FR2858018A1 - Control method for parallel hybrid vehicle power plant, involves controlling heat engine so that speed of crankshaft rotation corresponds to idle speed set point, which is determined based on charge level of accumulators - Google Patents
Control method for parallel hybrid vehicle power plant, involves controlling heat engine so that speed of crankshaft rotation corresponds to idle speed set point, which is determined based on charge level of accumulators Download PDFInfo
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- FR2858018A1 FR2858018A1 FR0308958A FR0308958A FR2858018A1 FR 2858018 A1 FR2858018 A1 FR 2858018A1 FR 0308958 A FR0308958 A FR 0308958A FR 0308958 A FR0308958 A FR 0308958A FR 2858018 A1 FR2858018 A1 FR 2858018A1
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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
- 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
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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
- B60W10/06—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
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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
- B60W10/24—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/441—Speed
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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
- B60W2510/0638—Engine speed
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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
- B60W2510/22—Suspension systems
- B60W2510/227—Oscillation frequency
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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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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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
- B60W2710/0644—Engine speed
- B60W2710/065—Idle condition
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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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
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Groupe motopropulseur hybride et procédé de commande de ralenti. Hybrid power train and idle control method.
L'invention concerne un groupe motopropulseur hybride pour un véhicule et son procédé de commande lors du fonctionnement au ralenti. The invention relates to a hybrid powertrain for a vehicle and its control method during idle operation.
Les véhicules à groupe motopropulseur hybride 5 combinent un moteur thermique à carburant fossile, et un ou plusieurs moteurs électriques, alimentés par des accumulateurs électriques. Ils bénéficient ainsi des avantages de chacun des types de moteur. Ainsi, le moteur thermique a une longue autonomie et une 10 puissance élevée. Le moteur électrique a un couple important disponible sur une grande plage de vitesses, il est silencieux et ne génère pas de gaz d'échappement. Hybrid powertrain vehicles 5 combine a fossil fuel combustion engine, and one or more electric motors, powered by electric accumulators. They thus benefit from the advantages of each type of engine. Thus, the heat engine has a long life and a high power. The electric motor has a large torque available over a wide range of speeds, it is quiet and does not generate exhaust.
On connaît par le document US 6 286 423 un 15 procédé de commande d'un groupe motopropulseur comportant un moteur thermique et une machine électrique couplés ensemble. Le moteur thermique fonctionne quelque fois au ralenti, c'est-à-dire qu'il ne fournit aucune puissance pour entraîner le 20 véhicule et que la demande d'entraînement du véhicule est nulle. La vitesse de rotation du moteur thermique est alors faible et le niveau d'oscillation de la vitesse de rotation d'un vilebrequin du moteur thermique est à un niveau important. Le document US 6 25 286 423 propose un procédé commandant la machine électrique pour atténuer des oscillations de la vitesse de rotation du vilebrequin lorsque le moteur thermique tourne au ralenti. Pour cela, un calculateur pilote le couple délivré ou absorbé par la machine électrique. Document US Pat. No. 6,286,423 discloses a method of controlling a power train comprising a heat engine and an electric machine coupled together. The engine sometimes runs idle, that is, it provides no power to drive the vehicle and the vehicle drive request is zero. The rotational speed of the engine is then low and the oscillation level of the rotational speed of a crankshaft of the engine is at a high level. US 6 25 286 423 proposes a method controlling the electric machine to attenuate oscillations in the crankshaft rotation speed when the engine is idling. For this purpose, a computer controls the torque delivered or absorbed by the electric machine.
Cependant, l'application de ce procédé consomme de l'énergie électrique en provenance d'accumulateurs 5 du véhicule. Lorsque ceux-ci sont faiblement chargés, l'application du procédé peut conduire rapidement à vider complètement les accumulateurs. Le procédé ne peut plus alors être appliqué, et le fonctionnement du véhicule peut également être compromis. However, the application of this method consumes electrical energy from accumulators 5 of the vehicle. When these are weakly charged, the application of the process can quickly lead to emptying the accumulators completely. The process can no longer be applied, and the operation of the vehicle can also be compromised.
L'invention vise donc à fournir un procédé de commande d'un groupe motopropulseur hybride permettant d'amortir les oscillations de rotation du vilebrequin quel que soit le niveau de charge des accumulateurs. The invention therefore aims to provide a control method of a hybrid powertrain for damping the rotation oscillations of the crankshaft regardless of the charge level of the accumulators.
L'invention a pour objet un procédé de commande d'un groupe motopropulseur hybride comportant un moteur thermique, une machine électrique, une transmission de couplage reliée en outre au moteur thermique et à la machine électrique, des 20 accumulateurs reliés à la machine électrique pour stocker ou délivrer de l'énergie électrique. Selon ce procédé, on commande le moteur thermique et la machine électrique pour entraîner un véhicule et gérer la charge des accumulateurs, on commande la machine électrique pour atténuer les oscillations de rotation d'un vilebrequin du moteur thermique lorsque ce dernier fonctionne au ralenti. The subject of the invention is a method for controlling a hybrid powertrain comprising a heat engine, an electric machine, a coupling transmission further connected to the heat engine and to the electric machine, accumulators connected to the electrical machine for store or deliver electrical energy. According to this method, the heat engine and the electric machine are controlled to drive a vehicle and to manage the charge of the accumulators, the electric machine is controlled to attenuate the rotational oscillations of a crankshaft of the heat engine when the engine is operating at an idle speed.
Conformément à l'invention, on détermine une consigne de ralenti en fonction du niveau de charge 30 des accumulateurs, et on commande le moteur thermique pour que la vitesse de rotation du vilebrequin corresponde à la consigne de ralenti. According to the invention, an idle setpoint is determined as a function of the charge level of the accumulators, and the heat engine is controlled so that the speed of rotation of the crankshaft corresponds to the idle setpoint.
Grâce à l'invention, il est possible d'adapter le fonctionnement du moteur au ralenti au niveau de chargement des accumulateurs. De la sorte, on peut 5 optimiser le fonctionnement du groupe motopropulseur hybride tout en évitant de risquer le déchargement complet des accumulateurs. Thanks to the invention, it is possible to adapt the operation of the engine at idle to the level of charging accumulators. In this way, the operation of the hybrid powertrain can be optimized while avoiding the risk of complete discharge of the accumulators.
La transmission de couplage peut être un lien direct entre le vilebrequin et le rotor de la machine 10 électrique, ou elle peut comporter des intermédiaires tels qu'un embrayage, un coupleur, un train d'engrenages, un système à poulies et courroie ou autre. The coupling transmission may be a direct link between the crankshaft and the rotor of the electric machine, or it may include intermediates such as a clutch, a coupler, a gear train, a pulley and belt system, or the like. .
De préférence, la consigne de ralenti est une 15 fonction décroissante du niveau de charge des accumulateurs. Lorsque le niveau de charge des accumulateurs est trop faible, la consigne de ralenti est à un niveau élevé. En effet, on a constaté que la consommation électrique est plus faible, voire nulle, 20 lorsqu'on augmente la consigne de ralenti. Lorsque le niveau de charge des accumulateurs est élevé, on dispose de suffisamment d'énergie pour l'application du procédé d'atténuation des oscillations. Il est ainsi possible de réduire la consigne de ralenti sans 25 risque de génération de bruit ou d'oscillations néfastes pour le confort et la tenue des organes du véhicule. Ainsi, la consommation de carburant est réduite, et par la même occasion l'émission de gaz d'échappement. Preferably, the idle setpoint is a decreasing function of the charge level of the accumulators. When the charge level of the accumulators is too low, the idle set point is at a high level. Indeed, it has been found that the power consumption is lower, or even zero, when increasing the idle setpoint. When the charge level of the accumulators is high, sufficient energy is available for the application of the oscillation attenuation method. It is thus possible to reduce the idle setpoint without the risk of noise generation or oscillations harmful to the comfort and the holding of the vehicle components. Thus, the fuel consumption is reduced, and at the same time the emission of exhaust gas.
De manière particulière, la consigne de ralenti varie entre 400 et 900 tours par minute. La consigne de 900 tours par minute correspond à une consigne de ralenti classique en l'absence d'amortissement des oscillations. En l'absence d'énergie suffisante pour appliquer l'atténuation des oscillations, on choisit 5 une consigne de ralenti telle que l'atténuation n'est pas nécessaire. La limite inférieure de consigne de ralenti doit garantir que le moteur thermique ne cale pas. In particular, the idle setpoint varies between 400 and 900 revolutions per minute. The setpoint of 900 revolutions per minute corresponds to a standard idle setpoint in the absence of oscillation damping. In the absence of sufficient energy to apply oscillation attenuation, an idle setpoint such that attenuation is not required is chosen. The lower idle setpoint limit must ensure that the engine does not stall.
De manière avantageuse, la consigne de ralenti 10 est constante audessous d'un premier seuil prédéterminé de charge des accumulateurs et constante au-dessus d'un deuxième seuil prédéterminé de charge des accumulateurs. Advantageously, the idle setpoint 10 is constant below a first predetermined threshold for charging the accumulators and constant above a second predetermined threshold for charging the accumulators.
L'invention a aussi pour objet un groupe 15 motopropulseur hybride comportant un moteur thermique, une machine électrique, une transmission de couplage reliée en outre au moteur thermique et à la machine électrique, des accumulateurs reliés à la machine électrique pour stocker ou délivrer de 20 l'énergie électrique, des moyens de commande du moteur thermique et de la machine électrique pour entraîner un véhicule et gérer la charge des accumulateurs, des moyens d'amortissement pour commander la machine électrique de manière à atténuer 25 les oscillations de rotation d'un vilebrequin du moteur thermique lorsque ce dernier fonctionne au ralenti. The invention also relates to a hybrid powertrain comprising a heat engine, an electric machine, a coupling transmission further connected to the heat engine and to the electric machine, accumulators connected to the electrical machine for storing or delivering electricity. electrical energy, control means of the heat engine and the electric machine for driving a vehicle and managing the charge of the accumulators, damping means for controlling the electric machine so as to attenuate the rotational oscillations of a crankshaft of the engine when the latter is operating at idle.
Selon l'invention, il comporte des moyens de surveillance recevant une information du niveau de 30 charge des accumulateurs et déterminant une consigne de ralenti en fonction du niveau de charge des accumulateurs, et les moyens de commande reçoivent ladite consigne de ralenti et commandent le moteur thermique pour que la vitesse de rotation du vilebrequin corresponde à la consigne de ralenti. According to the invention, it comprises monitoring means receiving an information of the charge level of the accumulators and determining an idle setpoint as a function of the charge level of the accumulators, and the control means receive said idle setpoint and control the engine. temperature so that the crankshaft rotation speed corresponds to the idle speed.
L'invention sera mieux comprise et d'autres 5 particularités et avantages apparaîtront à la lecture de la description qui va suivre, la description faisant référence aux dessins annexés parmi lesquels: - les figures 1 à 4 montrent différents types 10 d'architecture de groupe motopropulseur auxquels s'applique l'invention; - la figure 5 montre un diagramme fonctionnel d'un procédé selon l'invention; - la figure 6 montre une fonction de détermination 15 d'une consigne de ralenti conforme à l'invention. The invention will be better understood and other features and advantages will become apparent on reading the description which follows, the description referring to the appended drawings in which: FIGS. 1 to 4 show different types of group architecture powerplant to which the invention applies; FIG. 5 shows a functional diagram of a method according to the invention; FIG. 6 shows a function for determining an idle setpoint in accordance with the invention.
La figure 1 montre un type particulier de groupe motopropulseur 1 hybride comportant un moteur thermique 2, une boîte de vitesses 3 robotisée ou automatique et une machine électrique 4. La machine 20 électrique 4 remplit différentes fonctions, dont une fonction de démarreur du moteur thermique 2, une fonction de générateur pour recharger des accumulateurs 5 et fournir de l'énergie électrique au véhicule, et une fonction d'entraînement en 25 fournissant un couple à l'entrée de la boîte de vitesses 3. La boîte de vitesses 3 fournit un couple pour entraîner un véhicule sur un arbre de sortie 32. FIG. 1 shows a particular type of hybrid powertrain 1 comprising a heat engine 2, a robotized or automatic gearbox 3 and an electric machine 4. The electric machine 4 performs various functions, including a starter function of the heat engine 2 , a generator function for recharging accumulators 5 and supplying electrical energy to the vehicle, and a driving function by providing a torque at the input of the gearbox 3. The gearbox 3 provides a torque for driving a vehicle on an output shaft 32.
Un vilebrequin 21 du moteur thermique est relié à un rotor 41 de la machine électrique 4 par 30 l'intermédiaire d'un embrayage ou d'un coupleur 6. Le rotor 41 est relié à un arbre d'entrée 31 de la boîte de vitesses par l'intermédiaire d'un embrayage 7. A crankshaft 21 of the heat engine is connected to a rotor 41 of the electric machine 4 via a clutch or a coupler 6. The rotor 41 is connected to an input shaft 31 of the gearbox via a clutch 7.
Le groupe motopropulseur 10 de la figure 2 est identique au groupe motopropulseur de la figure 1, hormis que le vilebrequin 21 est relié directement au 5 rotor 41, sans embrayage intermédiaire.Le groupe motopropulseur 20 de la figure 3 comporte également le moteur thermique 2, une machine électrique 4' et la boîte de vitesses 3. La machine électrique 4' n'est pas dans l'alignement du vilebrequin 21, mais 10 est déportée latéralement. Pour cela, le vilebrequin 21 du moteur thermique 2 est relié à une poulie de renvoi 42 par l'intermédiaire d'un embrayage ou d'un coupleur 6. La poulie de renvoi 42 est reliée à l'arbre d'entrée 31 de la boite de vitesses par 15 l'intermédiaire de l'embrayage 7. Le rotor 45 de la machine électrique 4' comporte une deuxième poulie 43 placée dans le même plan que la poulie de renvoi 42. The power unit 10 of FIG. 2 is identical to the power unit of FIG. 1, except that the crankshaft 21 is connected directly to the rotor 41, without an intermediate clutch. The power unit 20 of FIG. 3 also comprises the heat engine 2, an electric machine 4 'and the gearbox 3. The electric machine 4' is not in alignment with the crankshaft 21, but 10 is offset laterally. For this, the crankshaft 21 of the heat engine 2 is connected to a return pulley 42 by means of a clutch or a coupler 6. The return pulley 42 is connected to the input shaft 31 of the gearbox via the clutch 7. The rotor 45 of the electric machine 4 'has a second pulley 43 placed in the same plane as the pulley 42.
Une courroie 44 forme avec les poulies 42, 43 un système de transmission vers la machine électrique 20 4' Le groupe motopropulseur 30 de la figure 4 est identique au groupe motopropulseur de la figure 3, hormis que le vilebrequin 21 est relié directement à la poulie 42, sans embrayage intermédiaire. A belt 44 forms with the pulleys 42, 43 a transmission system to the electric machine 20 4 'The power train 30 of Figure 4 is identical to the powertrain of Figure 3, except that the crankshaft 21 is connected directly to the pulley 42, without intermediate clutch.
Dans tous les modes de réalisation décrits sur les figures 1 à 4, lorsque le moteur fonctionne au ralenti, l'embrayage 7 est dans une position débrayée ou la boîte de vitesses 3 est découplée de telle sorte que la boîte de vitesses 3 ne peut transmettre 30 aucun couple entre son arbre d'entrée 31 et son arbre de sortie 32. In all the embodiments described in FIGS. 1 to 4, when the engine is operating at idle speed, the clutch 7 is in a disengaged position or the gearbox 3 is decoupled so that the gearbox 3 can not transmit No torque between its input shaft 31 and its output shaft 32.
Lorsque le groupe motopropulseur fonctionne au ralenti, par exemple pour amener ou maintenir en température le moteur thermique et la ligne d'échappement, un calculateur, non représenté, 5 applique un procédé de commande décrit par le diagramme de la figure 5. Dans un premier module 101, on détermine, d'une manière connue en soi, le niveau de charge Q des accumulateurs. Au module 102, à partir du niveau de charge reçu du premier module 10 102, on détermine une consigne de ralenti Nr, en appliquant une fonction mémorisée. Le module 102 forme les moyens de surveillance du niveau de charge. When the power train is idling, for example to bring or maintain the temperature of the heat engine and the exhaust line, a calculator, not shown, 5 applies a control method described by the diagram of FIG. module 101, the charge level Q of the accumulators is determined in a manner known per se. At the module 102, from the charge level received from the first module 102, an idle setpoint Nr is determined by applying a stored function. The module 102 forms the means of monitoring the level of charge.
Ensuite, dans le module 103, on détermine la commande qui doit être envoyée au moteur thermique 15 pour obtenir la consigne de ralenti Nr. Une information de vitesse de rotation du vilebrequin N est reçue et est comparée à la consigne Nr. Le module 103 fait partie des moyens de commande du moteur thermique et de la machine électrique. Then, in the module 103, the command which is to be sent to the heat engine 15 is determined in order to obtain the idle setpoint Nr. Information on the speed of rotation of the crankshaft N is received and is compared with the setpoint Nr. The module 103 is part of the control means of the heat engine and the electric machine.
Dans le même temps, le module 104 reçoit une information de la commande qui est envoyée au moteur thermique et une information d'accélération de rotation instantanée Acc en provenance d'un capteur sur le vilebrequin. On élabore alors une commande 25 pour la machine électrique 4, 4' pour atténuer les oscillations de rotation du vilebrequin, d'une manière connue en soi. Le module 104 forme les moyens d'amortissement commandant l'atténuation les oscillations de rotation d'un vilebrequin du moteur 30 thermique lorsque ce dernier fonctionne au ralenti. At the same time, the module 104 receives information from the control that is sent to the heat engine and an Acc instantaneous acceleration information Acc from a sensor on the crankshaft. A control 25 is then developed for the electric machine 4, 4 'to attenuate the oscillations of rotation of the crankshaft, in a manner known per se. The module 104 forms the damping means controlling the attenuation of the rotational oscillations of a crankshaft of the thermal engine when the latter is operating at an idle speed.
Ainsi, on détermine une consigne de ralenti Nr, on régule le moteur thermique selon cette consigne de ralenti, et on atténue les oscillations de rotation du vilebrequin. Thus, an idle setpoint Nr is determined, the engine is regulated according to this idle set point, and the oscillations of rotation of the crankshaft are attenuated.
La figure 6 montre un exemple de loi déterminant la consigne de ralenti Nr en fonction du 5 niveau de charge des accumulateurs Q et mise en oeuvre par les moyens de surveillance. Le graphique de la figure 6 a en abscisse le niveau de charge des accumulateurs Q, gradué de 0 à 100%, et en ordonnée la consigne de ralenti Nr. La fonction est 10 représentée par la courbe 200. La courbe 200 comporte un premier palier 201 entre 0% et un premier seuil Q1 à une consigne Nrl. Elle comporte un deuxième palier 202 entre un deuxième seuil Q2 et 100% à une consigne Nr2. La courbe décroît de manière linéaire entre les 15 deux paliers 201, 202. Cependant, on pourrait envisager une autre forme d'évolution. FIG. 6 shows an example of a law determining the idle setpoint Nr as a function of the charge level of the accumulators Q and implemented by the monitoring means. The graph of FIG. 6 has on the abscissa the charge level of the accumulators Q, graduated from 0 to 100%, and on the ordinate the idling setpoint Nr. The function is represented by the curve 200. The curve 200 comprises a first step 201 between 0% and a first threshold Q1 at a set point Nrl. It comprises a second stage 202 between a second threshold Q2 and 100% at a set point Nr2. The curve decreases linearly between the two bearings 201, 202. However, another form of evolution could be envisaged.
La consigne de ralenti Nrl, appliquée lorsque le niveau de charge des accumulateurs est faible, correspond à un régime qui ne nécessite pas 20 d'atténuation des oscillations, et donc ne consomme pas d'énergie. Elle est fonction des caractéristiques du moteur thermique. Par exemple, la consigne Nrl vaut 900 tr/min (min-1) et le niveau Q1 vaut 20%. The idle setpoint NRL, applied when the charge level of the accumulators is low, corresponds to a regime which does not require attenuation of the oscillations, and therefore does not consume energy. It depends on the characteristics of the engine. For example, the setpoint Nrl is 900 rpm (min-1) and the level Q1 is 20%.
La consigne de ralenti Nr2, appliquée lorsque 25 le niveau de charge des accumulateurs est important, correspond à un régime au-dessous duquel il serait difficile de descendre, par exemple, parce que le moteur thermique risquerait de caler. Elle est fonction des caractéristiques du moteur thermique et 30 des possibilités du procédé d'atténuation des oscillations. Par exemple, la consigne Nr2 vaut 400 tr/min (min-1) et le niveau Q2 vaut 80%. The idle set point Nr 2, applied when the charge level of the accumulators is large, corresponds to a regime below which it would be difficult to descend, for example, because the engine could stall. It is a function of the characteristics of the heat engine and the possibilities of the oscillation attenuation process. For example, the set point Nr2 is 400 rpm (min-1) and the level Q2 is 80%.
Claims (6)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR0308958A FR2858018B1 (en) | 2003-07-23 | 2003-07-23 | HYBRID DRIVE UNIT AND IDLING CONTROL METHOD |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR0308958A FR2858018B1 (en) | 2003-07-23 | 2003-07-23 | HYBRID DRIVE UNIT AND IDLING CONTROL METHOD |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| FR2858018A1 true FR2858018A1 (en) | 2005-01-28 |
| FR2858018B1 FR2858018B1 (en) | 2005-09-16 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| FR0308958A Expired - Fee Related FR2858018B1 (en) | 2003-07-23 | 2003-07-23 | HYBRID DRIVE UNIT AND IDLING CONTROL METHOD |
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| Country | Link |
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| FR (1) | FR2858018B1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7272484B1 (en) * | 2006-11-03 | 2007-09-18 | Mitsubishi Electric Corporation | Control apparatus for internal combustion engine |
| FR2908476A1 (en) * | 2006-11-13 | 2008-05-16 | Mitsubishi Electric Corp | Control device for vehicle's petrol engine, has section suppressing fluctuation of engine by controlling energy generation quantity and moment of torsion generated from machine based on load of vehicle and energy quantity of supply system |
| WO2009027203A1 (en) * | 2007-09-01 | 2009-03-05 | Zf Friedrichshafen Ag | Method for controlling and/or regulating a hybrid drive arrangement |
| FR2955715A1 (en) * | 2010-01-28 | 2011-07-29 | Peugeot Citroen Automobiles Sa | METHOD FOR OPTIMIZING THE RECHARGE OF THE BATTERY OF A HYBRID VEHICLE |
| FR2985705A1 (en) * | 2012-01-13 | 2013-07-19 | Valeo Sys Controle Moteur Sas | Method for controlling electric motor of hybrid traction chain of hybrid vehicle, involves controlling electric motor so as to provide torque for increasing speed of thermal engine when value of magnitude is less than threshold value |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2542442A4 (en) * | 2010-03-01 | 2014-01-22 | Borgwarner Inc | Single speed transmission for plugin hybrid electric vehicle with two disconnects |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6109237A (en) * | 1997-02-04 | 2000-08-29 | Isad Electronic Systems Gmbh & Co. Kg | Apparatus for controlling the idling speed of an internal combustion engine |
| EP1221394A1 (en) * | 1999-08-05 | 2002-07-10 | Honda Giken Kogyo Kabushiki Kaisha | Control device of hybrid vehicle |
| US6443126B1 (en) * | 1999-09-30 | 2002-09-03 | Suzuki Motor Corporation | Motor control apparatus combined to engine |
-
2003
- 2003-07-23 FR FR0308958A patent/FR2858018B1/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6109237A (en) * | 1997-02-04 | 2000-08-29 | Isad Electronic Systems Gmbh & Co. Kg | Apparatus for controlling the idling speed of an internal combustion engine |
| EP1221394A1 (en) * | 1999-08-05 | 2002-07-10 | Honda Giken Kogyo Kabushiki Kaisha | Control device of hybrid vehicle |
| US6443126B1 (en) * | 1999-09-30 | 2002-09-03 | Suzuki Motor Corporation | Motor control apparatus combined to engine |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7272484B1 (en) * | 2006-11-03 | 2007-09-18 | Mitsubishi Electric Corporation | Control apparatus for internal combustion engine |
| FR2908476A1 (en) * | 2006-11-13 | 2008-05-16 | Mitsubishi Electric Corp | Control device for vehicle's petrol engine, has section suppressing fluctuation of engine by controlling energy generation quantity and moment of torsion generated from machine based on load of vehicle and energy quantity of supply system |
| WO2009027203A1 (en) * | 2007-09-01 | 2009-03-05 | Zf Friedrichshafen Ag | Method for controlling and/or regulating a hybrid drive arrangement |
| FR2955715A1 (en) * | 2010-01-28 | 2011-07-29 | Peugeot Citroen Automobiles Sa | METHOD FOR OPTIMIZING THE RECHARGE OF THE BATTERY OF A HYBRID VEHICLE |
| WO2011092389A1 (en) * | 2010-01-28 | 2011-08-04 | Peugeot Citroën Automobiles SA | Method for optimising hybrid vehicle battery recharging |
| CN102742117A (en) * | 2010-01-28 | 2012-10-17 | 标致·雪铁龙汽车公司 | Method for optimising hybrid vehicle battery recharging |
| FR2985705A1 (en) * | 2012-01-13 | 2013-07-19 | Valeo Sys Controle Moteur Sas | Method for controlling electric motor of hybrid traction chain of hybrid vehicle, involves controlling electric motor so as to provide torque for increasing speed of thermal engine when value of magnitude is less than threshold value |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2858018B1 (en) | 2005-09-16 |
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