US20170080946A1 - Method for controlling a power train of a vehicle, and corresponding device and vehicle - Google Patents

Method for controlling a power train of a vehicle, and corresponding device and vehicle Download PDF

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Publication number
US20170080946A1
US20170080946A1 US15/312,333 US201515312333A US2017080946A1 US 20170080946 A1 US20170080946 A1 US 20170080946A1 US 201515312333 A US201515312333 A US 201515312333A US 2017080946 A1 US2017080946 A1 US 2017080946A1
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United States
Prior art keywords
vehicle
brake device
parking brake
slope
electric motor
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Abandoned
Application number
US15/312,333
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English (en)
Inventor
Laurent Fontvieille
Emmanuel Buis
Florent MARCHAIS
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Renault SAS
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Renault SAS
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Application filed by Renault SAS filed Critical Renault SAS
Publication of US20170080946A1 publication Critical patent/US20170080946A1/en
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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/28—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed without contact making and breaking, e.g. using a transductor
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    • B60L2240/30—Parking brake position
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
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    • B60L2240/642—Slope of road
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2260/00—Operating Modes
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    • B60L2260/44—Control modes by parameter estimation
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    • B60L2270/00—Problem solutions or means not otherwise provided for
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    • 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
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Definitions

  • the invention relates to the field of motor vehicles, in particular any electric or hybrid vehicle equipped with at least one electric motor.
  • the invention relates to a method for controlling a power train of a vehicle when the vehicle is immobilized on a surface exhibiting a slope of any kind. It also relates to a device as well as to the corresponding vehicle.
  • At least one electric motor generates a motor torque which is transmitted to the wheels by means of a reduction gear mechanism in order to drive the vehicle.
  • the electric motor is connected to the vehicle by means of mounts making it possible to limit the propagation of the vibrations generated by the electric motor.
  • the invention has as its objective, in particular, to overcome all or part of the disadvantages of the prior art.
  • One objective of the invention is to prevent the abrupt tilting of the electric motor of a power train of an immobilized vehicle when the parking brake device moves from an applied position to a released position, and, by so doing, to prevent the oscillations, vibrations and noises inside the passenger compartment of the vehicle.
  • Another objective of the invention is to propose a solution which is simple, universal and inexpensive.
  • a method for controlling a power train of a vehicle immobilized in a parking position the vehicle being equipped with a parking brake device for immobilizing the vehicle and with at least one electric motor, the method being characterized in that it comprises the following steps:
  • the torque setpoint makes it possible to maintain the electric motor in its initial position after application of the parking brake device and until the latter is in its released position. There are consequently no longer any oscillations of the electric motor, or any jolting when the parking brake device leaves its applied position in order to liberate the electric motor.
  • the method may further comprise a progressive transition step from a non-zero value of the motor torque setpoint towards a zero value. This step enables the motor to be returned into its position of equilibrium corresponding to a situation in which the vehicle would be immobilized on a surface not exhibiting any slope.
  • the application of the torque setpoint be maintained from the start of the transition from the applied position to the end of the transition to the released position. This enables the electric motor to be kept in a position of equilibrium (different than the position of equilibrium on a zero slope) without giving rise to jolts and oscillations.
  • the transition of the parking brake device from the applied position to the released position, and back again, is implemented by the actuation of a means for controlling the parking brake device.
  • the detection of the direction of the slope may be is carried out when a means for controlling the parking brake device is in a position of disengagement and when the parking brake device is in its applied position.
  • the vehicle is still immobilized and ensures that a user or occupant will be capable of controlling the vehicle for the next phase (starting).
  • the detection step comprises a step for determining the value of the slope in such a way as to ascertain more accurately the value of the motor torque setpoint to be applied to the GMP.
  • the steps for the detection of the direction of and/or the data for the slope and for the determination of the value of the slope may be concurrent. This may be possible by means of a system for controlling the trajectory.
  • the step for the detection of the direction of and/or the data for the slope may comprise a step for the detection of a direction of tilting of the electric motor in relation to a neutral position of said electric motor so as to determine the direction and the steepness of the slope.
  • the step for the detection of the direction of and/or the data for the slope may comprise a step for the detection of the direction of rotation of a means for driving the rotor of the electric motor interacting with the parking brake device in order to immobilize the vehicle.
  • the method proposes a step for the storage of the direction of and/or the detected data for the slope, so that this information is available on the next occasion on which the vehicle is started (leaving the immobilization position).
  • the invention also relates to a device for controlling a power train of a vehicle immobilized in a parking position, comprising means arranged so as to implement the method described above.
  • the invention also has as its object a motor vehicle comprising a power train, a parking brake device to immobilize the vehicle in a parking position, at least one electric motor and a device for controlling said power train which exhibits the above-mentioned characterizing features.
  • FIG. 1 is a schematic representation of the arrangement between different components of an electric or hybrid vehicle
  • FIG. 2 is a schematic view of an electric motor interacting with a parking brake device in a position of equilibrium
  • FIG. 3 represents schematically the electric motor tilting about a position of equilibrium, as illustrated in FIG. 2 ;
  • FIGS. 4 and 5 are block diagrams, represented in which are the steps of the method according to embodiments.
  • FIG. 6 illustrates, in the form of an algorithm, the different steps of the step of detection of the direction of and/or the data for a slope
  • FIG. 7 illustrates, in the form of an algorithm, the different steps of the method of controlling a power train (GMP) according to an embodiment utilizing an ESP, and
  • FIG. 8 is a time chart, represented in which is the progressive return of the motor torque towards a zero value according to a step involving the progressive transition of the value of the motor torque setpoint, as proposed by the invention.
  • the invention relates to a method for controlling a power train of an electric or hybrid vehicle 20 immobilized in a parking position.
  • the power train which is designated in French by the acronym GMP, comprises, as represented schematically in FIG. 1 , at least one electric motor 1 , a reduction gear mechanism 3 , motor mounts 4 , 4 ′, a device for controlling the power train and a battery 7 intended to supply the electric motor 1 .
  • the latter generates a motor torque which is transmitted to the wheels 2 , 2 ′ (two wheels are represented in FIG. 1 ) by means of the gear reduction mechanism 3 in order to drive the vehicle 20 .
  • the device for controlling the power train comprises at least one control computer 5 (ECU), one power electronics unit 6 , a plurality of means of detection such as angular position sensors, a gas control sensor, a brake control sensor (on the brake pedals) and a sensor of the position of a parking brake device, enabling the detection and/or the measurement of different values of parameters or variables in such a way as to define a status of the vehicle 20 .
  • ECU control computer 5
  • one power electronics unit 6 a plurality of means of detection such as angular position sensors, a gas control sensor, a brake control sensor (on the brake pedals) and a sensor of the position of a parking brake device, enabling the detection and/or the measurement of different values of parameters or variables in such a way as to define a status of the vehicle 20 .
  • the latter likewise comprises a control unit 8 , which actuates hydraulic actuating means (not illustrated) capable of reducing the speed (braking), or even of reducing the speed until the vehicle 20 has been brought to a halt.
  • This control unit 8 generally comprises a brake pedal having the ability to be actuated by the foot 18 of the driver or occupant of the vehicle 20 .
  • the control unit 8 may adopt a position of engagement, in which the latter is actuated by the driver, and a position of disengagement, in which the control unit 8 is no longer actuated by the driver.
  • the vehicle 20 comprises a parking brake device 9 intended to immobilize the vehicle 20 in a parking position.
  • the parking brake device 9 is utilized essentially for extended stops by the vehicle (parking function).
  • the vehicle 20 of course, comprises other components which have not been described or illustrated for reasons of simplification and understanding of the invention.
  • the driver utilizes the parking brake device 9 , which is actuated by a control means 10 .
  • the control means 10 may be mechanical, for example an operating lever, or may be electrical, for example a “button”. In the case of an automatic vehicle, the operating lever is a gearshift lever.
  • the parking brake device 9 may adopt an applied position, in which the electric motor 1 is immobilized, and a released position, in which the electric motor 1 may rotate.
  • the electric motor 1 comprises a transmission shaft 14 forming a rotor and to which a toothed wheel 12 is connected coaxially.
  • the toothed wheel 12 has four teeth 17 .
  • the parking brake device 9 comprises a blocking finger 11 or “parking finger” intended to interact with the toothed wheel 12 .
  • the blocking finger 11 is mobile along an axis X between a position of disengagement, in which the transmission shaft and the toothed wheel are liberated and are able to rotate, and a position of engagement, in which one extremity 13 of the blocking finger 11 is engaged in an interdental space 15 of the toothed wheel 12 in order to immobilize the vehicle 20 in the parking position.
  • the toothed wheel 12 and the transmission shaft 14 rotate about an axis Y which is perpendicular to the axis X.
  • the blocking finger 11 In the applied position of the parking brake device 9 , the blocking finger 11 is engaged in the interdental space of the toothed wheel 12 , and in the released position of the parking brake device 9 , the blocking finger 11 is disengaged from the interdental space 15 of the toothed wheel 12 .
  • the electric motor 1 occupies a neutral or stable position of equilibrium. In this position of equilibrium, the stresses applied to the parking brake device 9 are low, or even zero.
  • the method for controlling the power train of the vehicle immobilized in a parking position comprises a step of detection A of the direction of and/or the data for a slope P when the parking brake device 9 is in its applied position. This is followed by a step of detection B of a transition from the applied position to the released position of the parking brake device 9 . This is then followed by a step of application C of a motor torque setpoint Cp to the electric motor 1 depending on the direction of and/or data for the slope P detected at the moment of the detection of the transition from the applied position to the released position.
  • the method further comprises, as illustrated in FIG. 5 , a progressive transition step D from a non-zero value of the motor torque setpoint towards a zero value, which will be described below.
  • the transition of the parking brake device 9 from the applied position to the released position, and back again, is implemented by the actuation of the means 10 for controlling the parking brake device 9 .
  • the applied and released position of the parking brake device 9 is influenced by the engagement of the control unit 8 by the driver, signifying that the driver is in the vehicle and that the driver is capable of controlling the vehicle.
  • the position of engagement or disengagement of the control unit 8 is detected and measured by a position sensor (not illustrated) connected to the control unit.
  • the control unit 8 may comprise the actuation of a system for assisting with starting on an incline, known in English by the expression “Hill Start Assistant” and designated in English by the acronym HSA.
  • the method of controlling the power train is executed by a software program stored in a memory of the computer 5 .
  • the step of detection A is performed only if certain information has been verified. If this information has not been verified, the program returns to the start of step A.
  • the information which must be verified for step A is the following:
  • the detection A of the direction of the slope is executed when it is detected, in step E, that the parking brake device 9 is in its applied position. In particular, the end of the applied position of the parking brake device 9 is verified.
  • the program may verify in step G the position of engagement of the control unit 8 . This guarantees that the rotor 14 will not rotate while the parking brake device 9 is actuated.
  • the control unit 8 may be disengaged in step H.
  • the program then verifies the data for the movement of the electric motor 1 .
  • the direction of and/or the data for the slope P are determined with the help of a step K for detecting a direction of tilting of the electric motor 1 in relation to the position of equilibrium (stable position, zero slope) of the electric motor 1 . It is determined whether, in the course of tilting, the electric motor 1 rotates in a negative direction or in a positive direction in relation to the clockwise direction.
  • the direction of and/or the data for the slope P are determined with the help of a step K′ for detecting the direction of rotation of a means for driving the rotor of the electric motor interacting with the parking brake device in order to immobilize the vehicle. More specifically, the angular position sensor detects, in the interdental space 15 , the movement of the toothed wheel 12 in relation to the blocking finger 11 . As previously, the positive or negative direction of rotation of the toothed wheel 12 is determined in relation to the clockwise direction. Of course, depending on the arrangement and the design of the electric motor 1 and the different elements of the power train, a positive rotation in the anticlockwise direction may indicate that the slope is positive.
  • the direction of and/or the data for the slope P are determined with the help of a step I for determining the value of the slope.
  • This step of determination I is performed by means of a system for controlling the trajectory (not illustrated), such as an Electronic Stability Program (ESP).
  • ESP Electronic Stability Program
  • the system for controlling the trajectory comprises an accelerometer capable of measuring a longitudinal acceleration of the vehicle at any moment in order to determine the angle and/or the inclination of the slope P.
  • the detection step A and the determination step K may be concurrent.
  • the method similarly comprises a step J for storing the direction and/or the data (including the value of the slope determined in step J for the detected slope P.
  • the latter are transmitted and are then stored in the computer 5 during the immobilization of the vehicle in such a way that they are available on the next occasion on which the vehicle 20 is started.
  • the direction of and/or the data for the slope P are obtained (read) at the time of starting the vehicle. These data are then transmitted, and are then stored in the computer 5 .
  • the computer 5 calculates the motor torque setpoint Cp to be applied to the electric motor 1 , as provided for in step C.
  • the value of the motor torque setpoint Cp is defined at the time of the adjustments that are carried out for the fine-tuning of the vehicle prior to its commercialization.
  • This motor torque setpoint Cp will enable the power train (GMP) to apply a force to the electric motor 1 allowing the cancellation of that exerted on the parking brake device 9 in order to maintain the electric motor 1 in a position of equilibrium before the disengagement of the blocking finger 1 .
  • the value of the motor torque setpoint Cp depends on the data for the rotation of the means of driving the rotor, or on the force exerted on the parking brake device 9 .
  • the sign of the motor torque setpoint Cp may be negative or positive, depending on the direction of the slope P.
  • the value of the motor torque setpoint Cp is based on the data for the inclination or the angle of the slope P, and/or of the vehicle, if the information is available at the time of starting the vehicle (for example by means of the ESP).
  • the angle may be expressed in radians, in degrees or as a percentage.
  • the motor torque setpoint Cp calculated in this way is applied to the electric motor in order to reduce, or even to suppress, the oscillations.
  • the algorithm in FIG. 7 illustrates an example of the functioning of the method for controlling a power train utilizing the ESP system.
  • the motor torque setpoint Cp is maintained from the start of the transition from the applied position to the end of the transition to the released position, in such a way as to maintain the electric motor 1 in the position into which it or the means of driving the rotor has tilted. Jolts, oscillations, etc., are avoided in this way.
  • the value of the motor torque setpoint Cp that has been calculated by the computer 5 is returned progressively towards a zero value, as represented in the time chart in FIG. 8 .
  • This return to equilibrium is performed in a controlled manner by progressively reducing the motor torque to zero.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Hybrid Electric Vehicles (AREA)
US15/312,333 2014-05-21 2015-05-13 Method for controlling a power train of a vehicle, and corresponding device and vehicle Abandoned US20170080946A1 (en)

Applications Claiming Priority (3)

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FR1454584 2014-05-21
FR1454584A FR3021280B1 (fr) 2014-05-21 2014-05-21 Procede de controle d'un groupe motopropulseur d'un vehicule, dispositif et vehicule correspondant.
PCT/FR2015/051274 WO2015177441A1 (fr) 2014-05-21 2015-05-13 Procédé de contrôle d'un groupe motopropulseur d'un véhicule, dispositif et véhicule correspondant

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CN112936293B (zh) * 2021-04-02 2022-09-20 上海节卡机器人科技有限公司 一种阻挡式刹车机构的刹车释放方法及装置
JP2023005720A (ja) * 2021-06-29 2023-01-18 株式会社デンソー 車両制御装置
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US10670145B2 (en) * 2017-09-07 2020-06-02 Hyundai Motor Company Electric vehicle powertrain and parking control method thereof
EP3492330A1 (de) * 2017-11-29 2019-06-05 Audi Ag Verfahren zum betreiben eines kraftfahrzeugs sowie entsprechendes kraftfahrzeug
CN109849914A (zh) * 2017-11-29 2019-06-07 奥迪股份公司 用于运行机动车的方法以及相应的机动车
US10793011B2 (en) 2017-11-29 2020-10-06 Audi Ag Method for operating a motor vehicle and corresponding motor vehicle
US11167651B2 (en) * 2019-05-03 2021-11-09 Hyundai Motor Company Method of controlling vibration reduction of vehicle

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FR3021280B1 (fr) 2017-12-22
CN106458057B (zh) 2020-04-21
EP3145783A1 (fr) 2017-03-29
CN106458057A (zh) 2017-02-22
US10023191B2 (en) 2018-07-17
WO2015177441A1 (fr) 2015-11-26
US20180134299A1 (en) 2018-05-17
KR102049084B1 (ko) 2019-11-26
JP2017519473A (ja) 2017-07-13
EP3145783B1 (fr) 2021-06-23
JP6725430B2 (ja) 2020-07-15
FR3021280A1 (fr) 2015-11-27
KR20170010817A (ko) 2017-02-01

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