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
  • 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
  • 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
• • 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
  • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
• • 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
  • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
• • 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
• • 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
  • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
• • 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
  • B60W2050/0062—Adapting control system settings
  • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
• • 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
  • B60W2050/0062—Adapting control system settings
  • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
  • B60W2050/0083—Setting, resetting, calibration
  • B60W2050/0088—Adaptive recalibration
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2300/00—Purposes or special features of road vehicle drive control systems
  • B60Y2300/43—Control of engines
• • 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 invention relates to vehicles comprising a hybrid powertrain, and more specifically to the control of the starting torque threshold of the thermal motive machine of the powertrain during a journey.
• hybrid powertrain is meant here a powertrain (or GMP) comprising a first thermal drive machine and a second non-thermal drive machine and using energy stored in an energy storage device during travel.
• primary mover is understood here to mean a machine arranged so as to provide or recover torque to move a vehicle, either alone or in addition to at least one other thermal or non-thermal motor machine.
• a non-thermal prime mover can, for example, be an electric machine (or motor), a hydraulic machine, a pneumatic (or compressed air) machine, or a flywheel.
• a heat engine machine can, for example, be a heat engine.
• the energy storage device is a rechargeable battery.
• Some vehicles include a hybrid powertrain in which the first prime mover (thermal) and / or the second prime mover (non-thermal) can be put into operation in order to move them along a path.
• the second driving machine being less polluting than the first driving machine, a strategy intended to use the second driving machine as much as possible is implemented in a hybrid fuel-powered vehicle.
• a starting torque threshold for the first prime mover is used which is predefined, and therefore constant.
• the torque determined to move the vehicle remains below this threshold, only the second driving machine is operated, and when this determined torque becomes greater than this threshold, the first driving machine and possibly the second are operated. driving machine.
• a drawback of this operating mode lies in the fact that it does not guarantee that the vehicle will reach its final destination having consumed as much as possible of the energy stored in its energy storage device (up to a threshold minimum predefined). Indeed, on certain journeys the vehicle can very quickly find itself with a quantity of stored energy equal to the minimum threshold, even though it is still far from its final destination, and on certain other journeys the vehicle can reach its destination. final by having a quantity of stored energy which is still (very) higher than the minimum threshold.
• the current operating mode does not allow the amount of stored energy to converge towards the minimum threshold (corresponding to a need for recharging), and therefore does not allow fuel consumption to be optimized).
• the current operating mode does not make it possible to maintain a movement phase with the second driving machine at the end of a journey if the situation allows it (for example for urban traffic).
• One of the aims of the invention is therefore to improve the situation.
• a control method intended to be implemented in a vehicle comprising a powertrain comprising a first driving machine, thermal, and a second driving machine, non-thermal and supplied with energy by a storage device. 'energy.
• This control method is characterized by the fact that it includes a step in which, in the presence of a determined route for the vehicle:
• a first starting torque threshold of the first driving machine is used, which promotes movement of the vehicle by means of the second driving machine, while if this determined necessary energy is greater than this available energy, a second starting torque threshold of the first prime mover is used which is strictly lower than the first threshold and promoting movement of the vehicle by means of the first prime mover.
• the second prime mover is requested to be used, and as long as the total torque requested is greater than the second (very low) threshold, it is requested that the first prime mover is started.
• control method according to the invention can include other characteristics which can be taken separately or in combination, and in particular: - in its step, a subdivision of the path can be determined into first, second, third, fourth and fifth parts;
• the first part can be associated with a first average speed of circulation less than 30 km / h
• the second part can be associated with a second average speed of circulation higher than the first average speed of circulation and lower than 50 km / h
• the third part can be associated with a third average speed of circulation higher than the second average speed of circulation and lower than 70 km / h
• the fourth part can be associated with a fourth average speed of circulation higher than the third average speed of circulation and less than 90 km / h
• the fifth part can be associated with a fifth average speed of circulation higher than the fourth average speed of circulation;
• the energy required in its step, can be determined by means of a law which is a function of an average speed expected on the path;
• the energy required can be determined by determining each quantity of average partial energy required to travel each part of the path as a function of an adjustable parameter multiplied by the distance associated with this part, then by adding all these determined quantities;
• - in a third embodiment in its step it is possible to determine a first necessary energy by means of a law which is a function of an average speed expected on the path, and a second necessary energy by determining each quantity of partial energy necessary average to travel each part of the path according to an adjustable parameter multiplied by the distance associated with this part, then by adding all these determined quantities, then we can take as the necessary energy that which is the greatest of these first and second necessary energies determined;
• the energy available can be determined by multiplying the maximum energy that can be stored by the energy storage device at the time considered (possibly depending on its wear) by a percentage of energy available in the latter.
• the invention also proposes a computer program product comprising a set of instructions which, when it is executed by processing means, is suitable for implementing a control method of the type presented above for controlling start-ups of a first thermal drive machine of a vehicle powertrain also comprising a second non-thermal drive machine supplied with energy by an energy storage device, in the presence of a determined path for this vehicle.
• the invention also proposes a control device intended to equip a vehicle comprising a powertrain comprising a first driving machine, thermal, and a second driving machine, non-thermal and supplied with energy by an energy storage device.
• This control device is characterized in that it comprises at least one processor and at least one memory arranged to perform the operations consisting, in the presence of a determined route for the vehicle: - determining a subdivision of this journey into at least two parts in which the average traffic speeds are different, and the percentages that these parts represent in the distance journey, then
• this determined necessary energy is less than an energy available in the energy storage device, to impose the use of a first starting torque threshold of the first prime mover promoting movement of the vehicle by means of the second machine engine, and if this determined necessary energy is greater than this available energy, in imposing the use of a second starting torque threshold of the first motive machine strictly lower than this first threshold and promoting movement of the vehicle by means of the first driving machine.
• the invention also proposes a vehicle, optionally of the automobile type, and comprising, on the one hand, a powertrain comprising a first driving machine, thermal, and a second driving machine, non-thermal and supplied with energy by a storage device. energy, and, on the other hand, a control device of the type presented above.
• the second prime mover can be an electric machine and the energy storage device can be a rechargeable battery.
• the energy storage device can be a rechargeable battery.
• FIG. 1 illustrates schematically and functionally a vehicle comprising a hybrid transmission chain and a supervision computer equipped with a control device according to the invention
• FIG. 2 schematically illustrates an example of an algorithm implementing a control method according to the invention
• FIG. 3 illustrates schematically within a diagram four examples of the temporal evolution of the state of charge for the first (c1), second (c2) and third (c3) different journeys made by a vehicle of the prior art and for this same third trip (c4) made by a vehicle equipped with a control device according to the invention, and
• FIG. 4 illustrates schematically and functionally an exemplary embodiment of a control device according to the invention.
• the object of the invention is in particular to propose a control method, and an associated DC control device, intended to allow the control of the starting torque threshold of the first thermal motive machine MM1 of a hybrid powertrain (or GMP). of a vehicle V, during a determined journey.
• a hybrid powertrain or GMP
• hybrid powertrain is understood here to mean a powertrain (or GMP) comprising a first thermal drive machine and a second non-thermal drive machine, using energy stored in a storage device. energy during a movement and possibly capable of recovering energy during a movement to recharge its energy storage device with energy.
• the vehicle V is of the automobile type. It is for example a car, as illustrated without limitation in Figure 1. But the invention is not limited to this type of vehicle. It concerns in fact any type of vehicle comprising a transmission chain with hybrid GMP. Therefore, the invention relates not only to land vehicles, but also to ships and airplanes.
• FIG. 1 schematically represents a vehicle V comprising a hybrid GMP transmission chain, a CS supervision computer capable of supervising (or managing) the operation of the transmission chain, and a DC control device according to the invention. .
• the hybrid GMP comprises here, in particular, a first thermal MM1 driving machine, an AM driving shaft, an EM clutch, a second non-thermal MM2 driving machine, a BV gearbox, a DS energy storage device, and a AT drive shaft.
• the first driving machine MM1 is a heat engine comprising a crankshaft (not shown), fixedly secured to the motor shaft AM in order to drive the latter (AM) in rotation. Furthermore, this first driving machine MM1 is intended to provide torque, here for at least a first train T1 (here of driving wheels), via the clutch EM, the second driving machine MM2 and the gearbox BV.
• this first train T1 is located at the front of vehicle V, and coupled to the AT driveshaft, preferably, and as illustrated, via a differential (here before) D1. But in a variant this first T1 train could be located at the rear of vehicle V.
• the clutch EM is responsible, by way of purely illustrative example, to couple / decouple the motor shaft AM (coupled to the first driving machine MM1) to / from the second driving machine MM2, on the order of the supervision computer CS, in order to communicate a torque from the torque produced by the first drive machine MM1.
• This EM clutch can be of any type.
• the second driving machine MM2 is coupled to the energy storage device DS in order to be supplied with energy and possibly to supply the latter (DS) with energy. It is here also coupled, by way of purely illustrative example, to the output of the clutch EM, to receive the torque that it transmits, and to the primary shaft AP of the gearbox BV, to provide it with torque. It will be noted that this second driving machine MM2 could be installed in other places of the vehicle V, and in particular it could be coupled, via suitable coupling means, to the second train T2 (here of driving wheels) of the vehicle V, in order to supply it with torque produced from the energy stored in the energy storage device DS. In the example illustrated without limitation in FIG. 1, the second train T2 is located at the rear of the vehicle V, but in a variant it could be located at the front of the vehicle V.
• the second drive machine MM2 is an electric machine (or motor). But the invention is not limited to this type of second non-thermal drive machine. Indeed, the second driving machine can also be a hydraulic machine, a pneumatic (or compressed air) machine, or a flywheel, for example.
• the DS energy storage device is a rechargeable battery, for example of the low voltage type (typically 220 V for illustration). But this DS rechargeable battery could be medium voltage or high voltage type.
• the primary shaft AP of the BV gearbox is intended to receive the torque transmitted, here, by the second drive machine MM2.
• the gearbox BV also comprises at least one secondary shaft (not shown) intended to receive torque via the primary shaft AP in order to communicate it to the transmission shaft AT to which it is coupled and which is here indirectly coupled to the wheels. (here before) of the vehicle V via the differential D1.
• the transmission chain can also include a starter or an alternator-starter AD coupled to the first driving machine MM1 and responsible for starting the latter (MM1) in order to allow it to start. .
• This launch is done using electrical energy which is, for example and as illustrated without limitation, stored in a BS service battery.
• the latter (BS) can be arranged in the form of a very low voltage type battery (for example 12 V, 24 V or 48V), and can also, for example, supply an on-board network to which electrical equipment is connected. of the vehicle V.
• the service battery BS can, as illustrated without limitation, be coupled to the energy storage device DS, when the latter (DS) is a rechargeable battery, and to the second driving machine MM2 via a DC / DC type CV converter, so that it can be recharged when the second driving machine MM2 is an electric machine.
• the operations of the first MM1 and second MM2 driving machines, and possibly of the EM clutch and the BV gearbox, can be controlled by the CS supervision computer.
• the invention provides a control method intended to allow the control of the starting torque threshold of the first driving machine MM1 (thermal) of the hybrid GMP of the vehicle V, during a determined journey.
• This control method can be implemented at least partially by the DC control device of the vehicle V which comprises for this purpose at least one processor PR, for example a digital signal processor (or DSP (“Digital Signal Processor”)), and at least one memory MD, and therefore which can be produced in the form of a combination of circuits or electrical or electronic components (or “hardware”) and of software modules (or “software”).
• the MD memory is live in order to store instructions for the implementation by the processor PR of at least part of the control process.
• the processor PR can comprise integrated circuits (or printed), or else several integrated circuits (or printed) connected by wired or non-wired connections.
• An integrated (or printed) circuit is understood to mean any type of device capable of performing at least one electrical or electronic operation.
• control device DC forms part of the supervision computer CS. But it is not compulsory.
• This DC control device could indeed be a equipment comprising its own computer and coupled to the CS supervision computer, directly or indirectly.
• control method comprises a step 10-60 which begins in a sub-step 10 when a route has been (or has just been) determined for the vehicle. V.
• this route may have been determined by a DAN navigation aid device which is on board the vehicle V, as a function of an arrival point (or destination) and possible departure point (or origin ) and intermediate point (s).
• a DAN navigation aid device can be fitted to the vehicle V permanently (as illustrated without limitation in FIG. 1) or temporarily (for example due to the fact that it is a mobile device or that 'it is part of an intelligent communication equipment carried by a passenger of the vehicle V).
• one determines a subdivision of the determined path into at least two parts pj in which the average traffic speeds are different, and the percentages that these represent. pj parts in the distance journey. It will be understood that we are talking here about percentages of kilometers. Furthermore, it will be understood that a part pj of a path is a set of at least one portion of this path with which a particular average traffic speed is associated. Consequently, these parts pj do not necessarily correspond to successive path portions (generally portions of different parts pj follow each other, and therefore the path portions of a part pj are generally distributed over the entire path).
• step 30 of step 10-60 we (the control device DC) determine an energy e1 necessary to perform the determined path using only the second driving machine MM2 as a function of the parts pj of this path and the associated percentages which have just been determined. Then, in a sub-step 40 of step 10-60, one (the control device DC) compares the required energy e1 determined with an energy e2 which is available in the energy storage device DS at the instant considered.
• a first threshold s1 of torque is used in a sub-step 50 of step 10-60 starting of the first driving machine MM1 which promotes the movement of the vehicle V by means of the second driving machine MM2.
• a very high first threshold s1 is used to promote the use of the second prime mover MM2.
• a second threshold s2 of starting torque of the first is used in a sub-step 60 of step 10-60.
• driving machine MM1 which is strictly lower than the first threshold s1 and promotes movement of the vehicle V by means of the first driving machine MM1.
• a very low second threshold s2 is used to promote the use of the first prime mover MM1.
• the advantage provided by the implementation of the invention appears clearly on the diagram of the temporal evolution of the state of charge ec of an energy storage device of a vehicle of the prior art (curves c1 to c3) and of the vehicle V (equipped with a DC control device) of figure 3.
• the first c1, second c2 and third c3 curves correspond respectively to the first, second and third paths different performed by a vehicle of the prior art
• the fourth curve c4 corresponds to this same third journey performed by the vehicle V.
• the reference eci designates the initial state of charge of the energy storage device
• the reference ecf designates the final state of charge of this same energy storage device towards which one tends at the end of a determined path.
• the first part p1 can, for example, be associated with a first average speed of circulation less than 30 km / h
• the second part p2 can, for example, be associated with a second average speed of circulation greater than the first average speed of circulation and less than 50 km / h
• the third part p3 can, for example, be associated with a third average speed of circulation higher than the second average speed of circulation and lower than 70 km / h
• the fourth part p4 can, for example, be associated with a fourth average speed of circulation higher than the third average speed of circulation and less than 90 km / h
• the fifth part p5 can, for example, be associated with a fifth average speed of circulation greater than the fourth average speed of circulation.
• step 20 of step 10-60 we (the DC control device) can determine the required energy e1 in at least three different ways.
• the control device DC can determine the necessary energy e1 by means of a law which is a function of an average speed expected on the path.
• This average speed is for example determined as a function of the number of kilometers and the estimated duration of the journey, provided (here) by the DAN navigation aid device.
• a law of the type e1 A + B * mean speed + C * (mean speed) 2 , where A, B and C are predefined constants determined in the laboratory, for example by simulation.
• the control device DC can start by determining each quantity of partial energy required on average to travel each part pj of the path as a function of an adjustable parameter, multiplied by the distance associated with this part pj, Then, we (the control device DC) can determine the necessary energy e1 by adding all these determined quantities.
• This adjustable parameter is, for example, the consumption per kilometer at the average speed of each part (or subdivision) pj of the journey. In other words, we multiply each quantity of average partial energy necessary to travel each part pj of the path by the distance remaining to be traveled on this part pj, and we add the whole.
• the DC control device can start by determining, on the one hand, a first necessary energy e11 by means of a law which is a function of an average speed predicted on the path (as for the first way ), and, on the other hand, a second necessary energy e12 by determining each quantity of average partial energy necessary to travel each part pj of the path as a function of an adjustable parameter multiplied by the distance associated with this part pj, then by adding all these determined quantities (as for the second way). Then, we (the DC control device) can take as the necessary energy e1 that which is the greatest of the first e11 and second e12 determined necessary energies.
• control device DC can also determine the available energy e2 by multiplying a maximum energy storable by the energy storage device DS to l instant considered by a percentage of energy available in the latter (DS).
• This percentage of available energy is information which is determined periodically by a computer associated with the DS energy storage device, and therefore which is easily accessible.
• the maximum energy that can be stored by the energy storage device DS at the time in question may be a function of its wear and tear (DS).
• control device DC can use first s1 and second s2 thresholds which are predefined (determined in the laboratory or in the factory) or that it calculates in real time, for example as a function of torques usually observed during homologation runs.
• control device DC can also comprise, in addition to its random access memory MD and its processor PR, a mass memory MM, in particular for storing the data defining the path. and its different parts pj and different percentages and different associated average speeds of circulation, possible maximum energy storable by the energy storage device DS and percentage of energy available in the latter (DS), and of intermediate data involved in all its calculations and processing.
• this DC control device can also include an input interface IE for receiving at least the data defining the path and its various parts pj and various percentages and various associated average traffic speeds, and any maximum energy.
• this DC control device can also include an output interface IS, in particular for delivering orders, commands and messages, and in particular the first s1 or second s2 threshold to be used, at least for the supervision computer CS.
• the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when it is executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR is suitable for implementing the control method described above to control the start-ups of the first driving machine MM1 of the hybrid GMP of the vehicle V.
• control method can be implemented by a plurality of digital signal processors, random access memory, mass memory, input interface, output interface.
• the invention allows the driver of the vehicle V (or a possible driving assistance device fitted to the latter (V) and responsible for driving it in an automated (or autonomous) manner) to optimize the discharge of the storage device d 'DS energy and fuel consumption in order to finish the trip having consumed all of the cheapest energy (stored in DS) while retaining the possibility of finishing your trip if necessary by means of the only second driving machine MM2 (non-thermal) in the case of an arrival in an urban area.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=69104625

Family Applications (1)

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Family Cites Families (3)

• 2019
  • 2019-09-09 FR FR1909900A patent/FR3100509B1/fr active Active
• 2020
  • 2020-07-22 CN CN202080062869.2A patent/CN114364586A/zh active Pending
  • 2020-07-22 EP EP20757629.9A patent/EP4028296A1/de active Pending
  • 2020-07-22 WO PCT/FR2020/051331 patent/WO2021048475A1/fr unknown

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