vehicle V is connected.
• Some of these electrical equipment can, for example, provide, alone or in combination, at least one approval function (especially in the case of a transmission chain called "mild-hybrid" (minimum level of hybridization)).
• the second storage means MS2 may, as shown in non-limiting illustration, be coupled to the first energy storage means MS1 and to the first power engine MM1 via a CV converter of the DC / DC type, so that they can be recharged. .
• the operations of the heat engine MM2, the first prime mover MM1, and the first MC1 and second MC2 coupling means can be controlled by the supervision computer CS.
• the latter (CS) is for example capable of operating the vehicle V in at least three different running modes.
• a first mode called "Zero Emission Vehicle” (or ZEV)
• ZEV Ziero Emission Vehicle
• the first engine MM1 is used to move the vehicle V.
• a second mode called “hybrid”
• the first engine MM1 is used in addition to the engine MM2 for move the vehicle V.
• the invention proposes a DC control device intended to control the allocation of the available power of one of its energy storage means, here the first MS1, and more precisely its distribution between the function of providing torque and the (at least one) function (s) of approval.
• the control device DC forms part of the supervision computer CS. But this is not obligatory.
• This DC control device could indeed be a device coupled to the supervision computer CS, directly or indirectly. Therefore, the DC control device can be realized in the form of software modules (or computer or "software”), or a combination of electronic circuits (or “hardware”) and software modules.
• a DC control device comprises MCT control means which are loaded, when at least the / an approval function must be provided in parallel with the torque supply function, to allocate:
• the MCT control means allow the allocation of the required power pr for the torque supply function , and the allocation of a power of between 0% and (pd - pr) for the approval function / functions.
• the control means MCT allow the allocation of p2 (here 80%) for the function of supply of torque, and the allocation of a power of between 0% and p1 (here 20%) for the approval function / functions.
• pr is always less than p2, even if the approval functions do not consume power. Thanks to this distribution of the available power pd, which imposes a minimum power p1 reserved for the approval functions, it is now certain that the latter can offer services ranging from minimum to maximum. Thus, it is certain to systematically improve the pleasure of driving and / or comfort, if necessary, including when the will of the driver indicates a maximum power requirement for the supply of torque (by total depression of the pedal accelerator).
• this request causes a rapid acceleration of the vehicle V to a maximum value, without oscillation in time, since the torque (c4) supplied to the first train T1, just after t1, results from the use for this first train T1 of the second part p2 of the available discharge power pd of the first storage means MS1 of the vehicle V (left linear part of c4); the first part p1 of this available discharge power pd being then used by the anti-torque oscillation function in addition to the second part P2 constant.
• the anti-torque oscillation function usually expresses its instantaneous torque requirement for the correction of the oscillations, and therefore it is necessary to convert this torque requirement into power when the energy storage means (or storer) MS1 provides an indication of its available power pd (and not its available torque).
• the use of the powers resulting from the allocation made by the control means MCT will depend on the arrangement of the transmission chain of the vehicle V.
• the energy storage means can store electrical energy
• the torque supply function can be provided at least by a heat engine with the assistance of at least one power consuming equipment of a means.
• energy storage for example electrical
• the approval function can be provided from the power provided by the energy storage means.
• the MCT control means allocate to this approval function at least the first part p1 of the available power pd of energy storage means (electrical) and this assistance the second part p2 of this available power pd.
• the torque supply function can be provided at least by a non-thermal power machine MM1 and power-consuming of the energy storage means (here the first MS1), and the approval function can be ensured. from the power provided by the energy storage means MS1.
• the MCT control means allocate to the approval function at least the first part p1 of the available power pd of energy storage means MS1 and the torque supply function the second part p2 of this available power pd.
• the MCT control means can define the power allocation as a function of the current state of the transmission chain to which the train T1 belongs and of the nature of the organs (or equipments) which provide the transmission functions. 'approval.
• the power required for a function of approval associated with an organ may depend on the nature of this organ.
• the approval function associated with a gearbox assisting a heat engine is likely to need more power to function properly than the approval function associated with a dog assisting the same engine.
• the two trains are likely to be associated respectively with two anti-torque oscillations functions.
• each train usually requires 5 kW for its anti-torque oscillations function
• p1 when only one of the two trains is coupled, only 5 kW (p1) is reserved for the anti-oscillation function associated with this coupled train (the other 5 kW are then available for the torque supply function). or for another accreditation function).
• the distribution p1 / p2 may be predefined (and therefore constant over time), or determined by the MCT control means dynamically (in real time) as a function of at least one internal or external parameter, such as the selected driving mode or possibly the weather conditions.
• the MCT control means can define the power allocation (or distribution p1 / p2) during a discharge phase of the energy storage means MS1 and during a charging phase of the MS1 energy storage medium. It is conceivable to use a first distribution p1 / p2 during a discharge phase, and a second distribution p1 7p2 '(different from the first) during a recharging phase.
• the invention can also be considered from the angle of a control method, which can be implemented in particular by means of a DC control device of the type presented above. Since the functionalities offered by the implementation of the method according to the invention are identical to those offered by the DC control device presented above, only the combination of main functionalities offered by the control method is presented hereinafter.
• This control method comprises a step in which, when at least the / an approval function has to be performed in parallel with the function for supplying torque, at least one first part p1 of the available power pd of the energy storage means MS1 (associated with the torque supply function) and this torque supply function are allocated to this approval function. a second part p2 of this available power pd, complementary to this first part p1, including when the torque supply function requires a power pr greater than this second part p2.
• the invention makes it possible to guarantee a good level of overall pleasure (driving and comfort) whatever the life situation and the state of the vehicle transmission chain.

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• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Human Computer Interaction (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=59325474

Family Applications (1)

Country Status (5)

Family Cites Families (8)

• 2017
  • 2017-05-11 FR FR1754137A patent/FR3066168B1/fr active Active
• 2018
  • 2018-04-17 WO PCT/FR2018/050967 patent/WO2018206872A1/fr unknown
  • 2018-04-17 CN CN201880030922.3A patent/CN110612239A/zh active Pending
  • 2018-04-17 EP EP18719987.2A patent/EP3621862A1/fr not_active Withdrawn
  • 2018-04-17 MA MA049328A patent/MA49328A/fr unknown

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