EP4021750A1 - Procede de protection d'un embrayage d'un vehicule hybride contre une surchauffe - Google Patents
Procede de protection d'un embrayage d'un vehicule hybride contre une surchauffeInfo
- Publication number
- EP4021750A1 EP4021750A1 EP20757386.6A EP20757386A EP4021750A1 EP 4021750 A1 EP4021750 A1 EP 4021750A1 EP 20757386 A EP20757386 A EP 20757386A EP 4021750 A1 EP4021750 A1 EP 4021750A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- clutch
- heat engine
- source
- analysis
- motor
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000013021 overheating Methods 0.000 title description 10
- 238000004458 analytical method Methods 0.000 claims abstract description 37
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- 239000007789 gas Substances 0.000 description 3
- 238000001816 cooling Methods 0.000 description 2
- 230000017525 heat dissipation Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
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- 238000003860 storage Methods 0.000 description 1
Classifications
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- 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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- 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
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- 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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- 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
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
-
- 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
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- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
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- 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
- B60W2510/02—Clutches
- B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
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- 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
- B60W2510/02—Clutches
- B60W2510/0291—Clutch temperature
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- 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
- B60W2510/0657—Engine torque
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- 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
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- 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
- B60W2710/02—Clutches
- B60W2710/027—Clutch torque
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- 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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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- 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
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- 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
- TITLE PROCESS FOR PROTECTING A CLUTCH OF A HYBRID VEHICLE AGAINST OVERHEATING
- the present invention relates to a method for protecting a clutch of a hybrid vehicle comprising a heat engine, at least one other drive source comprising an energy store, the clutch connecting at least the heat engine to at least one shaft of the engine. drive the wheels of the vehicle, the clutch being protected against overheating.
- a hybrid vehicle comprising a heat engine, at least one other driving source comprising an energy store, a clutch connecting at least the heat engine to at least one drive shaft of the wheels of the vehicle.
- the other motor source (s) have two actuation modes: a motor mode in which they supply energy so as to deliver a traction or assistance torque to the heat engine and a generator mode in which they store energy supplied by the heat engine via the energy store.
- the heat engine and the other drive source (s) respectively provide heat engine torque and traction or assistance torque intended to meet an instantaneous drive power demand from the driver of the vehicle.
- a means of analysis and control capable of controlling the heat engine and the other motor source (s) is also provided.
- a virtual limitation of the heat engine is set by the analysis means. Above the virtual limitation, the analysis and control means require the other motor source (s) to operate at least partially in motor mode.
- the driver's instantaneous motive power demand is then given priority so that if traction or assistance torque is required or Desirable in response to this desire, the analysis and control means at least partially switch the other driving source (s) to motor mode the time it takes to meet the demand for instantaneous driving power.
- the driving source (s) capable of functioning as generators may be placed between the clutch and the wheels of the hybrid vehicle or directly on the wheels. In some life situations it is necessary to use the clutch.
- This clutch heats up when it is sliding, the energy dissipated in the sliding clutch being equal to the integral of the power dissipated between the crankshaft and the drive shaft of the wheels, this dissipated power being able to be calculated by the product of the speed difference upstream and downstream of the clutch and of the torque transmitted by said clutch.
- the clutch heating is very important especially as its cooling system is small.
- the problem at the basis of the invention is, for a hybrid vehicle comprising at least one motive source other than thermal and a thermal engine connected to at least one drive shaft by a clutch, to prevent the Clutch does heat up in certain driving life situations of the vehicle.
- the present invention relates to a method for protecting a clutch of a hybrid vehicle comprising a heat engine, at least one other drive source comprising an energy store, the clutch connecting at least the heat engine to at least one heat engine.
- at least one drive shaft of the wheels of the vehicle said at least one other driving source having two actuation modes, an engine mode in which it supplies energy so as to deliver a traction or assistance torque to the engine heat source and a generator mode in which it stores energy supplied by the heat engine via the energy store, the heat engine and said at least one other driving source providing respectively a heat engine torque and a traction torque or assistance intended to respond to a demand for instantaneous motive power on the part of the driver, an analysis and control means being able to control the heat engine and said at least one other motive source, a virtual limitation of the heat engine being set by the analysis means above which limitation the analysis and control means requires said at least one other motive source to operate at least partially in engine mode, the instantaneous motive power demand on the part of the driver then being a priority so
- the principle underlying the present invention is to reduce the torque transmitted by the clutch by applying at least one motor source other than the heat engine. It is then possible to control the power dissipated because the torque from the other driving source is calculated so that the power to be transmitted to the clutch does not exceed a value equivalent to the heat dissipation value of the clutch. At least when a detected clutch temperature is above the maximum temperature means that the changeover is mandatory above the maximum temperature. On the other hand, in an optional embodiment, a partial tilting can take place below this predetermined maximum temperature, as will be notified later.
- the maximum temperature can be 180 ° C or above 180 ° C depending in particular on the model of the clutch.
- the dissipable power is then to be kept below a certain value, for example, below 10 kWatt, which is achieved by at least partial switching of said at least one other motor source to motor mode.
- the limitation of the heat engine for the distribution of torque is deceived in the management of the distribution between the engine and one or more driving sources when the temperature of the clutch exceeds a predetermined maximum temperature.
- the torque setpoint is performed by the heat engine up to the virtual limitation of the heat engine.
- the other motor source (s) are used either in addition to the heat engine working at reduced power or either with a heat engine stopped.
- the virtual limitation of the engine is a function of a criterion depending on the temperature of the clutch in order to protect it.
- This virtual limitation for the protection of the clutch depends on the temperature of the clutch, on the speed difference between the drive shaft and the crankshaft of the heat engine. The lower the delta speed, the greater the torque that can be transmitted before use of the motor source (s), since the dissipated energy will not be greater. With this mechanism, a certain maximum power of dissipation is authorized in the clutch. When the temperature of the clutch is close to its maximum temperature, the maximum permitted power will be close to the heat dissipation power of the clutch.
- the torque transmitted by the clutch can be reduced to zero in extreme weather conditions and the time that a delta clutch speed is completely canceled.
- a dissipable power may have to be maintained below 10 kWatt to avoid heating of the l. 'clutch.
- the dissipable power at 150 ° C can go up to 40 to 50kWatt before a gradual changeover. Below 100 ° C, the dissipable power may not be regulated by a changeover.
- a torque is determined as a function of the speed so as not to exceed a predetermined maximum dissipable power for a given temperature.
- the analysis and control means first of all require the heat engine not to supply the energy store when the detected temperature of clutch is above the minimum clutch temperature.
- the virtual limitation also takes into account two load thresholds of the energy store predefined in the analysis and control means, one being defined as a priority load threshold and the other being defined as a threshold of shed load, the priority load threshold being lower than the shed load threshold, with when the analysis and control means determines that a load level of the energy store is lower than the priority load threshold and that the detected temperature of the clutch is greater than the minimum temperature, the analysis and control means reduces or cancels the at least partial tilting of said at least one other driving source and keeps the heat engine in operation.
- said at least one other driving source comprises at least two other driving sources connected respectively to a drive shaft, a first of said at least two other driving sources being switched as a priority to said at least one second source.
- said at least one second source is also switched.
- the invention also relates to an assembly of a heat engine, of at least one other driving source comprising an energy store, of a clutch connecting at least the heat engine to at least one drive shaft of the vehicle wheels. and an analysis and control means, remarkable in that it implements such a method for protecting the clutch.
- said at least one other driving source is an electrical machine, the energy store being at least one battery.
- the present invention relates to a hybrid motor vehicle, remarkable in that it comprises such an assembly.
- the present invention allows protection of the clutch by controlling its temperature as well as controlling electrical energy, optimizing the cooling system with little or no impact on the performance and control of traction. For a four-wheel drive vehicle, there is no impact on the distribution between front driveshaft and rear driveshaft.
- the motor vehicle is a four-wheel drive vehicle with a front drive shaft coupled to a front electric machine and a shaft.
- rear drive coupled to a rear electric machine, the analysis and control means having priority front electric machine tilting means relative to the rear electric machine tilting means.
- FIG 1 is a diagram of a hybrid vehicle that can implement the method of protection against overheating of a clutch of a heat engine according to the present invention
- FIG 2 shows an embodiment of a flowchart of the protection method according to an embodiment of the present invention in the case of a hot clutch with respectively sufficient and insufficient energy storage load ,
- FIG 3 shows torque curves provided by a heat engine and two electric machines front and rear as well as virtual limits with and without implementation of the method according to the invention
- Figure 4 shows three groups of power curves supplied by a heat engine and at least one source other than heat for a four-wheel drive motor vehicle in various cases with and without implementation of the method according to l 'invention.
- the present invention relates to a method for protecting a clutch 4 of a hybrid vehicle comprising a heat engine 2, at least one driving source 10, 18 other than heat, hereinafter referred to as other source. motor and comprising an energy store 12, the clutch 4 connecting at least the heat engine 2 to at least one wheel drive shaft 8, 26 of the vehicle.
- the present invention relates more particularly to an architecture in which the take-off clutch is positioned between the other drive source (s) 10, 18 and the heat engine 2. If a gearbox is closed, then the drive source (s) 10, 18 can be connected directly to the wheels 8, 26.
- the motor source or sources 10, 18 can advantageously be electric machines but can be replaced, for example, by pneumatic or hydraulic technology.
- the clutch 4 can be controlled so as to respond to a request from this strategy.
- a transmission 6 having different speed ratios and connected to the front driving wheels 8 of this vehicle.
- An exhaust line 50 has means capable of treating the exhaust gases, including in particular the unburnt gases, coming from the combustion chamber of the heat engine 2, such as for example a particulate filter and / or an oxidation catalyst .
- the input shaft of the transmission 6 receiving the movement of the clutch 4 has as another driving source a front traction electric machine 10 powered by a second low voltage traction battery 12, as an energy store. In this way, the front electric machine 10 can deliver torque to the driving wheels 8 without going through the clutch 4, using the different speed ratios offered by the transmission 6.
- An on-board charger 14 can be connected by an external socket 16 to an electricity distribution network, to recharge the second traction battery 12 when the vehicle is stationary.
- the second traction battery 12 has a low voltage, which may for example be 220 or 300 volts.
- the second traction battery 12 also supplies a rear electric traction machine 18 successively connected by a reduction gear 20 and a clutch system 22, to a rear differential 24 distributing the movement towards the rear wheels 26 of the vehicle.
- the battery of the very low voltage auxiliary circuit 34 also called the first battery as opposed to the second traction battery 12, can be charged by a DC / DC voltage converter 36, receiving electrical energy from the second traction battery. 12 or a front 10 or rear 18 electric machine if the energy level of this second traction battery 12 is insufficient.
- the electric machines 10, 18 work as a generator, delivering braking torque, to recharge the second traction battery 12 and recover energy.
- An analysis and control means controls the operation of such a powertrain to meet the demands of the driver while optimizing energy consumption and emissions of polluting gases according to conventional strategies.
- the second traction battery 12 constitutes the energy store according to the invention while the assembly formed by the electric machine before traction 10 and the rear electric traction machine 18 constitutes the other driving source according to the invention.
- the other motor source or sources 10, 18, namely for example the electric machines of FIG. 1, have two modes of actuation.
- the first mode is an engine mode in which they supply energy so as to deliver traction or assistance torque to the heat engine 2.
- the second mode is a generator mode in which they store the energy supplied by the heat engine 2 via the energy store 12.
- the heat engine 2 and the other drive source (s) 10, 18 respectively provide heat engine torque and traction or assistance torque intended to meet an instantaneous drive power demand on the part of the driver.
- the analysis and control means are able to control the heat engine 2 and the other motor source (s) 10, 18.
- a virtual limitation of the heat engine 2 is set by the analysis means.
- the analysis and control means require the other motor source (s) 10, 18 to operate at least partially in motor mode, the demand for instantaneous motor power on the part of the driver then having priority. so that if a traction or assistance torque is necessary or desirable in response to this desire of the driver expressed as a torque in Newton meters (Nm), the analysis and control means at least partially switch the other (s) motor sources 10, 18 in motor mode, the time to meet the demand for instantaneous motor power.
- At least partial means that in the case of several other driving sources 10, 18 only part of the other driving sources can be switched.
- the virtual limitation takes into account at least one effective temperature of the clutch 4 as well as a speed difference between a crankshaft associated with the heat engine and said at least a drive shaft.
- a maximum temperature of the clutch 4 is thus predetermined so as not to irreversibly damage this clutch.
- the at least partial switching of the other driving source (s) 10, 18 in engine mode takes place when a detected temperature of the clutch 4 is greater than the predetermined maximum temperature of the clutch 4 and in the presence of a deviation. speed between upstream and downstream of the clutch, a source of clutch heating. The torque transmitted by the clutch and consequently the torque supplied by the heat engine 2 are then reduced, or even canceled.
- Tipping is more suitable for low engine speed. Conversely, with a hot clutch and high speed, therefore with the clutch closed, it is however possible to continue to use the heat engine 2 without increasing the temperature of the clutch 4.
- the other driving source (s) 10 and 18 are therefore used to limit the overheating of the clutch 4.
- the heat engine 2 is then less stressed, which makes it possible to reduce the energy dissipated in the clutch 4.
- the torque transmitted by clutch 2 can be reduced until it is canceled, with heat engine 2 stopped.
- the heat engine 2 also supplies the energy store 12 during its operation via the alternator or starter-alternator, which can also heat up the clutch 4. To anticipate maximum heating of the clutch 4 or slow down this heating. , it can be envisaged to implement at least partial and progressive switching of the other motor source (s) 10, 18 in motor mode from a predetermined minimum temperature 50% lower than the maximum temperature.
- the analysis and control means can first of all require the heat engine not to supply the energy store 12 when the temperature is reached. detected of clutch 4 is higher than the minimum temperature of clutch 4. Heat engine 2 is then less stressed and heats up less like clutch 4.
- this at least partial tilting can take place before this maximum temperature is reached when a clutch heating gradient is important by leading to a too rapid foreseeable reaching of the maximum temperature of the clutch.
- the determination of an excessively large heating gradient is within the competence of those skilled in the art, in particular taking into account the model of the clutch.
- the virtual limitation can also take into account two load thresholds of the energy store 12 predefined in the analysis and control means.
- a first threshold can be defined as a priority load threshold and a second threshold can be defined as a shed load threshold.
- the priority load threshold is lower than the load shedding threshold.
- the means of analysis and control can reduce or cancel the at least partial tilting of said at least one other driving source 10, 18 and keeps the heat engine 2 in operation.
- FIG. 2 shows a flowchart of the protection method according to the present invention.
- Reference C symbolizes a hot clutch. It is then possible to proceed either with no luring of the target recharging power, which is referenced A, this in the case where the charge of the energy store is insufficient or with a luring of the target recharging power, which is referenced B in the case where the charge of the energy store is sufficient.
- the second source 18 is also switched. This applies consecutively to several other power sources present in the hybrid vehicle.
- the present invention also relates to an assembly of a heat engine 2, at least one other motor source 10, 18 comprising an energy store 12, a clutch 4 connecting at least the engine thermal 2 to at least one drive shaft of the vehicle wheels and of an analysis and control means.
- the assembly thus produced implements a method for protecting the clutch 4 as previously described, essentially by means of calculation present in the analysis and control means for determining the virtual limitation as a function of the temperature. measured by a temperature sensor or estimated of the clutch and the speed deviation measured by sensors of rotation of the crankshaft and the shaft or shafts of wheels.
- the other driving source (s) 10, 18 can be electrical machines, the energy store 12 being able to be at least one battery.
- the present invention relates to a hybrid motor vehicle comprising an assembly as described above.
- the motor vehicle may be a four-wheel drive vehicle with a front drive shaft coupled to a front electric machine 10 and a rear drive shaft coupled to a rear electric machine 18.
- Each other driving source 10, 18 can be located between the clutch 4 of the motor vehicle and the wheels, or directly on the wheels.
- the analysis and control means may have tilting means of the front electric machine 10 with priority over the tilting means of the rear electric machine 18. This is not, however, limiting.
- the virtual limitation for the protection of the clutch 4 depends on the temperature of the clutch and the speed difference between the input shaft and the crankshaft.
- the rejection here preferably takes place on the front electric machine 10 despite the fact that the rear electric machine 18 frequently has better efficiency.
- the energy store 12 can be a traction battery.
- the strategy of unloading the heat engine either by disconnecting it from the alternator-starter or by reducing the torque supply power cannot be applied so as not to empty the traction battery.
- the front electric machine is used to compensate for the hot clutch 4 despite the rear electric machine having priority because this avoids a torque distribution impact.
- Figure 3 shows two series of torque curves C in Newtons. meter (N.m).
- the C TAV curve is the front axle torque curve
- the C TAR curve is the rear axle torque curve. It is visible that the upper horizontal line symbolizing the virtual limit Ls without implementation of the method for protecting the clutch from overheating is greater than the lower horizontal line symbolizing the virtual limit L with implementation of the method.
- the consMth curve is the torque setpoint curve transmitted by the clutch
- the AR advise curve is the torque reference curve supplied by the rear electric machine
- the AV advise curve is the curve of torque setpoint supplied by the front electric machine.
- the virtual limit Ls is the virtual limit without implementation of the method for protecting the clutch from overheating and is greater than the virtual limit L with the implementation of the method.
- the references Le AV and Le AR are respectively the virtual limits of the front electric machine and of the rear electric machine.
- Figure 4 shows three groups of power curves P in kWatt (kW) as a function of time t in seconds (s) for a motor vehicle with a heat engine and at least one motive source other than heat, the vehicle being four wheels motor.
- the first group of curves shows a raw priority power curve Pp b, a priority power curve as a function of a clutch temperature Pp T and a minimum priority power curve for the protection of the load contained in the storage device d energy Ppmi.
- the second series of curves below the first series shows a minimum priority power curve for the protection of the load contained in the energy store, a raw priority power curve and a priority power curve as a function of a temperature. of the clutch in analogy with the first series of curves but without these three curves being referenced.
- the second set of curves shows a synthetic priority power curve for the protection of the Psp clutch.
- the third series of curves below the second series shows a minimum priority power curve for the protection of the load contained in the energy store, a raw priority power curve and a priority power curve. as a function of a clutch temperature in analogy with the first and second series of curves but without these three curves being referenced.
- the third series of curves shows a final coordinated Ppfc priority power curve.
- the clutch heats up. The power to be taken from the heat engine is limited or even canceled by the electrical system including the energy store in order to prevent the clutch from slipping further.
- the clutch heats up.
- the final power is finally reduced if the priority load threshold is exceeded.
- This reduction can preferably be done at low speed because with a hot clutch and a high speed whereby the clutch is closed, it is possible to continue charging the energy store without causing an increase in the temperature of the clutch.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1909565A FR3100198B1 (fr) | 2019-08-30 | 2019-08-30 | Procede de protection d’un embrayage d’un vehicule hybride contre une surchauffe |
PCT/FR2020/051383 WO2021038151A1 (fr) | 2019-08-30 | 2020-07-28 | Procede de protection d'un embrayage d'un vehicule hybride contre une surchauffe |
Publications (1)
Publication Number | Publication Date |
---|---|
EP4021750A1 true EP4021750A1 (fr) | 2022-07-06 |
Family
ID=68211096
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20757386.6A Pending EP4021750A1 (fr) | 2019-08-30 | 2020-07-28 | Procede de protection d'un embrayage d'un vehicule hybride contre une surchauffe |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP4021750A1 (fr) |
CN (1) | CN114286771A (fr) |
FR (1) | FR3100198B1 (fr) |
WO (1) | WO2021038151A1 (fr) |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2970927B1 (fr) * | 2011-02-02 | 2013-08-02 | Peugeot Citroen Automobiles Sa | Procede de protection d'un embrayage de vehicule et vehicule associe |
CN104520156A (zh) * | 2012-09-06 | 2015-04-15 | 爱信艾达株式会社 | 车辆用驱动装置的控制装置 |
FR3068942B1 (fr) * | 2017-07-13 | 2019-08-02 | Psa Automobiles Sa | Procede de demarrage d’un vehicule hybride avec une puissance de batterie augmentee |
-
2019
- 2019-08-30 FR FR1909565A patent/FR3100198B1/fr active Active
-
2020
- 2020-07-28 EP EP20757386.6A patent/EP4021750A1/fr active Pending
- 2020-07-28 WO PCT/FR2020/051383 patent/WO2021038151A1/fr unknown
- 2020-07-28 CN CN202080060228.3A patent/CN114286771A/zh active Pending
Also Published As
Publication number | Publication date |
---|---|
FR3100198B1 (fr) | 2022-07-15 |
FR3100198A1 (fr) | 2021-03-05 |
CN114286771A (zh) | 2022-04-05 |
WO2021038151A1 (fr) | 2021-03-04 |
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