EP3700767A1 - Method for monitoring the start time of a heat engine - Google Patents
Method for monitoring the start time of a heat engineInfo
- Publication number
- EP3700767A1 EP3700767A1 EP18785313.0A EP18785313A EP3700767A1 EP 3700767 A1 EP3700767 A1 EP 3700767A1 EP 18785313 A EP18785313 A EP 18785313A EP 3700767 A1 EP3700767 A1 EP 3700767A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- forc
- force
- pwt
- state
- engine
- 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- Withdrawn
Links
- 238000000034 method Methods 0.000 title claims abstract description 17
- 238000012544 monitoring process Methods 0.000 title abstract description 3
- 230000007704 transition Effects 0.000 claims abstract description 5
- 238000001514 detection method Methods 0.000 claims description 13
- 230000004913 activation Effects 0.000 claims description 6
- 230000008859 change Effects 0.000 claims description 5
- 230000001133 acceleration Effects 0.000 description 5
- 239000003344 environmental pollutant Substances 0.000 description 4
- 231100000719 pollutant Toxicity 0.000 description 4
- 241001269524 Dura Species 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- 238000010397 one-hybrid screening Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
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
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
-
- 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
- B60W2510/08—Electric propulsion units
- B60W2510/083—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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2300/00—Control related aspects of engine starting
- F02N2300/20—Control related aspects of engine starting characterised by the control method
- F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
-
- 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
Definitions
- the present invention relates to controlling the starting of a heat engine in a hybrid vehicle.
- it relates to a method for controlling the start-up time of a hybrid vehicle powertrain engine during the passage of a current electrical kinematic state, in which an electric machine alone ensures the traction of the vehicle on a target hybrid drivetrain state, wherein the traction of the vehicle is provided simultaneously by at least one engine and one electric machine.
- a hybrid mode is generally a more capacity mode in terms of torque level, an all-electric mode.
- the transition from an electric mode to a hybrid mode is a recurring event on a hybrid vehicle, which can happen in the case of a strong demand for acceleration of the driver involving a start of the engine if it was off. It involves a torque request that is both important and fast to reach, in response to the driver's demand for acceleration.
- a transition from an electric mode to a hybrid mode can also occur without demand for performance, which implies that the electrical power is sufficient to tow the vehicle, and that the engine is started only for ancillary reasons (conservation of an instantaneous power reserve for example). In such a case, it is not necessary that the required torque to the engine is large or fast to reach, because its start is not a necessity to meet the demand for acceleration of the driver.
- Publication US 8 204 659 teaches a method of controlling the starting of an engine, which involves the choice of the gear ratio to be engaged according to the acceleration request. This method determines whether the engine should be started or not, but not how quickly it should be started.
- US Pat. No. 7,578,364 discloses modulating the ignition parameters of the engine according to the position of the pedal: the method described thus determines whether the type of starting must be fast or slow.
- the start-up phases are critical for the emission level of pollutants. Knowing that a large and rapid torque demand emits more pollutant than a low and slow torque demand, it is desirable to optimize the torque required for the combustion engine when starting according to the need which has get started.
- the present invention aims in particular to determine whether the starting of the heat engine of a hybrid GMP is imposed to satisfy a request for acceleration of the driver (performance requirement), or for other reasons.
- This strategy is based on the construction of a Boolean that allows the couple's management strategies to know the reason for the type of startup, in order to optimize the level of pollutant emitted during the start of the engine.
- Hybrid / thermal traction power train It can be used on all hybrid vehicles equipped with an automatic gearbox having at least one electric motor and a heat engine, making it possible to establish at least one electrical traction drive train condition and at least one drive state.
- Hybrid / thermal traction power train Hybrid / thermal traction power train.
- FIG. 1 is a logic diagram of the strategy developed
- a kinematic chain state is defined as a combination of coupler (s) and gearbox (s) specific to a given vehicle architecture.
- the progress of the strategy is shown in FIG. 1. It is a method for controlling the start-up time of a hybrid vehicle powertrain engine (GMP) during the passage of a kinematic chain state.
- GMP hybrid vehicle powertrain engine
- electrical current in which an electric machine alone ensures the traction of the vehicle
- target hybrid kinematic chain state wherein the traction of the vehicle is ensured simultaneously by at least one engine and an electric machine.
- the first step F1 consists in defining a time window during which it is possible to detect whether the start of the heat engine is linked to a performance request or not.
- the energetic type of traction of the state of the kinematic chain is called "kinematic state typing": this state can be purely electric (EV), purely thermal (TH) or hybrid (HYB).
- EV purely electric
- TH purely thermal
- HYB hybrid
- the change of state is a transition from an electrical current state to a hybrid target state, that the heat engine is off during this change of state, and that its start is required to achieve the target state.
- the detection time window (ENG_STA_PERF_WIN) is activated. It is considered that the heat engine is started to provide a power instead / in addition of / electrical machines currently connected to the wheel previously used (s) in the state of previous kinematic chain (DLS_TGT_PREV).
- a shorter start time is imposed on the heat engine during the activation of the window
- the purpose of the F2 function is to define the maximum force (FORC_MAX_DLS_TGT_PREV) of the previous target driveline state (DLS TGT PREV), in order to be able to compare it with the force request to which the powertrain must respond (FORC_PWT_REQ).
- the maximum force of the previous target state (DLS TGT PREV) is calculated from a vector (FORC MAX DLS) (developed independently of this strategy), representing the set of maximum forces achievable on the possible kinematic chain states of the power train.
- the force (FORC_MAX_DLS_TGT_PREV) is the maximum force achievable by the electrical machine (s) on the previous EV type power train condition (current state).
- the function F3 consists of comparing the force (FORC_MAX_DLS_TGT_PREV) with the force that the powertrain must realize (FORC PWT REQ).
- the strength of the power train (FORC PWT REQ) is determined by the driver's demand for power, or and / or strategies that affect the power the power train must provide: cruise control, speed limiter, etc. This comparison makes it possible to determine the difference of force (FORC TRAC DIF), which the powertrain can not realize on the previous kinematic chain state of type EV.
- the function F4 makes it possible to define whether turning on the engine on the new power train condition will, by a force input, achieve the required power for the powertrain, and if this input is sufficient to justify starting the engine. which involves higher pollutant emissions.
- FORC DIF ALLOW another parameter (FORC DIF ALLOW) intervenes, representing the gain of force from which it is justified to require a start typed performance.
- the force gain (FORC TRAC DIF) is determined by comparing the maximum force achievable by the electric machine (FORC_MAX_DLS_TGT_PREV) on the current electrical state, and the force (FORC PWT REQ) to be realized by the GMP.
- FORC_DIF_ALLOW is subtracted from FORC TRAC DIF. If the difference is positive, the starting of the heat engine provides the necessary force to achieve the force required to the powertrain (FORC PWT REQ) that can not provide the / the electrical machines on the previous kinematic chain state (current state ) DLS TGT PREV. If the difference is negative, the electrical machines respond to the realization of the force required to the power train without intervention of the engine.
- the F5 function is used to define whether the required startup is typed "performance".
- performance The fact that without the engine, the electric machine (s) are, or are not, capable of providing the required power to the power train (FORC PWT REQ) and that the contribution of the engine is negligible is represented in a boolean ( FORC_PWT_NOT_RES). This Boolean is TRUE when both of the following conditions are met:
- the electric machine is not capable of providing the required force to the FORC_PWT_REQ power train, and
- the input of the engine is not negligible.
- the start time is shorter, according to the "performance typing", when the difference between the force gain to be developed and the reference force gain, (FORC_TRAC_DIF) - (FORC_DIF_ALLOW), is positive . According to the policy, it is shorter if the Boolean (FORC_PWT_NOT_RES) is TRUE while the window detection (ENG_STA_PERF_WIN) is active, only in other cases.
- FIG. 2 illustrates this strategy, in a phase of activation and then deactivation of the start request of the heat engine for a reason of performance.
- the target kinematic state is EV. Engine is off (ENG_STT_STOP). Its start is required to go to the next state (DLS ENG STA REQ). All the conditions are met to activate the detection phase of a start of the engine for reasons of performance (or not).
- the maximum detection time comes to an end (WIN DURA).
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1760036A FR3072630B1 (en) | 2017-10-24 | 2017-10-24 | PROCESS FOR CHECKING THE STARTING TIME OF A THERMAL ENGINE |
PCT/EP2018/077189 WO2019081182A1 (en) | 2017-10-24 | 2018-10-05 | Method for monitoring the start time of a heat engine |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3700767A1 true EP3700767A1 (en) | 2020-09-02 |
Family
ID=60515684
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18785313.0A Withdrawn EP3700767A1 (en) | 2017-10-24 | 2018-10-05 | Method for monitoring the start time of a heat engine |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3700767A1 (en) |
CN (1) | CN111344202A (en) |
FR (1) | FR3072630B1 (en) |
WO (1) | WO2019081182A1 (en) |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2005006395A (en) * | 2003-06-11 | 2005-01-06 | Nissan Motor Co Ltd | Start driving force controller of hybrid vehicle |
US7013213B2 (en) * | 2004-05-12 | 2006-03-14 | Ford Global Technologies, Llc | Method for controlling starting of an engine in a hybrid electric vehicle powertrain |
JP4315094B2 (en) | 2004-11-02 | 2009-08-19 | 日産自動車株式会社 | Hybrid vehicle engine start control device |
WO2007102762A1 (en) * | 2006-03-09 | 2007-09-13 | Volvo Technology Corporation | Hybrid powertrain |
US8204659B2 (en) | 2007-03-12 | 2012-06-19 | Nissan Motor Co., Ltd. | Engine start control system for hybrid vehicle |
JP4877382B2 (en) * | 2009-11-20 | 2012-02-15 | トヨタ自動車株式会社 | Hybrid vehicle and control method thereof |
FR2979090B1 (en) * | 2011-08-17 | 2013-09-20 | Peugeot Citroen Automobiles Sa | METHOD FOR CONTROLLING TORQUE IN ELECTRIC MODE IN A HYBRID MOTOR VEHICLE |
US9205833B2 (en) * | 2011-10-28 | 2015-12-08 | Nissan Motor Co., Ltd. | Control device for hybrid vehicle |
JP5724975B2 (en) * | 2012-09-18 | 2015-05-27 | トヨタ自動車株式会社 | Control device for vehicle |
FR3002984B1 (en) * | 2013-03-05 | 2015-04-03 | Peugeot Citroen Automobiles Sa | MOTOR VEHICLE HEAT ENGINE LUBRICATING OIL CIRCUIT PRESSING DEVICE |
JP2015077867A (en) * | 2013-10-16 | 2015-04-23 | トヨタ自動車株式会社 | Hybrid vehicle |
KR101619212B1 (en) * | 2014-09-25 | 2016-05-10 | 현대자동차 주식회사 | Control mehtod of hybrid vehicle |
-
2017
- 2017-10-24 FR FR1760036A patent/FR3072630B1/en active Active
-
2018
- 2018-10-05 WO PCT/EP2018/077189 patent/WO2019081182A1/en unknown
- 2018-10-05 CN CN201880073530.5A patent/CN111344202A/en active Pending
- 2018-10-05 EP EP18785313.0A patent/EP3700767A1/en not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
FR3072630A1 (en) | 2019-04-26 |
CN111344202A (en) | 2020-06-26 |
FR3072630B1 (en) | 2020-11-13 |
WO2019081182A1 (en) | 2019-05-02 |
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Owner name: NISSAN MOTOR CO., LTD. Owner name: RENAULT S.A.S |
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