WO2008050032A2 - Method for controlling the coupling of a vehicle alternator - Google Patents

Method for controlling the coupling of a vehicle alternator Download PDF

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Publication number
WO2008050032A2
WO2008050032A2 PCT/FR2007/052147 FR2007052147W WO2008050032A2 WO 2008050032 A2 WO2008050032 A2 WO 2008050032A2 FR 2007052147 W FR2007052147 W FR 2007052147W WO 2008050032 A2 WO2008050032 A2 WO 2008050032A2
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WO
WIPO (PCT)
Prior art keywords
alternator
engine
coupling
situations
vehicle
Prior art date
Application number
PCT/FR2007/052147
Other languages
French (fr)
Other versions
WO2008050032A3 (en
Inventor
Nicolas Guerin
Boris Mathieu
Original Assignee
Peugeot Citroën Automobiles SA
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Filing date
Publication date
Application filed by Peugeot Citroën Automobiles SA filed Critical Peugeot Citroën Automobiles SA
Publication of WO2008050032A2 publication Critical patent/WO2008050032A2/en
Publication of WO2008050032A3 publication Critical patent/WO2008050032A3/en

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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/06—Control effected upon clutch or other mechanical power transmission means and dependent upon electric output value of the generator
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • 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
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the present invention relates to a method for controlling the coupling or decoupling of an alternator with the crankshaft of a heat engine.
  • the rotation shaft of an alternator (rotation shaft which forms part of the alternator rotor) of a motor vehicle is provided at its end with a pulley, which is rotated with the aid of a drive belt, itself connected to a pulley secured to the crankshaft of the engine.
  • the belt drives the alternator, which generates an electric current used to recharge one or more storage devices (batteries, supercapacitors, etc.) of the vehicle and to supply different equipment consuming electrical energy.
  • Some vehicles are currently equipped with a reversible alternator that can operate as an electric motor.
  • the reversible alternator (rotor and stator) is supplied with electric current using the battery, which rotates the rotor and thus the pulley attached to the rotor shaft, which drives the belt and the crankshaft.
  • the mechanical energy provided by the alternator can be used to start the engine, for example in a system for stopping and restarting the engine automatically ("Stop & Start" system) or to provide additional torque to the engine.
  • the alternator When the electrical energy storage device (battery, supercapacitor 7) is sufficiently charged, the alternator can be cut, that is to say it no longer generates electric current. The electrical consumers of the vehicle are then fed directly by the storage member.
  • the main disadvantage of the existing systems is that the alternator is permanently connected to the crankshaft of the engine, even when the alternator does not deliver current, which generates mechanical losses related to the bearings of the alternator and its cooling system such as a fan and unnecessary wear of the alternator.
  • patent EP 0 980 479 B1 describes such a device consisting of a spring system and unidirectional clutch interposed between the shaft and the pulley of the alternator.
  • the spring and the unidirectional clutch are connected in series.
  • the spring transmits the rotational movement of the pulley to the alternator shaft, the pulley and the shaft rotating in the same direction, allowing small rotational movements of the shaft in the opposite direction to the movement of the pulley .
  • the one-way clutch allows the alternator shaft to rotate at a higher rotational speed than the pulley when the rotational speed of the crankshaft decreases.
  • this system is to prevent abrupt changes in the engine's rpm from having an effect on the alternator, which would cause the belt to slip on the alternator pulley and thus the wear or even breakage of the engine. belt.
  • the clutch is unidirectional: it allows the decoupling of the rotation shaft of the alternator with the pulley only to allow a rotational speed of the shaft greater than that of the pulley.
  • the patent application FR 2 727 902 describes a device for air conditioning a vehicle.
  • the alternator reversible
  • the air conditioning compressor is actuated by the reversible alternator operating in electric motor.
  • the decoupling of the alternator is achieved by means of a free wheel interposed between the crankshaft and the crankshaft pulley. This decoupling occurs only when the engine is stopped.
  • the patent application EP 0 441 212 A2 relates to a device for charging a battery connected to an alternator driven by the crankshaft. of a motor, using a system with two pulleys connected by a belt.
  • one of the two pulleys is of the electromagnetic type, which optimizes the charge of the battery by uncoupling the alternator of the crankshaft when the battery is charged.
  • the documents cited above allow a decoupling of the alternator with the crankshaft of the engine, they do not concern the problem of reducing fuel consumption of the engine.
  • the present invention proposes a method for reducing the consumption of the engine of a vehicle by decoupling the rotation shaft of the alternator with the crankshaft of the engine during certain operating phases.
  • the invention relates to a method of controlling the coupling of an alternator with a thermal engine of a vehicle, the alternator being intended to supply electrical power to at least one current-consuming device and storage means electrical energy, the alternator and the motor being generally coupled and the coupling being performed by a coupling / decoupling device.
  • the method consists in detecting so-called "rest" situations for which the operation of the alternator is unnecessary and, if at least one of the rest situations is detected, decoupling the alternator from the heat engine in order to reduce the energy losses. generated by the operation of the alternator.
  • the operating situations include at least one of the following circumstances in which the alternator supplies electrical power to said apparatus and / or the storage means:
  • the load of the storage means is less than a predetermined threshold; the load of the storage means is not sufficient to supply electrical energy to the apparatus (es);
  • the alternator must also be coupled in the following situations:
  • the rest situations comprise at least one of the following circumstances in which the alternator is decoupled from the engine: the vehicle is in the acceleration phase;
  • the storage means of the electrical energy are in a high charge state greater than a certain threshold; and there is a need to limit the mechanical power supplied by the heat engine.
  • the operating situations include one of the following circumstances for which the alternator is powered by the storage means and supplies mechanical energy to the heat engine:
  • the alternator can advantageously be controlled so as to modulate the power generated by the alternator.
  • FIG. 1 represents the architecture of a minimal system for the generation and storage of electrical energy of a motor vehicle
  • FIGS. 2 and 3 illustrate the operation according to the invention of a system for generating and storing electrical energy of the "microhybrid" type, the alternator being respectively coupled and decoupled from the heat engine.
  • a heat engine 10 is coupled to an alternator
  • the alternator supplies electrical power storage means 16, such as a battery or a supercapacitor (capacitor of large capacity), and various devices. 18 consumers of electrical energy, such as for example wipers and headlights of the vehicle.
  • the engine is coupled to the alternator by a drive belt system connecting two pulleys, one attached to the crankshaft of the engine and the other to the rotor shaft of the alternator. This can be controlled to adjust the control voltage as needed. It can also be reversible, that is to say, in addition to its operation as a current generator, be supplied with electric current by the energy storage means and thus operate as an electric motor providing mechanical energy.
  • the alternator is usually coupled to the engine.
  • the alternator is decoupled from the heat engine by means of the coupling / decoupling device 14 when the operation of the alternator is not useful.
  • sensors not shown
  • situations called “rest” are detected, situations for which the operation of the alternator is not useful.
  • the alternator is decoupled from the engine.
  • the alternator In quiescent situations, the alternator is cut electrically (it does not deliver any current) and it is also decoupled mechanically from the engine to limit the losses due to unnecessary drive of the rotor of the alternator. During these rest situations, the electrical devices 18 are powered by the storage means 16 of electrical energy.
  • the alternator is coupled to the motor and it delivers a current for powering the consumer electrical energy devices and possibly to recharge the electrical energy storage means.
  • the power level generated may vary depending on whether it is only desired to power the electrical appliances while maintaining the state of charge of the stable storage means, or that it is also desired to recharge the storage means.
  • the operating situations generally correspond to load states of the weak electrical energy storage means (charge level lower than a predetermined threshold or deemed not sufficient to power the electrical appliances), or to situations where the generation of energy It is considered “economical” (in the energy recovery phase, for example in the deceleration phase with the driver's foot raised from the accelerator pedal or during the braking phase).
  • the alternator can be controlled, the power generated by the alternator can be modulated and ideally maximized when one is in a situation where the cost of energy is low (for example in braking of the vehicle) or in case of significant need of electrical energy (for example, low level storage means).
  • the alternator is reversible, additional operating situations may be considered.
  • the reversible alternator drives the engine to start it.
  • the alternator is then coupled to the motor via the drive belt.
  • the alternator can operate in mechanical engine mode and provide additional torque to the engine. In this operating situation, the alternator is also coupled to the heat engine via the belt.
  • FIGS. 2 and 3 relate more particularly to the operation of a "micro-hybrid" system with a reversible alternator 20 driven by a heat engine 22 by means of a belt 24.
  • a micro-hybrid system is an intermediate system between a system only "Stop & Start” and a hybrid system, which can operate alternately in thermal engine mode and electric motor mode.
  • the system comprises first and second electrical energy storage means, respectively 26 and 28, separated by a DC / DC type power converter 30.
  • One or more electrical apparatus (s) 32 is (are) supplied with electric current by the alternator 20 or by the storage means 26 and / or 28.
  • the coupling or decoupling of the alternator to the heat engine 22 is performed by a coupling / decoupling device 34.
  • This device can take various forms, for example:
  • an electromagnetic clutch system integrated into the alternator pulley for example a clutch of the type traditionally used in air conditioning compressors.
  • the clutch can be single-disk or multi-disk depending on the available space and the torque to be transmitted from the engine to the alternator, and vice versa.
  • the disk may be attached to the end of the rotation shaft of the alternator and be moved by means of electromagnetic coils so as to rest firmly on the pulley or, on the contrary, to move away from it.
  • a system of freewheels of which at least one is driven In this type of system, a wheel is attached to the rotation shaft of the alternator, between this shaft and the drive pulley. By moving in housing, balls, rollers or rollers are used to secure the wheel with the pulley of the alternator.
  • the coupling / decoupling device is located between the rotation shaft of the alternator and the crankshaft of the engine. It can for example be located between the rotation shaft of the alternator and the alternator pulley so as to couple or decouple the shaft and pulley. It can also be located at the exit of the crankshaft, between the crankshaft and the crankshaft pulley, the essential being to be able to couple or decouple the axis of rotation of the alternator and the crankshaft and, more generally, the alternator and the engine.
  • the coupling / decoupling device 34 is closed, that is to say that the alternator 20 is coupled to the heat engine 22.
  • the power generated by the alternator 20 is used to supplying the electrical apparatus (s) 32 via the current converter 30 and recharging the electrical energy storage means 26 and 28. This is what is symbolized in FIG. 2 by the arrows with dots.
  • the coupling / decoupling device 34 is open, that is to say that the alternator 20 is decoupled from the engine 22.
  • the alternator no longer rotates, so as to limit energy losses.
  • the electrical apparatus 32 and, if necessary, the second storage means 28 are powered by the first means of storage. storage 26 via the current converter 30.
  • the dashed arrows symbolize this mode of operation.
  • control of the decoupling of the alternator according to the method of the invention makes it possible to significantly reduce the energy losses due to uncontrolled operation of the alternator and to reduce pollution.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Control Of Eletrric Generators (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The invention relates to a method for controlling the coupling of an alternator (12, 20) with the combustion engine (10, 22) of a vehicle, the alternator being intended to supply electrical current to at least one current-consuming item of apparatus (18, 32) and means (16, 26, 28) of storing electrical energy, the alternator and the engine generally being coupled and coupling being performed by a coupling/decoupling device (14, 34). According to the invention, the method consists in detecting situations known as “rest” situations for which there is no need for the alternator to run and, if at least one of the rest situations is detected, in decoupling the alternator (12, 20) from the combustion engine (10, 22) so as to reduce the energy losses caused by running the alternator.

Description

Procédé de commande du couplage d'un alternateur d'un véhicule A method of controlling the coupling of an alternator of a vehicle
La présente invention revendique la priorité de la demande française 0654529 déposée le 25/10/2006 dont le contenu (description, revendications et dessins) est incorporé ici par référence.The present invention claims the priority of the French application 0654529 filed on 25/10/2006 whose content (description, claims and drawings) is incorporated herein by reference.
La présente invention concerne un procédé de commande du couplage ou du découplage d'un alternateur avec le vilebrequin d'un moteur thermique. De façon classique, l'arbre de rotation d'un alternateur (arbre de rotation qui fait partie du rotor de l'alternateur) de véhicule automobile est muni à son extrémité d'une poulie, laquelle est mise en rotation à l'aide d'une courroie d'entraînement, elle-même reliée à une poulie solidaire du vilebrequin du moteur. Dès la mise en marche du moteur, la courroie entraîne l'alternateur, lequel génère un courant électrique utilisé pour recharger un ou des dispositifs de stockage (batteries, supercondensateurs...) du véhicule et pour alimenter différents équipements consommateurs d'énergie électrique.The present invention relates to a method for controlling the coupling or decoupling of an alternator with the crankshaft of a heat engine. In a conventional manner, the rotation shaft of an alternator (rotation shaft which forms part of the alternator rotor) of a motor vehicle is provided at its end with a pulley, which is rotated with the aid of a drive belt, itself connected to a pulley secured to the crankshaft of the engine. As soon as the engine is started, the belt drives the alternator, which generates an electric current used to recharge one or more storage devices (batteries, supercapacitors, etc.) of the vehicle and to supply different equipment consuming electrical energy.
Certains véhicules sont actuellement équipés d'un alternateur réversible qui peut fonctionner en moteur électrique. L'alternateur réversible (rotor et stator) est alimenté en courant électrique à l'aide de la batterie, ce qui met en rotation le rotor et donc la poulie fixée à l'arbre du rotor, laquelle entraîne la courroie et le vilebrequin. L'énergie mécanique fournie par l'alternateur peut être utilisée pour démarrer le moteur thermique, par exemple dans un système d'arrêt et de redémarrage automatique du moteur (système « Stop & Start ») ou pour fournir un couple supplémentaire au moteur thermique.Some vehicles are currently equipped with a reversible alternator that can operate as an electric motor. The reversible alternator (rotor and stator) is supplied with electric current using the battery, which rotates the rotor and thus the pulley attached to the rotor shaft, which drives the belt and the crankshaft. The mechanical energy provided by the alternator can be used to start the engine, for example in a system for stopping and restarting the engine automatically ("Stop & Start" system) or to provide additional torque to the engine.
Lorsque le dispositif de stockage d'énergie électrique (batterie, supercondensateur...) est suffisamment chargé, l'alternateur peut être coupé, c'est-à-dire qu'il ne génère plus de courant électrique. Les consommateurs électriques du véhicule sont alors alimentés directement par l'organe de stockage. L'inconvénient principal des systèmes existants vient du fait que l'alternateur est relié en permanence au vilebrequin du moteur, même lorsque l'alternateur ne débite pas de courant, ce qui engendre des pertes mécaniques liées aux paliers de l'alternateur et à son système de refroidissement tel qu'un ventilateur et une usure inutile de l'alternateur.When the electrical energy storage device (battery, supercapacitor ...) is sufficiently charged, the alternator can be cut, that is to say it no longer generates electric current. The electrical consumers of the vehicle are then fed directly by the storage member. The main disadvantage of the existing systems is that the alternator is permanently connected to the crankshaft of the engine, even when the alternator does not deliver current, which generates mechanical losses related to the bearings of the alternator and its cooling system such as a fan and unnecessary wear of the alternator.
Des dispositifs de découplage de l'arbre de rotation d'un alternateur avec le vilebrequin d'un moteur ont déjà été proposés. Par exemple, le brevet EP 0 980 479 B1 décrit un tel dispositif composé d'un système à ressort et à embrayage unidirectionnel interposé entre l'arbre et la poulie de l'alternateur. Le ressort et l'embrayage unidirectionnel sont reliés en série. Le ressort transmet le mouvement de rotation de la poulie à l'arbre de l'alternateur, la poulie et l'arbre tournant dans le même sens, en permettant de petits mouvements de rotation de l'arbre en sens inverse du mouvement de la poulie. L'embrayage unidirectionnel permet à l'arbre de l'alternateur de tourner à une vitesse de rotation supérieure à celle de la poulie lorsque la vitesse de rotation du vilebrequin diminue. Le but de ce système est d'éviter que les brusques variations de régime du moteur se répercutent sur l'alternateur, ce qui provoquerait un glissement de la courroie sur la poulie de l'alternateur et donc l'usure ou même la casse de la courroie. On notera que l'embrayage est unidirectionnel : il permet le découplage de l'arbre de rotation de l'alternateur avec la poulie uniquement pour permettre une vitesse de rotation de l'arbre supérieure à celle de la poulie.Decoupling devices of the rotation shaft of an alternator with the crankshaft of an engine have already been proposed. For example, patent EP 0 980 479 B1 describes such a device consisting of a spring system and unidirectional clutch interposed between the shaft and the pulley of the alternator. The spring and the unidirectional clutch are connected in series. The spring transmits the rotational movement of the pulley to the alternator shaft, the pulley and the shaft rotating in the same direction, allowing small rotational movements of the shaft in the opposite direction to the movement of the pulley . The one-way clutch allows the alternator shaft to rotate at a higher rotational speed than the pulley when the rotational speed of the crankshaft decreases. The purpose of this system is to prevent abrupt changes in the engine's rpm from having an effect on the alternator, which would cause the belt to slip on the alternator pulley and thus the wear or even breakage of the engine. belt. Note that the clutch is unidirectional: it allows the decoupling of the rotation shaft of the alternator with the pulley only to allow a rotational speed of the shaft greater than that of the pulley.
La demande de brevet FR 2 727 902 décrit un dispositif pour la climatisation d'un véhicule. Lorsque le moteur thermique du véhicule est à l'arrêt, l'alternateur (réversible) est découplé du vilebrequin du moteur et le compresseur de climatisation est actionné par l'alternateur réversible fonctionnant en moteur électrique. Le découplage de l'alternateur est réalisé à l'aide d'une roue libre interposée entre le vilebrequin et la poulie du vilebrequin. Ce découplage ne se produit que lorsque le moteur thermique est à l'arrêt.The patent application FR 2 727 902 describes a device for air conditioning a vehicle. When the engine of the vehicle is stopped, the alternator (reversible) is decoupled from the crankshaft of the engine and the air conditioning compressor is actuated by the reversible alternator operating in electric motor. The decoupling of the alternator is achieved by means of a free wheel interposed between the crankshaft and the crankshaft pulley. This decoupling occurs only when the engine is stopped.
La demande de brevet EP 0 441 212 A2 concerne un dispositif de charge d'une batterie connectée à un alternateur entraîné par le vilebrequin d'un moteur, à l'aide d'un système à deux poulies reliées par une courroie.The patent application EP 0 441 212 A2 relates to a device for charging a battery connected to an alternator driven by the crankshaft. of a motor, using a system with two pulleys connected by a belt.
Selon un mode de réalisation, l'une des deux poulies est du type électromagnétique, ce qui permet d'optimiser la charge de la batterie en découplant l'alternateur du vilebrequin lorsque la batterie est chargée. Bien que les documents cités précédemment permettent un découplage de l'alternateur avec le vilebrequin du moteur, ils ne concernent pas le problème de la diminution de consommation en carburant du moteur. La présente invention propose un procédé permettant de réduire la consommation du moteur thermique d'un véhicule en découplant l'arbre de rotation de l'alternateur avec le vilebrequin du moteur lors de certaines phases de fonctionnement.According to one embodiment, one of the two pulleys is of the electromagnetic type, which optimizes the charge of the battery by uncoupling the alternator of the crankshaft when the battery is charged. Although the documents cited above allow a decoupling of the alternator with the crankshaft of the engine, they do not concern the problem of reducing fuel consumption of the engine. The present invention proposes a method for reducing the consumption of the engine of a vehicle by decoupling the rotation shaft of the alternator with the crankshaft of the engine during certain operating phases.
De façon plus précise, l'invention concerne un procédé de commande du couplage d'un alternateur avec un moteur thermique d'un véhicule, l'alternateur étant destiné à alimenter en courant électrique au moins un appareil consommateur de courant et des moyens de stockage d'énergie électrique, l'alternateur et le moteur étant généralement couplés et le couplage étant réalisé par un dispositif de couplage/découplage.More specifically, the invention relates to a method of controlling the coupling of an alternator with a thermal engine of a vehicle, the alternator being intended to supply electrical power to at least one current-consuming device and storage means electrical energy, the alternator and the motor being generally coupled and the coupling being performed by a coupling / decoupling device.
Le procédé consiste à détecter des situations dites « de repos » pour lesquelles le fonctionnement de l'alternateur est inutile et, si au moins l'une des situations de repos est détectée, découpler l'alternateur du moteur thermique afin de diminuer les pertes énergétiques engendrées par le fonctionnement de l'alternateur.The method consists in detecting so-called "rest" situations for which the operation of the alternator is unnecessary and, if at least one of the rest situations is detected, decoupling the alternator from the heat engine in order to reduce the energy losses. generated by the operation of the alternator.
Des situations dites « de fonctionnement » pour lesquelles le fonctionnement de l'alternateur est utile peuvent en outre être détectées et, si au moins l'une des situations de fonctionnement est détectée, le couplage de l'alternateur au moteur thermique est maintenu de sorte que l'alternateur fournisse de l'énergie."Operating" situations for which the operation of the alternator is useful can also be detected and, if at least one of the operating situations is detected, the coupling of the alternator to the engine is maintained so that the alternator provides energy.
Les situations de fonctionnement comprennent au moins l'une des circonstances suivantes pour lesquelles l'alternateur fournit du courant électrique audit appareil et/ou aux moyens de stockage :The operating situations include at least one of the following circumstances in which the alternator supplies electrical power to said apparatus and / or the storage means:
- la charge des moyens de stockage est inférieure à un seuil prédéterminé ; - la charge des moyens de stockage n'est pas suffisante pour alimenter en énergie électrique le ou les appareil(s) ;the load of the storage means is less than a predetermined threshold; the load of the storage means is not sufficient to supply electrical energy to the apparatus (es);
Si l'on souhaite également récupérer de l'énergie cinétique lors des phases de décélération du véhicule, l'alternateur doit aussi être couplé dans les situations suivantes :If it is also desired to recover kinetic energy during the deceleration phases of the vehicle, the alternator must also be coupled in the following situations:
- le véhicule est en phase de décélération ; etthe vehicle is in the deceleration phase; and
- le véhicule est en phase de freinage.- the vehicle is in the braking phase.
Les situations de repos comprennent au moins l'une des circonstances suivantes pour lesquelles l'alternateur est découplé du moteur thermique : - le véhicule est en phase d'accélération ;The rest situations comprise at least one of the following circumstances in which the alternator is decoupled from the engine: the vehicle is in the acceleration phase;
- la consommation en carburant du véhicule excède un seuil de consommation prédéterminé ;the fuel consumption of the vehicle exceeds a predetermined consumption threshold;
- les moyens de stockage de l'énergie électrique sont dans un état de charge élevé supérieur à un certain seuil ; et - il existe un besoin de limiter la puissance mécanique fournie par le moteur thermique.- The storage means of the electrical energy are in a high charge state greater than a certain threshold; and there is a need to limit the mechanical power supplied by the heat engine.
Lorsque l'alternateur est du type réversible, les situations de fonctionnement comprennent l'une des circonstances suivantes pour lesquelles l'alternateur est alimenté par les moyens de stockage et fournit de l'énergie mécanique au moteur thermique :When the alternator is of the reversible type, the operating situations include one of the following circumstances for which the alternator is powered by the storage means and supplies mechanical energy to the heat engine:
- démarrage du moteur thermique à l'aide de l'alternateur ; et- start of the engine using the alternator; and
- apport d'un complément de couple au moteur thermique.- Providing a complement of torque to the engine.
L'alternateur peut avantageusement être piloté de façon à moduler la puissance générée par l'alternateur.The alternator can advantageously be controlled so as to modulate the power generated by the alternator.
D'autres avantages et caractéristiques de l'invention apparaîtront au cours de la description qui suit de plusieurs modes de réalisation de l'invention, donnés à titre d'exemples non limitatifs, en référence aux dessins annexés et sur lesquels : - la figure 1 représente l'architecture d'un système minimal de génération et de stockage d'énergie électrique d'un véhicule automobile ; - les figures 2 et 3 illustrent le fonctionnement selon l'invention d'un système de génération et de stockage d'énergie électrique du type « microhybride », l'alternateur étant respectivement couplé et découplé du moteur thermique. Sur la figure 1 , un moteur thermique 10 est couplé à un alternateurOther advantages and features of the invention will become apparent from the following description of several embodiments of the invention, given by way of non-limiting example, with reference to the accompanying drawings and in which: FIG. 1 represents the architecture of a minimal system for the generation and storage of electrical energy of a motor vehicle; FIGS. 2 and 3 illustrate the operation according to the invention of a system for generating and storing electrical energy of the "microhybrid" type, the alternator being respectively coupled and decoupled from the heat engine. In FIG. 1, a heat engine 10 is coupled to an alternator
12 par l'intermédiaire d'un dispositif de couplage/découplage 14. L'alternateur alimente en courant électrique des moyens de stockage 16 d'énergie électrique, tels qu'une batterie ou un supercondensateur (condensateur de capacité importante), et différents appareils 18 consommateurs d'énergie électrique, tels que par exemples les essuie- glaces et les phares du véhicule. Le moteur est couplé à l'alternateur par un système à courroie d'entraînement reliant deux poulies, l'une fixée au vilebrequin du moteur thermique et l'autre à l'arbre de rotation du rotor de l'alternateur. Ce dernier peut être piloté de façon à ajuster la tension de régulation en fonction des besoins. Il peut également être réversible, c'est-à- dire, en plus de son fonctionnement en générateur de courant, être alimenté en courant électrique par les moyens de stockage d'énergie et fonctionner ainsi en moteur électrique fournissant de l'énergie mécanique.12 through a coupling / decoupling device 14. The alternator supplies electrical power storage means 16, such as a battery or a supercapacitor (capacitor of large capacity), and various devices. 18 consumers of electrical energy, such as for example wipers and headlights of the vehicle. The engine is coupled to the alternator by a drive belt system connecting two pulleys, one attached to the crankshaft of the engine and the other to the rotor shaft of the alternator. This can be controlled to adjust the control voltage as needed. It can also be reversible, that is to say, in addition to its operation as a current generator, be supplied with electric current by the energy storage means and thus operate as an electric motor providing mechanical energy.
L'alternateur est généralement couplé au moteur thermique. Selon l'invention, l'alternateur est découplé du moteur thermique à l'aide du dispositif de couplage/découplage 14 lorsque le fonctionnement de l'alternateur n'est pas utile. A l'aide de capteurs (non représentés), des situations dites « de repos » sont détectées, situations pour lesquelles le fonctionnement de l'alternateur n'est pas utile. Lorsqu'une (ou plusieurs) de ces situations est (sont) détectée(s), l'alternateur est découplé du moteur thermique. Il est possible, en outre, de détecter des situations dites « de fonctionnement » pour lesquelles le fonctionnement de l'alternateur est utile ou même nécessaire. Lorsqu'une telle situation est détectée, on s'assure que l'alternateur est bien couplé au moteur thermique, si nécessaire en basculant le dispositif de couplage/découplage de la position découplée à la position couplée. Dans les situations de repos, l'alternateur est coupé électriquement (il ne débite aucun courant) et il est également découplé mécaniquement du moteur thermique afin de limiter les pertes liées à un entraînement inutile du rotor de l'alternateur. Pendant ces situations de repos, les appareils électriques 18 sont alimentés par les moyens de stockage 16 d'énergie électrique.The alternator is usually coupled to the engine. According to the invention, the alternator is decoupled from the heat engine by means of the coupling / decoupling device 14 when the operation of the alternator is not useful. With the help of sensors (not shown), situations called "rest" are detected, situations for which the operation of the alternator is not useful. When one (or more) of these situations is (are) detected, the alternator is decoupled from the engine. It is also possible to detect "operating" situations for which the operation of the alternator is useful or even necessary. When such a situation is detected, it is ensured that the alternator is well coupled to the heat engine, if necessary by tilting the coupling / decoupling device from the decoupled position to the coupled position. In quiescent situations, the alternator is cut electrically (it does not deliver any current) and it is also decoupled mechanically from the engine to limit the losses due to unnecessary drive of the rotor of the alternator. During these rest situations, the electrical devices 18 are powered by the storage means 16 of electrical energy.
Ces situations peuvent correspondre à une situation où le coût de l'énergie générée est important (par exemple en phase d'accélération du véhicule ou en cas de consommation de carburant excédant un seuil prédéterminé de consommation), à un état de charge des moyens de stockage d'énergie électrique élevé justifiant une décharge de ces moyens ou encore à un besoin de limiter la puissance mécanique prélevée au niveau du moteur thermique.These situations may correspond to a situation where the cost of the energy generated is significant (for example in the acceleration phase of the vehicle or in the event of fuel consumption exceeding a predetermined threshold of consumption), to a state of charge of the means of high electrical energy storage justifying a discharge of these means or a need to limit the mechanical power taken from the engine.
Dans les situations de fonctionnement, l'alternateur est couplé au moteur et il débite un courant permettant d'alimenter les appareils consommateurs d'énergie électrique et éventuellement de recharger les moyens de stockage d'énergie électrique. Le niveau de puissance généré peut varier suivant que l'on souhaite uniquement alimenter les appareils électriques en conservant l'état de charge des moyens de stockage stable, ou que l'on souhaite également recharger les moyens de stockage.In operating situations, the alternator is coupled to the motor and it delivers a current for powering the consumer electrical energy devices and possibly to recharge the electrical energy storage means. The power level generated may vary depending on whether it is only desired to power the electrical appliances while maintaining the state of charge of the stable storage means, or that it is also desired to recharge the storage means.
Les situations de fonctionnement correspondent généralement à des états de charge des moyens de stockage d'énergie électrique faibles (niveau de charge inférieur à un seuil prédéterminé ou jugé non suffisante pour alimenter les appareils électriques), ou à des situations où la génération d'énergie électrique est jugée « rentable » (en phase de récupération d'énergie, par exemple en phase de décélération avec le pied du conducteur relevé de la pédale d'accélérateur ou en phase de freinage).The operating situations generally correspond to load states of the weak electrical energy storage means (charge level lower than a predetermined threshold or deemed not sufficient to power the electrical appliances), or to situations where the generation of energy It is considered "economical" (in the energy recovery phase, for example in the deceleration phase with the driver's foot raised from the accelerator pedal or during the braking phase).
De plus, si l'alternateur peut être piloté, la puissance générée par l'alternateur peut être modulée et idéalement maximisée lorsque l'on se trouve dans une situation où le coût de l'énergie est faible (par exemple en cas de freinage du véhicule) ou en cas de besoin important d'énergie électrique (par exemple, niveau bas des moyens de stockage).In addition, if the alternator can be controlled, the power generated by the alternator can be modulated and ideally maximized when one is in a situation where the cost of energy is low (for example in braking of the vehicle) or in case of significant need of electrical energy (for example, low level storage means).
Si l'alternateur est réversible, des situations de fonctionnement supplémentaires peuvent être envisagées. Ainsi, en phase de démarrage du moteur thermique, l'alternateur réversible entraîne le moteur thermique pour le démarrer. L'alternateur est alors couplé au moteur via la courroie de transmission. De plus, en cas d'un besoin d'assistance à la traction, l'alternateur peut fonctionner en mode moteur mécanique et apporter un complément de couple au moteur thermique. Dans cette situation de fonctionnement, l'alternateur est également couplé au moteur thermique via la courroie.If the alternator is reversible, additional operating situations may be considered. Thus, in the starting phase of the engine, the reversible alternator drives the engine to start it. The alternator is then coupled to the motor via the drive belt. In addition, in case of a need for traction assistance, the alternator can operate in mechanical engine mode and provide additional torque to the engine. In this operating situation, the alternator is also coupled to the heat engine via the belt.
Les figures 2 et 3 concernent plus particulièrement le fonctionnement d'un système « micro-hybride » avec un alternateur réversible 20 entraîné par un moteur thermique 22 à l'aide d'une courroie 24. Un système micro- hybride est un système intermédiaire entre un système uniquement « Stop & Start » et un système hybride, lequel peut fonctionner alternativement en mode moteur thermique et en mode moteur électrique. Le système comporte des premiers et des deuxièmes moyens de stockage d'énergie électrique, respectivement 26 et 28, séparés par un convertisseur de courant 30 du type continu/continu. Un ou plusieurs appareil(s) électrique(s) 32 est (sont) alimenté(s) en courant électrique par l'alternateur 20 ou par les moyens de stockage 26 et/ou 28.FIGS. 2 and 3 relate more particularly to the operation of a "micro-hybrid" system with a reversible alternator 20 driven by a heat engine 22 by means of a belt 24. A micro-hybrid system is an intermediate system between a system only "Stop & Start" and a hybrid system, which can operate alternately in thermal engine mode and electric motor mode. The system comprises first and second electrical energy storage means, respectively 26 and 28, separated by a DC / DC type power converter 30. One or more electrical apparatus (s) 32 is (are) supplied with electric current by the alternator 20 or by the storage means 26 and / or 28.
Le couplage ou découplage de l'alternateur au moteur thermique 22 est réalisé par un dispositif de couplage/découplage 34. Ce dispositif peut prendre différentes formes, par exemples :The coupling or decoupling of the alternator to the heat engine 22 is performed by a coupling / decoupling device 34. This device can take various forms, for example:
- un système à embrayage électromagnétique intégré à la poulie de l'alternateur (par exemple un embrayage du type de ceux équipant traditionnellement les compresseurs de climatisation). L'embrayage pourra être mono-disque ou multi-disques en fonction de l'encombrement disponible et du couple à transmettre du moteur à l'alternateur, et inversement. Le disque peut par exemple être fixé à l'extrémité de l'arbre de rotation de l'alternateur et être déplacé à l'aide de bobines électromagnétiques pour venir s'appuyer fermement sur la poulie ou au contraire pour s'en éloigner.an electromagnetic clutch system integrated into the alternator pulley (for example a clutch of the type traditionally used in air conditioning compressors). The clutch can be single-disk or multi-disk depending on the available space and the torque to be transmitted from the engine to the alternator, and vice versa. The For example, the disk may be attached to the end of the rotation shaft of the alternator and be moved by means of electromagnetic coils so as to rest firmly on the pulley or, on the contrary, to move away from it.
- un système de roues libres dont l'une au moins est pilotée. Dans ce type de système, une roue est fixée à l'arbre de rotation de l'alternateur, entre cet arbre et la poulie d'entraînement. En se déplaçant dans des logements, des billes, rouleaux ou galets permettent de solidariser la roue avec la poulie de l'alternateur.- a system of freewheels of which at least one is driven. In this type of system, a wheel is attached to the rotation shaft of the alternator, between this shaft and the drive pulley. By moving in housing, balls, rollers or rollers are used to secure the wheel with the pulley of the alternator.
- un système d'indexage (crabotage) ou à base de train épicycloïdal. De façon générale, le dispositif de couplage/découplage est situé entre l'arbre de rotation de l'alternateur et le vilebrequin du moteur thermique. Il peut par exemple être localisé entre l'arbre de rotation de l'alternateur et la poulie de l'alternateur de façon à pouvoir coupler ou découpler cet arbre et cette poulie. Il peut aussi être localisé à la sortie du vilebrequin, entre le vilebrequin et la poulie du vilebrequin, l'essentiel étant de pouvoir coupler ou découpler l'axe de rotation de l'alternateur et le vilebrequin et, plus généralement, l'alternateur et le moteur thermique.- an indexing system (interconnection) or epicyclic gear train. In general, the coupling / decoupling device is located between the rotation shaft of the alternator and the crankshaft of the engine. It can for example be located between the rotation shaft of the alternator and the alternator pulley so as to couple or decouple the shaft and pulley. It can also be located at the exit of the crankshaft, between the crankshaft and the crankshaft pulley, the essential being to be able to couple or decouple the axis of rotation of the alternator and the crankshaft and, more generally, the alternator and the engine.
Dans le mode de fonctionnement représenté sur la figure 2, le dispositif 34 de couplage/découplage est fermé, c'est-à-dire que l'alternateur 20 est couplé au moteur thermique 22. La puissance générée par l'alternateur 20 sert à alimenter le ou appareil(s) électrique(s) 32 par l'intermédiaire du convertisseur de courant 30 et à recharger les moyens de stockage d'énergie électrique 26 et 28. C'est ce qui est symbolisé sur la figure 2 par les flèches en pointillés. Dans le cas de fonctionnement illustré sur la figure 3, le dispositif de couplage/découplage 34 est ouvert, c'est-à-dire que l'alternateur 20 est découplé du moteur thermique 22. L'alternateur ne tourne plus, de façon à limiter les pertes d'énergie. Les appareils électriques 32 et, si nécessaire, les deuxièmes moyens de stockage 28 (si leur charge est en dessous d'un certain seuil prédéterminé) sont alimentés par les premiers moyens de stockage 26 via le convertisseur de courant 30. Les flèches en pointillés symbolisent ce mode de fonctionnement.In the operating mode shown in FIG. 2, the coupling / decoupling device 34 is closed, that is to say that the alternator 20 is coupled to the heat engine 22. The power generated by the alternator 20 is used to supplying the electrical apparatus (s) 32 via the current converter 30 and recharging the electrical energy storage means 26 and 28. This is what is symbolized in FIG. 2 by the arrows with dots. In the case of operation illustrated in Figure 3, the coupling / decoupling device 34 is open, that is to say that the alternator 20 is decoupled from the engine 22. The alternator no longer rotates, so as to limit energy losses. The electrical apparatus 32 and, if necessary, the second storage means 28 (if their load is below a certain predetermined threshold) are powered by the first means of storage. storage 26 via the current converter 30. The dashed arrows symbolize this mode of operation.
La commande du découplage de l'alternateur selon le procédé de l'invention permet de réduire de façon significative les pertes d'énergie dues à un fonctionnement non contrôlé de l'alternateur et de réduire la pollution.The control of the decoupling of the alternator according to the method of the invention makes it possible to significantly reduce the energy losses due to uncontrolled operation of the alternator and to reduce pollution.
D'autres modes de réalisation que ceux décrits et représentés peuvent être conçus par l'homme du métier sans sortir du cadre de la présente invention. Embodiments other than those described and shown may be devised by those skilled in the art without departing from the scope of the present invention.

Claims

REVENDICATIONS
1. Procédé de commande du couplage d'un alternateur(12, 20) avec le moteur thermique (10, 22) d'un véhicule, l'alternateur étant destiné à alimenter en courant électrique au moins un appareil (18, 32) consommateur de courant et des moyens (16, 26, 28) de stockage d'énergie électrique, l'alternateur et le moteur étant généralement couplés et le couplage étant réalisé par un dispositif de couplage/découplage (14, 34), le procédé étant caractérisé en ce qu'il consiste à : - détecter des situations de repos pour lesquelles le fonctionnement de l'alternateur est inutile ; et1. A method for controlling the coupling of an alternator (12, 20) with the heat engine (10, 22) of a vehicle, the alternator being intended to supply electrical power to at least one consumer device (18, 32) current and means (16, 26, 28) for storing electrical energy, the alternator and the motor being generally coupled and the coupling being effected by a coupling / decoupling device (14, 34), the method being characterized in that it consists in: - detecting rest situations for which the operation of the alternator is unnecessary; and
- si au moins l'une des situations de repos est détectée, découpler l'alternateur (12, 20) du moteur thermique (10, 22) afin de diminuer les pertes énergétiques engendrées par le fonctionnement de l'alternateur.- If at least one of the rest situations is detected, uncouple the alternator (12, 20) of the engine (10, 22) to reduce the energy losses generated by the operation of the alternator.
2. Procédé selon la revendication 1 caractérisé en ce que l'on détecte en outre des situations de fonctionnement pour lesquelles le fonctionnement de l'alternateur (12, 20) est utile et, si au moins l'une des situations de fonctionnement est détectée, maintenir le couplage de l'alternateur (12, 20) au moteur thermique de sorte que l'alternateur fournisse de l'énergie.2. Method according to claim 1, characterized in that operating situations are also detected for which the operation of the alternator (12, 20) is useful and, if at least one of the operating situations is detected. , maintain the coupling of the alternator (12, 20) to the engine so that the alternator provides energy.
3. Procédé selon la revendication 2 caractérisé en ce que lesdites situations de fonctionnement comprennent au moins l'une des circonstances suivantes pour lesquelles l'alternateur (12, 20) fournit du courant électrique audit appareil (18, 32) et/ou aux moyens de stockage3. Method according to claim 2 characterized in that said operating situations comprise at least one of the following circumstances for which the alternator (12, 20) supplies electric power to said apparatus (18, 32) and / or the means storage
(16, 26, 28) :(16, 26, 28):
- la charge des moyens de stockage est inférieure à un seuil prédéterminé ;the load of the storage means is less than a predetermined threshold;
- la charge des moyens de stockage n'est pas suffisante pour alimenter en énergie électrique ledit appareil ;the charge of the storage means is not sufficient to supply electrical power to said apparatus;
- le véhicule est en phase de décélération ; et - le véhicule est en phase de freinage.the vehicle is in the deceleration phase; and - the vehicle is in the braking phase.
4. Procédé selon l'une des revendications précédentes caractérisé en ce que lesdites situations de repos comprennent au moins l'une des circonstances suivantes pour lesquelles l'alternateur (12, 20) est découplé du moteur thermique (10, 22) :4. Method according to one of the preceding claims characterized in that said rest situations comprise at least one of the following circumstances for which the alternator (12, 20) is decoupled from the engine (10, 22):
- le véhicule est en phase d'accélération ;- the vehicle is in the acceleration phase;
- la consommation en carburant du véhicule excède un seuil de consommation prédéterminé ; - les moyens de stockage de l'énergie électrique sont dans un état de charge élevé ; etthe fuel consumption of the vehicle exceeds a predetermined consumption threshold; the means for storing the electrical energy are in a high state of charge; and
- il existe un besoin de limiter la puissance mécanique fournie par le moteur thermique.- There is a need to limit the mechanical power provided by the engine.
5. Procédé selon l'une des revendications précédentes caractérisé en ce que, l'alternateur (12, 20) étant réversible, lesdites situations de fonctionnement comprennent l'une des circonstances suivantes pour lesquelles l'alternateur (12, 20) est alimenté par les moyens de stockage (16, 26, 28) et fournit de l'énergie mécanique au moteur thermique (10, 22) : - démarrage du moteur thermique à l'aide de l'alternateur ;5. Method according to one of the preceding claims characterized in that, the alternator (12, 20) being reversible, said operating situations include one of the following circumstances for which the alternator (12, 20) is powered by the storage means (16, 26, 28) and supplying mechanical energy to the heat engine (10, 22): starting the heat engine using the alternator;
- apport d'un complément de couple au moteur thermique.- Providing a complement of torque to the engine.
6. Procédé selon l'une des revendications précédentes caractérisé en ce que l'alternateur (12, 20) est piloté de façon à moduler la puissance générée par l'alternateur. 6. Method according to one of the preceding claims characterized in that the alternator (12, 20) is controlled so as to modulate the power generated by the alternator.
PCT/FR2007/052147 2006-10-25 2007-10-15 Method for controlling the coupling of a vehicle alternator WO2008050032A2 (en)

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FR0654529 2006-10-25
FR0654529A FR2907985B1 (en) 2006-10-25 2006-10-25 METHOD FOR CONTROLLING THE COUPLING OF AN ALTERNATOR OF A VEHICLE

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WO2008050032A3 WO2008050032A3 (en) 2008-07-17

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