EP2315931B1 - Method and device for monitoring the start time of a heat engine of a vehicle - Google Patents

Method and device for monitoring the start time of a heat engine of a vehicle Download PDF

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Publication number
EP2315931B1
EP2315931B1 EP09784489.8A EP09784489A EP2315931B1 EP 2315931 B1 EP2315931 B1 EP 2315931B1 EP 09784489 A EP09784489 A EP 09784489A EP 2315931 B1 EP2315931 B1 EP 2315931B1
Authority
EP
European Patent Office
Prior art keywords
voltage
tdem
start time
monitoring
phase
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP09784489.8A
Other languages
German (de)
French (fr)
Other versions
EP2315931A2 (en
Inventor
Oussama Rouis
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Valeo Equipements Electriques Moteur SAS
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Valeo Equipements Electriques Moteur SAS
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Publication of EP2315931A2 publication Critical patent/EP2315931A2/en
Application granted granted Critical
Publication of EP2315931B1 publication Critical patent/EP2315931B1/en
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Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0859—Circuits or control means specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2044—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using pre-magnetisation or post-magnetisation of the coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0885—Capacitors, e.g. for additional power supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/041—Starter speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/063—Battery voltage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque

Definitions

  • the present invention relates to a method and a device for controlling the starting time of a thermal engine of a vehicle.
  • the invention also relates to a micro-hybrid system comprising this device.
  • the vehicles are made to operate in the "Stop and Go” mode thanks to a reversible electric machine, or alternator-starter, coupled to the heat engine, powered by an inverter mode "starter".
  • alternator-starter in a "Stop and Go" mode of operation consists, under certain conditions, in causing the complete shutdown of the engine when the vehicle is itself stationary and then restarting the engine.
  • thermal engine as a result, for example, of a driver action interpreted as a restart request.
  • a typical "Stop and Go" situation is that of stopping at a red light.
  • the engine is automatically stopped, then, when the light turns green, the engine is restarted by means of the alternator-starter, as a result of the detection by the system of the depression of the engine. the clutch pedal by the driver, or any other action reflecting the driver's willingness to restart his vehicle.
  • phase currents and the excitation current are generally provided simultaneously by the power circuits at the time of restarting.
  • This delay is due to the establishment of the magnetic flux in the rotor, and it is proposed to pre-flux the inductor before the establishment of the phase currents, so as to reduce the time required for the heat engine to reach a predetermined rotation speed.
  • the method is implemented by controlling the excitation current for a fixed period of time, and does not seem to be suitable for alternator-starters powered by an "14 + X" variable voltage edge electrical network, in which so-called “micro-hybrid” systems.
  • the document US 2006/0017290 A1 presents another example of control by pre-fluxing where the amplitude, the frequency and the phase of the current are controlled.
  • the present invention aims to meet this need and specifically relates to a method for controlling the starting time of a thermal engine of a vehicle, which is mechanically coupled to a polyphase rotating electrical machine with inductor.
  • This electric machine known per se, comprises phase windings and sensors of the position of a rotor in number equal to the number of these phases, and is connected to an electrical network board.
  • the method of interest is of the type of pre-fluxing by establishing an excitation current in the inductor during a predetermined pre-fluxing time prior to establishing phase currents.
  • phase currents are controlled, also in a manner known per se, by control signals which are out of phase with a variable phase angle as a function of a speed of rotation of the machine. electric compared to synchronization signals produced by the sensors.
  • the phase shift angle is also remarkably a function of a voltage of the on-board electrical network, in a range between first and second voltages, the second voltage being greater than the first.
  • the starting time is independent of the voltage of the on-board electrical network.
  • the phase shift angle for a current value of the rotational speed is decreased when the voltage of the on-board electrical network increases between the first and second voltages.
  • the phase angle is constantly less than or equal to a maximum phase shift angle below which the start time is greater than a reference threshold when the voltage of the electrical network is equal to the first voltage.
  • the predetermined pre-fluxing time is a function of the voltage of the on-board electrical network.
  • This predetermined pre-fluxing time is preferably decreased when the voltage of the on-board electrical network increases between the first voltage and the second voltage.
  • the invention also relates to a device for controlling the starting time of a thermal engine of a vehicle adapted to the implementation of the method described above.
  • this heat engine is mechanically coupled to a polyphase rotating electrical machine with inductor having phase windings and sensors of the position of a rotor in number equal to the number of phases.
  • the electric machine is powered by power circuits connected to at least one onboard electrical network and controlled by a control circuit.
  • This control circuit comprises first phase current control means by control signals out of phase with a variable phase angle as a function of a speed of rotation of the machine. electrical with respect to synchronization signals produced by the sensors, and further comprises second means for controlling a pre-fluxing.
  • the device according to the invention is remarkable in that it comprises first means for determining the phase shift angle during the starting time as a function of a voltage of the on-board electrical network.
  • these first determination means are included in said first control means, and comprise a memory containing a tabulation of the phase shift angle as a function of the speed of rotation of the electric machine and the voltage of the on-board electrical network. .
  • the device according to the invention is also remarkable in that it further comprises second means for determining a pre-fluxing time as a function of a voltage of the on-board electrical network.
  • These second determination means are preferably included in the second control means, and advantageously comprise a memory containing a tabulation of the pre-fluxing time as a function of the voltage of the on-board electrical network for a reference threshold of the start-up time. of the engine.
  • the device for controlling the start-up time of a heat engine according to the invention preferably relates to a vehicle whose electrical network is connected to the terminals of at least one ultra-capacitor, or similar.
  • the starting time is constantly about 450 ms when the voltage of the on-board electrical network varies between 18 V and 24 V.
  • the invention therefore also relates to a micro-hybrid system advantageously comprising the device for controlling the starting time of a heat engine described above.
  • the chronograms of the Figure 4 schematically show the phase angle between the synchronization signals produced by the sensors of the rotor position of a three-phase machine and the control signals of the phase currents.
  • the Figure 5 shows the variations of this phase shift angle as a function of the speed of rotation of the electrical machine for several values of the voltage of the on-board electrical network, so as to according to the invention, to maintain a constant start-up time.
  • the preferred embodiment of the invention relates to vehicles equipped with an alternator-starter with a micro-hybrid braking energy recovery device, as shown schematically on the Figure 1 .
  • the Figure 1 shows an alternator-starter 1 coupled to a vehicle engine 2.
  • This alternator-starter 1 comprises a polyphase electrical machine with reversible excitation 3 coupled to the motor 2 by means of a transmission 4 by belt and pulleys.
  • the electric machine 3 comprises a rotor 5 integral with an output pulley 6 at the end of the shaft 7.
  • the rotor 5 has an inductor 8 supplied by means of a rotating commutator by an excitation circuit 9.
  • the machine 3 also comprises phase windings 10, or induced, powered by an inverter 11.
  • a control circuit 12 drives the power circuits of the machine 3, constituted by the inverter 11 and the excitation circuit 9, as a function of the information provided by a sensor of the position 13 of the rotor 5, and control signals. generated by an electronic control unit of the vehicle.
  • the electronic control unit receives operating parameters of the motor 2, and other context information via dedicated wire links or a CAN-type embedded data communication bus.
  • the inverter 11 is preferably constituted by a chopper circuit of the voltage of the on-board electrical network Vbat + X generating pulses, the frequency and the width of which are controlled by the control circuit 12, when the alternator-starter 1 operates in electric motor.
  • This same chopper circuit is a reversible AC - DC converter that operates as a synchronous rectifier when the alternator-starter 1 operates as an alternator.
  • the on-board electrical network is connected to the terminals of an ultra-capacitor 14 instead of being fed directly by an onboard battery 15, as in a conventional architecture.
  • the electric machine 3 When operating as a generator, the electric machine 3 charges the ultra-capacitor 14 by means of the reversible reciprocating-continuous converter 11 operating as a rectifier and supplies the on-board electrical network with a voltage Vbat + X greater than the battery voltage Vbat.
  • Power conversion circuits 16 constituted by a DC-DC converter, allow exchanges of electrical energy between the on-board battery 15 and the ultra-capacitor 14.
  • the starting time Tdem of the heat engine 2 depends on the voltage Vbat + X of the on-board electrical network, that is to say the state of charge of ultra-capacity 14.
  • the measurements 17 were carried out for a fixed pre-fluxing time Tpref-max of about 150 ms, corresponding to the magnetic saturation of the inductor 8, and a constant angle profile.
  • the start time Tdem defined as the time interval between the instant when the electric machine 3 applies a torque to the heat engine 2 and the moment when it reaches reference speed of rotation can, under these conditions, reach unacceptable values, given the objective of transparency of the system sought.
  • the Figure 3 shows the results of tests carried out on a micro-hybrid system similar to that shown on the Figure 1 , without start-up time control device, by varying the Tpref pre-fluxing time and for several levels of the voltage (18V, 20V, 22V, and 24V) of the Vbat + X on-board electrical network.
  • the pre-flow time Tpref varies between a minimum value Tpref-min, below which the start time is always greater than a reference threshold Tdem-ref, that is to say below which the start function is degraded, even at the maximum load of the ultra-capacitor 14, and a maximum value Tpref-max from which the magnetic saturation of the inductor 8 is observed.
  • the start time Tdem depends on the instantaneous engine torque supplied by the electric machine 3 during start-up, and this engine torque itself depends on the control of the machine 3 from the synchronization signals Si1, Si2, Si3 produced by the sensors of position 13 of the rotor 5.
  • the Figure 4 shows the synchronization signals Si1, Si2, Si3 from the sensors 13 of a three-phase machine 3 shown schematically on the Figure 1 .
  • These signals Si1, Si2, Si3 are binary signals having a duty cycle of 0.5 and which have between them the same nominal phase shift ⁇ , here equal to 120 °, the machine having three phases.
  • control of the electric machine 3 requires the reconstruction of control signals Sw1, Sw2, Sw3 of the chopper circuit 11 switching the phase currents having between them, in steady state, the same nominal phase shift ⁇ , but which have a phase angle ⁇ with respect to the incoming signals Si1, Si2, Si3 which varies as a function of the rotational speed N.
  • the starting time of the heat engine 2 is made constant, regardless of the voltage Vbat + X of the electrical network on board between 18V and 24V, by controlling the instantaneous torque of the electric machine 3 during the entire duration of the start.
  • phase shift angle ⁇ is a function of both the speed of rotation N of the electric machine and the voltage of the on-board electrical network Vbat + X.
  • the Figure 5 shows four examples of variation curves of the phase shift angle ⁇ as a function of the speed N parameterized by four values of the mains voltage Vbat + X (18V, 20V, 22V and 24V), the pre-fluxing time Tpref being set to the maximum Tpref-max value of about 150ms.
  • the strategy of maintaining a constant startup time Tdem, regardless of the voltage of the on-board electrical network Vbat + X, consists in optimizing the control parameters of the electrical machine 3 for the on-board electrical network voltage Vbat + X the lowest V1, and degrade the performance of machine 3 for higher Vbat + X network voltages.
  • the pre-fluxing time Tpref is thus set at the maximum Tpref-max allowed by the magnetic saturation of the inductor 8, and the phase angle ⁇ is maintained at a maximum value ⁇ max in order to provide optimum torque during starting for each rotation speed N.
  • the performance of the electrical machine 3 is also degraded by decreasing the pre-fluxing time Tpref when the voltage of the on-board electrical network Vbat + X increases.
  • the Figure 3 shows that if one chooses a reference threshold Tdem-ref as the start time Tdem to maintain constant, it suffices to use a two-dimensional linear interpolation to calculate the pre-fluxing time Tpref corresponding to each value of the voltage of the on-board electrical network Vbat + X included in the nominal voltage range V1 to V2 with a phase angle profile ⁇ current.
  • the law of variation of the phase shift angle ⁇ as a function of the rotation speed N and of the voltage of the network Vbat + X and, additionally, the law of variation of the pre-fluxing time Tpref as a function of the voltage of the network Vbat + X are tabulated in one or more memories of the control device 12 of the alternator-starter 1, which determines the driving angle profile of the electric machine 3, and the pre-flow time Tpref appropriate, depending the supply voltage Vbat + X applied to it.
  • the angle profiles shown on the Figure 5 are suitable for this model when the Tpref pre-fluxing time is constant and set at about 150ms.
  • the electric machine 3 reaches about 2000 rpm in 450 ms, that is to say that the heat engine 2, which is coupled thereto by a gear ratio of about 2.5, reaches at the same time a reference rotation speed of approximately 800 rpm, whatever the voltage of the on-board electrical network Vbat + X in the range V1, V2 from 18V to 24V,

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Eletrric Generators (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Motor And Converter Starters (AREA)
  • Hybrid Electric Vehicles (AREA)

Description

DOMAINE TECHNIQUE DE L'INVENTION.TECHNICAL FIELD OF THE INVENTION

La présente invention concerne un procédé et un dispositif de contrôle du temps de démarrage d'un moteur thermique d'un véhicule.The present invention relates to a method and a device for controlling the starting time of a thermal engine of a vehicle.

L'invention concerne aussi un système micro-hybride comprenant ce dispositif.The invention also relates to a micro-hybrid system comprising this device.

ARRIERE PLAN TECHNOLOGIQUE DE L'INVENTION.BACKGROUND ART OF THE INVENTION.

Des considérations d'économie d'énergie et de réduction de la pollution, surtout en milieu urbain, conduisent les constructeurs de véhicules automobiles à équiper leurs modèles d'un système d'arrêt/ relance automatique, tel que le système connu sous le terme anglo-saxon de « Stop and Go ».Considerations of saving energy and reducing pollution, especially in urban areas, lead motor vehicle manufacturers to equip their models with an automatic stop / start system, such as the system known as the Anglo -Saxon of "Stop and Go".

Ainsi que le rappelle la société VALEO EQUIPEMENTS ELECTRIQUES MOTEUR dans la demande de brevet FR2875549 , les véhicules sont rendus aptes à fonctionner selon le mode « Stop and Go » grâce à une machine électrique réversible, ou alterno-démarreur, couplée au moteur thermique, alimentée par un onduleur en mode « démarreur ».As recalled by the company VALEO ELECTRICAL EQUIPMENT ENGINE in the patent application FR2875549 , the vehicles are made to operate in the "Stop and Go" mode thanks to a reversible electric machine, or alternator-starter, coupled to the heat engine, powered by an inverter mode "starter".

L'utilisation d'un alterno-démarreur dans un mode de fonctionnement « Stop and Go » consiste, sous certaines conditions, à provoquer l'arrêt complet du moteur thermique lorsque le véhicule est lui-même à l'arrêt, puis à redémarrer le moteur thermique à la suite, par exemple, d'une action du conducteur interprétée comme une demande de redémarrage.The use of an alternator-starter in a "Stop and Go" mode of operation consists, under certain conditions, in causing the complete shutdown of the engine when the vehicle is itself stationary and then restarting the engine. thermal engine as a result, for example, of a driver action interpreted as a restart request.

Une situation typique de « Stop and Go » est celle de l'arrêt à un feu rouge. Lorsque le véhicule s'arrête au feu, le moteur thermique est automatiquement stoppé, puis, quand le feu devient vert, le moteur est redémarré au moyen de l'alterno-démarreur, comme suite à la détection par le système de l'enfoncement de la pédale d'embrayage par le conducteur, ou de toute autre action traduisant la volonté du conducteur de redémarrer son véhicule.A typical "Stop and Go" situation is that of stopping at a red light. When the vehicle stops at the fire, the engine is automatically stopped, then, when the light turns green, the engine is restarted by means of the alternator-starter, as a result of the detection by the system of the depression of the engine. the clutch pedal by the driver, or any other action reflecting the driver's willingness to restart his vehicle.

Il va de soi que la fonction de relance automatique réalisée par un système alterno-démarreur est une fonction qui doit être aussi transparente que possible pour le conducteur du véhicule.It goes without saying that the automatic restart function performed by an alternator / starter system is a function that must be as transparent as possible for the driver of the vehicle.

Dans les alterno-démarreurs constitués d'une machine électrique tournante polyphasée à inducteur, les courants de phases et le courant d'excitation sont généralement fournis simultanément par les circuits de puissance au moment du redémarrage.In alternator-starters consisting of a polyphase rotating electrical machine with inductor, the phase currents and the excitation current are generally provided simultaneously by the power circuits at the time of restarting.

Dans le brevet américain US6335609 , il est constaté que, dans ces circonstances, le couple moteur ne peut être produit qu'avec un retard perceptible.In the US patent US6335609 it is found that under these circumstances engine torque can only be produced with a perceptible delay.

Ce délai est dû à l'établissement du flux magnétique dans le rotor, et il est proposé de réaliser un pré-fluxage de l'inducteur avant l'établissement des courants de phases, de manière à réduire le temps nécessaire au moteur thermique pour atteindre une vitesse de rotation prédéterminée.This delay is due to the establishment of the magnetic flux in the rotor, and it is proposed to pre-flux the inductor before the establishment of the phase currents, so as to reduce the time required for the heat engine to reach a predetermined rotation speed.

Toutefois, le procédé est mis en oeuvre en contrôlant le courant d'excitation pendant une durée fixe, et ne semble pas adapté à des alterno-démarreurs alimentés par un réseau électrique de bord à tension variable, de type « 14+X », dans des systèmes dits « micro-hybrides ». Le document US 2006/0017290 A1 présente un autre exemple de contrôle par pré-fluxage où l'amplitude, la fréquence et la phase du courant sont commandées.However, the method is implemented by controlling the excitation current for a fixed period of time, and does not seem to be suitable for alternator-starters powered by an "14 + X" variable voltage edge electrical network, in which so-called "micro-hybrid" systems. The document US 2006/0017290 A1 presents another example of control by pre-fluxing where the amplitude, the frequency and the phase of the current are controlled.

Il existe par conséquent un besoin pour un procédé et un dispositif qui permettent de maintenir dans des limites, acceptables par le conducteur, le temps de démarrage dans le cas d'une architecture de système d'arrêt/ relance automatique de type micro-hybride, où la tension du réseau électrique de bord dépend de l'état de charge de l'ultra-capacité.There is therefore a need for a method and a device which makes it possible to maintain, in limits acceptable to the driver, the start-up time in the case of a micro-hybrid automatic stop / restart system architecture, where the voltage of the on-board electrical network depends on the state of charge of the ultra-capacitance.

DESCRIPTION GENERALE DE L'INVENTION.GENERAL DESCRIPTION OF THE INVENTION

La présente invention vise à satisfaire ce besoin et a précisément pour objet un procédé de contrôle du temps de démarrage d'un moteur thermique d'un véhicule, qui est accouplé mécaniquement à une machine électrique tournante polyphasée à inducteur.The present invention aims to meet this need and specifically relates to a method for controlling the starting time of a thermal engine of a vehicle, which is mechanically coupled to a polyphase rotating electrical machine with inductor.

Cette machine électrique, connue en soi, comporte des enroulements de phases et des capteurs de la position d'un rotor en nombre égal au nombre de ces phases, et est reliée à un réseau électrique de bord.This electric machine, known per se, comprises phase windings and sensors of the position of a rotor in number equal to the number of these phases, and is connected to an electrical network board.

Le procédé dont il s'agit est du type de ceux consistant à réaliser un pré-fluxage en établissant un courant d'excitation dans l'inducteur pendant un temps de pré-fluxage prédéterminé avant un établissement de courants de phases.The method of interest is of the type of pre-fluxing by establishing an excitation current in the inductor during a predetermined pre-fluxing time prior to establishing phase currents.

Ces courants de phases sont commandés, également de manière connue en soi, par des signaux de commande déphasés d'un angle de déphasage variable en fonction d'une vitesse de rotation de la machine électrique par rapport à des signaux de synchronisation produits par les capteurs.These phase currents are controlled, also in a manner known per se, by control signals which are out of phase with a variable phase angle as a function of a speed of rotation of the machine. electric compared to synchronization signals produced by the sensors.

Selon l'invention, pendant le temps de démarrage, l'angle de déphasage est de plus, de manière remarquable, une fonction d'une tension du réseau électrique de bord, dans une plage comprise entre une première et une seconde tensions, la seconde tension étant supérieure à la première.According to the invention, during the start-up time, the phase shift angle is also remarkably a function of a voltage of the on-board electrical network, in a range between first and second voltages, the second voltage being greater than the first.

De cette façon, dans le procédé selon l'invention, le temps de démarrage est indépendant de la tension du réseau électrique de bord.In this way, in the method according to the invention, the starting time is independent of the voltage of the on-board electrical network.

Fort avantageusement, l'angle de déphasage pour une valeur courante de la vitesse de rotation est diminué quand la tension du réseau électrique de bord augmente entre les première et deuxième tensions.Advantageously, the phase shift angle for a current value of the rotational speed is decreased when the voltage of the on-board electrical network increases between the first and second voltages.

De préférence, pour chaque valeur courante de la vitesse de rotation de la machine électrique, l'angle de déphasage est constamment inférieur ou égal à un angle de déphasage maximum au dessous duquel le temps de démarrage est supérieur à un seuil de référence quand la tension du réseau électrique de bord est égale à la première tension.Preferably, for each current value of the rotational speed of the electrical machine, the phase angle is constantly less than or equal to a maximum phase shift angle below which the start time is greater than a reference threshold when the voltage of the electrical network is equal to the first voltage.

Selon une autre caractéristique du procédé selon l'invention, le temps de pré-fluxage prédéterminé est une fonction de la tension du réseau électrique de bord.According to another characteristic of the method according to the invention, the predetermined pre-fluxing time is a function of the voltage of the on-board electrical network.

Ce temps de pré-fluxage prédéterminé est de préférence diminué quand la tension du réseau électrique de bord augmente entre la première tension et la seconde tension.This predetermined pre-fluxing time is preferably decreased when the voltage of the on-board electrical network increases between the first voltage and the second voltage.

L'invention concerne aussi un dispositif de contrôle du temps de démarrage d'un moteur thermique d'un véhicule adapté à la mise en oeuvre du procédé décrit ci-dessus.The invention also relates to a device for controlling the starting time of a thermal engine of a vehicle adapted to the implementation of the method described above.

De manière connue en soi, ce moteur thermique est accouplé mécaniquement à une machine électrique tournante polyphasée à inducteur comportant des enroulements de phases et des capteurs de la position d'un rotor en nombre égal au nombre des phases.In a manner known per se, this heat engine is mechanically coupled to a polyphase rotating electrical machine with inductor having phase windings and sensors of the position of a rotor in number equal to the number of phases.

La machine électrique est alimentée par des circuits de puissances reliés au moins à un réseau électrique de bord et contrôlés par un circuit de commande.The electric machine is powered by power circuits connected to at least one onboard electrical network and controlled by a control circuit.

Ce circuit de commande comprend des premiers moyens de commande de courants de phases par des signaux de commande déphasés d'un angle de déphasage variable en fonction d'une vitesse de rotation de la machine électrique par rapport à des signaux de synchronisation produits par les capteurs, et comprend, en outre, des seconds moyens de commande d'un pré-fluxage.This control circuit comprises first phase current control means by control signals out of phase with a variable phase angle as a function of a speed of rotation of the machine. electrical with respect to synchronization signals produced by the sensors, and further comprises second means for controlling a pre-fluxing.

Le dispositif selon l'invention est remarquable en ce qu'il comprend des premiers moyens de détermination de l'angle de déphasage pendant le temps de démarrage en fonction d'une tension du réseau électrique de bord.The device according to the invention is remarkable in that it comprises first means for determining the phase shift angle during the starting time as a function of a voltage of the on-board electrical network.

De préférence, ces premiers moyens de détermination sont inclus dans lesdits premiers moyens de commande, et comprennent une mémoire contenant une tabulation de l'angle de déphasage en fonction de la vitesse de rotation de la machine électrique et de la tension du réseau électrique de bord.Preferably, these first determination means are included in said first control means, and comprise a memory containing a tabulation of the phase shift angle as a function of the speed of rotation of the electric machine and the voltage of the on-board electrical network. .

Le dispositif selon l'invention est aussi remarquable en ce qu'il comprend de plus des seconds moyens de détermination d'un temps de pré-fluxage en fonction d'une tension du réseau électrique de bord.The device according to the invention is also remarkable in that it further comprises second means for determining a pre-fluxing time as a function of a voltage of the on-board electrical network.

Ces seconds moyens de détermination sont inclus de préférence dans les seconds moyens de commande, et comprennent fort avantageusement une mémoire contenant une tabulation du temps de pré-fluxage en fonction de la tension du réseau électrique de bord pour un seuil de référence du temps de démarrage du moteur thermique.These second determination means are preferably included in the second control means, and advantageously comprise a memory containing a tabulation of the pre-fluxing time as a function of the voltage of the on-board electrical network for a reference threshold of the start-up time. of the engine.

Le dispositif de contrôle du temps de démarrage d'un moteur thermique selon l'invention concerne préférentiellement un véhicule dont le réseau électrique de bord est connecté aux bornes d'au moins une ultra-capacité, ou similaire.The device for controlling the start-up time of a heat engine according to the invention preferably relates to a vehicle whose electrical network is connected to the terminals of at least one ultra-capacitor, or similar.

De manière remarquable, grâce à ce dispositif, le temps de démarrage est constamment d'environ 450ms quand la tension du réseau électrique de bord varie entre 18 V et 24V.Remarkably, thanks to this device, the starting time is constantly about 450 ms when the voltage of the on-board electrical network varies between 18 V and 24 V.

L'invention concerne donc aussi un système micro-hybride comprenant fort avantageusement le dispositif de contrôle du temps de démarrage d'un moteur thermique décrit ci-dessus.The invention therefore also relates to a micro-hybrid system advantageously comprising the device for controlling the starting time of a heat engine described above.

Ces quelques spécifications essentielles auront rendu évidents pour l'homme de métier les avantages apportés par l'invention par rapport à l'état de la technique antérieur.These few essential specifications will have made obvious to the skilled person the advantages provided by the invention compared to the state of the prior art.

Les spécifications détaillées de l'invention sont données dans la description qui suit en liaison avec les dessins ci-annexés. Il est à noter que ces dessins n'ont d'autre but que d'illustrer le texte de la description et ne constituent en aucune sorte une limitation de la portée de l'invention.The detailed specifications of the invention are given in the following description in conjunction with the accompanying drawings. It should be noted that these drawings have no other purpose than to illustrate the text of the description and do not constitute in any way a limitation of the scope of the invention.

BREVE DESCRIPTION DES DESSINS.BRIEF DESCRIPTION OF THE DRAWINGS

  • La Figure 1 est une représentation schématique d'un système d'arrêt/ relance automatique de type micro-hybride utilisant un dispositif de contrôle du temps de démarrage selon l'invention.The Figure 1 is a schematic representation of an automatic stop / restart system of the micro-hybrid type using a start-up time control device according to the invention.
  • La Figure 2 montre le temps de démarrage d'un moteur thermique dans un système d'arrêt/ relance automatique analogue à celui représenté sur la Figure 1 , en fonction de la tension du réseau électrique de bord, en l'absence du dispositif selon l'invention.The Figure 2 shows the starting time of a heat engine in an automatic stop / restart system similar to that shown on the Figure 1 , as a function of the voltage of the on-board electrical network, in the absence of the device according to the invention.
  • La Figure 3 montre les variations du temps de démarrage en fonction du temps de pré-fluxage et d'un ensemble discret de niveaux de la tension du réseau électrique de bord dans un système d'arrêt/ relance automatique analogue à celui représenté sur la Figure 1 , en l'absence du dispositif selon l'invention.The Figure 3 shows the variations of the start-up time as a function of the pre-fluxing time and a discrete set of levels of the on-board electrical system voltage in an automatic stop / restart system similar to that shown in FIG. Figure 1 , in the absence of the device according to the invention.

Les chronogrammes de la Figure 4 montrent schématiquement l'angle de déphasage entre les signaux de synchronisation produits par les capteurs de la position du rotor d'une machine triphasée et les signaux de commande des courants de phases.The chronograms of the Figure 4 schematically show the phase angle between the synchronization signals produced by the sensors of the rotor position of a three-phase machine and the control signals of the phase currents.

La Figure 5 montre les variations de cet angle de déphasage en fonction de la vitesse de rotation de la machine électrique pour plusieurs valeurs de la tension du réseau électrique de bord, de manière selon l'invention, à conserver un temps de démarrage constant.The Figure 5 shows the variations of this phase shift angle as a function of the speed of rotation of the electrical machine for several values of the voltage of the on-board electrical network, so as to according to the invention, to maintain a constant start-up time.

DESCRIPTION DU MODE DE REALISATION PREFERE DE L'INVENTION.DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE INVENTION

Le mode de réalisation préféré de l'invention concerne les véhicules équipés d'un alterno-démarreur avec un dispositif de récupération d'énergie au freinage, de type micro-hybride, tel que représenté schématiquement sur la Figure 1 .The preferred embodiment of the invention relates to vehicles equipped with an alternator-starter with a micro-hybrid braking energy recovery device, as shown schematically on the Figure 1 .

La Figure 1 montre un alterno-démarreur 1 couplé à un moteur thermique 2 de véhicule.The Figure 1 shows an alternator-starter 1 coupled to a vehicle engine 2.

Cet alterno-démarreur 1 comprend une machine électrique polyphasée à excitation réversible 3 accouplée au moteur 2 au moyen d'une transmission 4 par courroie et poulies.This alternator-starter 1 comprises a polyphase electrical machine with reversible excitation 3 coupled to the motor 2 by means of a transmission 4 by belt and pulleys.

La machine électrique 3 comporte un rotor 5 solidaire d'une poulie de sortie 6 en bout d'arbre 7. Le rotor 5 présente un inducteur 8 alimenté au moyen d'un collecteur tournant par un circuit d'excitation 9.The electric machine 3 comprises a rotor 5 integral with an output pulley 6 at the end of the shaft 7. The rotor 5 has an inductor 8 supplied by means of a rotating commutator by an excitation circuit 9.

La machine 3 comprend également des enroulements de phases 10, ou induit, alimentés par un onduleur 11.The machine 3 also comprises phase windings 10, or induced, powered by an inverter 11.

Un circuit de commande 12 pilote les circuits de puissance de la machine 3, constitués par l'onduleur 11 et le circuit d'excitation 9, en fonction des informations fournies par un capteur de la position 13 du rotor 5, et de signaux de contrôle générés par une unité de contrôle électronique du véhicule.A control circuit 12 drives the power circuits of the machine 3, constituted by the inverter 11 and the excitation circuit 9, as a function of the information provided by a sensor of the position 13 of the rotor 5, and control signals. generated by an electronic control unit of the vehicle.

L'unité de contrôle électronique reçoit des paramètres de fonctionnement du moteur 2, et d'autres informations de contexte par des liaisons filaires dédiées ou par un bus de communication de données embarqué de type CAN.The electronic control unit receives operating parameters of the motor 2, and other context information via dedicated wire links or a CAN-type embedded data communication bus.

L'onduleur 11 est de préférence constitué par un circuit hacheur de la tension du réseau électrique de bord Vbat+X générant des impulsions, dont la fréquence et la largeur sont contrôlées par le circuit de commande 12, quand l'alterno-démarreur 1 fonctionne en moteur électrique.The inverter 11 is preferably constituted by a chopper circuit of the voltage of the on-board electrical network Vbat + X generating pulses, the frequency and the width of which are controlled by the control circuit 12, when the alternator-starter 1 operates in electric motor.

Ce même circuit hacheur est un convertisseur alternatif - continu réversible qui fonctionne en redresseur synchrone quand l'alterno-démarreur 1 fonctionne en alternateur.This same chopper circuit is a reversible AC - DC converter that operates as a synchronous rectifier when the alternator-starter 1 operates as an alternator.

Dans l'architecture de type micro-hybride représentée sur la Figure 1, le réseau électrique de bord est connecté aux bornes d'une ultra-capacité 14 au lieu d'être alimenté directement par une batterie de bord 15, comme dans une architecture classique.In the micro-hybrid architecture represented on the Figure 1 , the on-board electrical network is connected to the terminals of an ultra-capacitor 14 instead of being fed directly by an onboard battery 15, as in a conventional architecture.

Lorsqu'elle fonctionne en génératrice, la machine électrique 3 charge l'ultra-capacité 14 au moyen du convertiseur alternatif-continu réversible 11 fonctionnant en redresseur et fournit au réseau électrique de bord une tension Vbat+X supérieure à la tension de batterie Vbat.When operating as a generator, the electric machine 3 charges the ultra-capacitor 14 by means of the reversible reciprocating-continuous converter 11 operating as a rectifier and supplies the on-board electrical network with a voltage Vbat + X greater than the battery voltage Vbat.

Des circuits de conversion d'énergie 16 constitués par un convertisseur continu-continu, permettent des échanges d'énergie électrique entre la batterie de bord 15 et l'ultra-capacité 14.Power conversion circuits 16 constituted by a DC-DC converter, allow exchanges of electrical energy between the on-board battery 15 and the ultra-capacitor 14.

Selon un principe général de l'invention, on propose, dans le cadre d'un système réalisant les fonctions de redémarrage automatique, de maintenir constant le temps de démarrage du moteur thermique 2 quelle que soit la tension Vbat +X du réseau électrique de bord.According to a general principle of the invention, it is proposed, within the framework of a system performing the automatic restart functions, to keep the starting time of the heat engine 2 constant regardless of the voltage Vbat + X of the on-board electrical network. .

En effet, comme le montre bien la Figure 2 , en l'absence de mise en oeuvre de mesures correctrices appropriées, le temps de démarrage Tdem du moteur thermique 2 dépend de la tension Vbat+X du réseau électrique de bord, c'est-à-dire de l'état de charge de l'ultra-capacité 14.Indeed, as shown by the Figure 2 , in the absence of implementation of appropriate corrective measures, the starting time Tdem of the heat engine 2 depends on the voltage Vbat + X of the on-board electrical network, that is to say the state of charge of ultra-capacity 14.

Les mesures 17 ont été réalisées pour un temps de pré-fluxage fixe Tpref-max d'environ 150ms, correspondant à la saturation magnétique de l'inducteur 8, et un profil d'angle constant.The measurements 17 were carried out for a fixed pre-fluxing time Tpref-max of about 150 ms, corresponding to the magnetic saturation of the inductor 8, and a constant angle profile.

Quand l'ultra-capacité 14 est faiblement chargée, le temps de démarrage Tdem, défini comme l'intervalle de temps entre l'instant où la machine électrique 3 applique un couple au moteur thermique 2 et l'instant où celui-ci atteint une vitesse de rotation de référence, peut atteindre, dans ces conditions, des valeurs inacceptables, compte tenu de l'objectif de transparence du système recherché.When the ultra-capacitor 14 is lightly charged, the start time Tdem, defined as the time interval between the instant when the electric machine 3 applies a torque to the heat engine 2 and the moment when it reaches reference speed of rotation can, under these conditions, reach unacceptable values, given the objective of transparency of the system sought.

Il est donc proposé une fonction de pondération qui ajuste les paramètres de démarrage pour assurer un temps de démarrage Tdem moyen pour toute une plage de tensions de fonctionnement nominale.It is therefore proposed a weighting function that adjusts the start parameters to ensure a mean start time Tdem for a range of nominal operating voltages.

Dans le cas d'une ultra-capacité 14 de type EDLC (Condensateur électrochimique à double couche), ayant une capacité de 1500 F et une tension de service de 25V, on considère que la plage de fonctionnement nominale V1,V2 est comprise entre 18V et 24V.In the case of an ultra-capacitor 14 of EDLC type (electrochemical capacitor with double layer), having a capacity of 1500 F and an operating voltage of 25V, it is considered that the nominal operating range V1, V2 is between 18V and 24V.

La Figure 3 montre les résultats d'essais effectués sur un système micro-hybride analogue à celui montré sur la Figure 1 , sans dispositif de contrôle du temps de démarrage, en faisant varier le temps de pré-fluxage Tpref et pour plusieurs niveaux de la tension (18V, 20V, 22V, et 24V) du réseau électrique de bord Vbat+X.The Figure 3 shows the results of tests carried out on a micro-hybrid system similar to that shown on the Figure 1 , without start-up time control device, by varying the Tpref pre-fluxing time and for several levels of the voltage (18V, 20V, 22V, and 24V) of the Vbat + X on-board electrical network.

Le temps de pré-fluxage Tpref varie entre une valeur minimum Tpref-min, au dessous de laquelle le temps de démarrage est toujours supérieur à un seuil de référence Tdem-ref, c'est-à-dire au dessous de laquelle la fonction démarrage est dégradée, même à la charge maximum de l'ultra-capacité 14, et une valeur maximum Tpref-max à partir de laquelle on observe la saturation magnétique de l'inducteur 8.The pre-flow time Tpref varies between a minimum value Tpref-min, below which the start time is always greater than a reference threshold Tdem-ref, that is to say below which the start function is degraded, even at the maximum load of the ultra-capacitor 14, and a maximum value Tpref-max from which the magnetic saturation of the inductor 8 is observed.

Le temps de démarrage Tdem dépend du couple moteur instantané fourni par la machine électrique 3 pendant le démarrage, et ce couple moteur dépend lui-même du pilotage de la machine 3 à partir des signaux de synchronisation Si1 ,Si2,Si3 produits par les capteurs de position 13 du rotor 5.The start time Tdem depends on the instantaneous engine torque supplied by the electric machine 3 during start-up, and this engine torque itself depends on the control of the machine 3 from the synchronization signals Si1, Si2, Si3 produced by the sensors of position 13 of the rotor 5.

La Figure 4 montre les signaux de synchronisation Si1,Si2,Si3 issus des capteurs 13 d'une machine triphasée 3 représentée schématiquement sur la Figure 1 .The Figure 4 shows the synchronization signals Si1, Si2, Si3 from the sensors 13 of a three-phase machine 3 shown schematically on the Figure 1 .

Ces signaux Si1 ,Si2,Si3 sont des signaux binaires de rapport cyclique 0,5 et qui présentent entre eux un même déphasage nominal Φ, ici égal à 120°, la machine ayant trois phases.These signals Si1, Si2, Si3 are binary signals having a duty cycle of 0.5 and which have between them the same nominal phase shift Φ, here equal to 120 °, the machine having three phases.

De manière connue en soit, le pilotage de la machine électrique 3 nécessite la reconstruction de signaux de commande Sw1,Sw2,Sw3 du circuit hacheur 11 commutant les courants de phases ayant entre eux, en régime permanent, le même déphasage nominal Φ, mais qui présentent un angle de déphasage ϕ par rapport aux signaux entrants Si1,Si2,Si3 variable en fonction de la vitesse de rotation N.In a manner known in itself, the control of the electric machine 3 requires the reconstruction of control signals Sw1, Sw2, Sw3 of the chopper circuit 11 switching the phase currents having between them, in steady state, the same nominal phase shift Φ, but which have a phase angle φ with respect to the incoming signals Si1, Si2, Si3 which varies as a function of the rotational speed N.

Selon le procédé de l'invention, le temps de démarrage du moteur thermique 2 est rendu constant, quelle que soit la tension Vbat+X du réseau électrique de bord comprise entre 18V et 24V, en contrôlant le couple instantané de la machine électrique 3 pendant toute la durée du démarrage.According to the method of the invention, the starting time of the heat engine 2 is made constant, regardless of the voltage Vbat + X of the electrical network on board between 18V and 24V, by controlling the instantaneous torque of the electric machine 3 during the entire duration of the start.

Pour ce faire, l'angle de déphasage ϕ est une fonction à la fois de la vitesse de rotation N de la machine électrique et de la tension du réseau électrique de bord Vbat+X.To do this, the phase shift angle φ is a function of both the speed of rotation N of the electric machine and the voltage of the on-board electrical network Vbat + X.

La Figure 5 montre quatre exemples de courbes de variation de l'angle de déphasage ϕ en fonction de la vitesse N paramétrées par quatre valeurs de la tension du réseau électrique Vbat+X (18V, 20V, 22V et 24V), le temps de pré-fluxage Tpref étant fixé à la valeur maximale Tpref-max d'environ 150ms.The Figure 5 shows four examples of variation curves of the phase shift angle φ as a function of the speed N parameterized by four values of the mains voltage Vbat + X (18V, 20V, 22V and 24V), the pre-fluxing time Tpref being set to the maximum Tpref-max value of about 150ms.

La stratégie de maintien d'un temps de démarrage Tdem constant, quelle que soit la tension du réseau électrique de bord Vbat+X, consiste à optimiser les paramètres de pilotage de la machine électrique 3 pour la tension du réseau électrique de bord Vbat+X la plus basse V1, et à dégrader les performances de la machine 3 pour les tensions du réseau Vbat+X plus élevées.The strategy of maintaining a constant startup time Tdem, regardless of the voltage of the on-board electrical network Vbat + X, consists in optimizing the control parameters of the electrical machine 3 for the on-board electrical network voltage Vbat + X the lowest V1, and degrade the performance of machine 3 for higher Vbat + X network voltages.

Pour la tension de réseau la plus basse V1, le temps de pré-fluxage Tpref est donc fixé au maximum Tpref-max permis par la saturation magnétique de l'inducteur 8, et l'angle de déphasage ϕ est maintenu à une valeur maximum ϕmax de façon à procurer un couple optimum pendant le démarrage pour chaque vitesse de rotation N.For the lowest network voltage V1, the pre-fluxing time Tpref is thus set at the maximum Tpref-max allowed by the magnetic saturation of the inductor 8, and the phase angle φ is maintained at a maximum value φmax in order to provide optimum torque during starting for each rotation speed N.

Quand la tension du réseau électrique de bord Vbat+X augmente jusqu'à sa valeur la plus élevée V2, les performances de la machine électrique 3 sont dégradées, si le temps de pré-fluxage Tpref demeure constant, en diminuant l'angle de déphasage ϕ par rapport à l'angle de déphasage maximum ϕmax pour chaque valeur courante Ni de la vitesse de rotation N, comme le montre bien la Figure 5 .When the voltage of the on-board electrical network Vbat + X increases to its highest value V2, the performance of the electric machine 3 is degraded, if the pre-fluxing time Tpref remains constant, by decreasing the phase shift angle φ relative to the maximum phase shift angle φmax for each current value Ni of the rotation speed N, as is clearly shown in FIG. Figure 5 .

Pour les tensions du réseau électrique de bord élevées, les performances de la machine électrique 3 sont également dégradées en diminuant le temps de pré-fluxage Tpref quand la tension du réseau électrique de bord Vbat+X augmente.For high on-board electrical system voltages, the performance of the electrical machine 3 is also degraded by decreasing the pre-fluxing time Tpref when the voltage of the on-board electrical network Vbat + X increases.

La Figure 3 , montre que si l'on choisi un seuil de référence Tdem-ref comme le temps de démarrage Tdem à maintenir constant, il suffit d'utiliser une interpolation linéaire à deux dimensions pour calculer le temps de pré-fluxage Tpref correspondant à chaque valeur de la tension du réseau électrique de bord Vbat+X comprise dans la plage de tensions nominale V1 à V2 à profil d'angle de déphasage ϕ contant.The Figure 3 , shows that if one chooses a reference threshold Tdem-ref as the start time Tdem to maintain constant, it suffices to use a two-dimensional linear interpolation to calculate the pre-fluxing time Tpref corresponding to each value of the voltage of the on-board electrical network Vbat + X included in the nominal voltage range V1 to V2 with a phase angle profile φ current.

La loi de variation de l'angle de déphasage ϕ en fonction de la vitesse de rotation N et de la tension du réseau Vbat+X et, complémentairement, la loi de variation du temps de pré-fluxage Tpref en fonction de la tension du réseau Vbat+X sont tabulées dans une ou des mémoires du dispositif de commande 12 de l'alterno-démarreur 1, qui détermine le profil d'angle de pilotage de la machine électrique 3, et le temps de pré-fluxage Tpref approprié, en fonction de la tension d'alimentation Vbat+X qui lui est appliquée.The law of variation of the phase shift angle φ as a function of the rotation speed N and of the voltage of the network Vbat + X and, additionally, the law of variation of the pre-fluxing time Tpref as a function of the voltage of the network Vbat + X are tabulated in one or more memories of the control device 12 of the alternator-starter 1, which determines the driving angle profile of the electric machine 3, and the pre-flow time Tpref appropriate, depending the supply voltage Vbat + X applied to it.

Comme il va de soi, l'invention ne se limite pas au seul mode d'exécution préférentiel décrit ci-dessus.It goes without saying that the invention is not limited to the single preferred embodiment described above.

Les mesures et résultats d'essais sont donnés à titre d'exemple seulement pour un alterno-démarreur de type 144/5 (diamètre du stator: 144 mm ; nombre de spires : 5) et une ultra-capacité EDLC de 1500F/ 25V.Measurements and test results are given by way of example only for a 144/5 type starter-alternator (stator diameter: 144 mm, number of turns: 5) and an EDLC ultra-capacitance of 1500F / 25V.

Les profils d'angle montrés sur la Figure 5 sont ceux qui conviennent à ce modèle quand le temps de pré-fluxage Tpref est constant et fixé à environ 150ms.The angle profiles shown on the Figure 5 are suitable for this model when the Tpref pre-fluxing time is constant and set at about 150ms.

Dans ces conditions, la machine électrique 3 atteint 2000 T/mn environ en 450ms, c'est-à-dire que le moteur thermique 2, qui y est accouplé par une transmission de rapport 2,5 environ, atteint dans le même temps une vitesse de rotation de référence d'environ 800 T/mn, quelle que soit la tension du réseau électrique de bord Vbat+X comprise dans la plage V1 ,V2 de 18V à 24V,Under these conditions, the electric machine 3 reaches about 2000 rpm in 450 ms, that is to say that the heat engine 2, which is coupled thereto by a gear ratio of about 2.5, reaches at the same time a reference rotation speed of approximately 800 rpm, whatever the voltage of the on-board electrical network Vbat + X in the range V1, V2 from 18V to 24V,

La description ci-dessus s'appliquerait à d'autres modèles d'alterno-démarreurs 1, ou d'autres types de stockeurs d'énergie, par exemple une batterie Ni-MH en remplacement de l'ultra-capacité 14, en retenant simplement des valeurs numériques de paramètres différentes de celles indiquées.The description above would apply to other models of alternator-starters 1, or other types of energy storage, for example a Ni-MH battery replacing the ultra-capacitor 14, retaining simply numeric values of parameters different from those indicated.

L'invention embrasse donc au contraire toutes les variantes possibles de réalisation qui resteraient dans le cadre défini par les revendications ci-après.On the contrary, the invention embraces all the possible embodiments that would remain within the scope defined by the claims below.

Claims (13)

  1. Method for monitoring the start time (Tdem) of a heat engine (2) of a vehicle, said engine (2) being mechanically coupled to a polyphase rotating electrical machine with field winding (3) comprising phase windings (10) and sensors of the position (13) of a rotor (5) in a number equal to the number of said phases, linked to an onboard electrical network, and said method being of the type of those consisting in performing a pre-fluxing by establishing an excitation current in said field winding (8) for a predetermined pre-fluxing time (Tpref), before a setting up of phase currents controlled by command signals (Sw1, Sw2, Sw3) phase-shifted by a variable phase-shift angle (ϕ) as a function of a speed of rotation (N) of said machine (2) relative to synchronization signals (Si1, Si2, Si3) produced by said sensors (13),
    characterized in that said phase-shift angle (ϕ) is also, during said start time (Tdem), a function of a voltage (Vbat+X) of said onboard electrical network, lying between a first voltage (V1) and a second voltage (V2) greater than the first voltage (V1).
  2. Method for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to Claim 1, characterized in that said start time (Tdem) is independent of said voltage (Vbat+X).
  3. Method for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to either one of Claims 1 and 2, characterized in that said phase-shift angle (ϕ) for a current value (Ni) of said rotation speed (N) is reduced when said voltage (Vbat+X) increases between said first voltage (V1) and said second voltage (V2).
  4. Method for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to any one of the preceding Claims 1 to 3, characterized in that, for each current value (Ni) of said rotation speed (N), said phase-shift angle (ϕ) is constantly less than or equal to a maximum phase-shift angle (ϕmax) below which said start time (Tdem) is greater than a reference threshold (Tdem-ref) when said voltage (Vbat+X) is equal to said first voltage (V1).
  5. Method for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to any one of the preceding Claims 1 to 4, characterized in that said predetermined pre-fluxing time (Tpref) is a function of said voltage of said onboard electrical network (Vbat+X).
  6. Method for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to Claim 5, characterized in that said predetermined pre-fluxing time (Tpref) is reduced when said voltage (Vbat+X) increases between said first voltage (V1) and said second voltage (V2).
  7. Device for monitoring the start time (Tdem) of a heat engine (2) of a vehicle suitable for implementing the method according to any one of the preceding Claims 1 to 6, said engine (2) being mechanically coupled to a polyphase rotating electrical machine with field winding (3) comprising phase windings (10) and sensors (13) of the position of a rotor (5) in a number equal to the number of said phases, said machine (3) being powered by power circuits (9, 11) linked at least to an onboard electrical network and controlled by a control circuit (12), said control circuit (12) comprising first means for controlling phase currents by command signals (Sw1, Sw2, Sw3) phase-shifted by a variable phase-shift angle (ϕ) as a function of a speed of rotation (N) of said machine (3) relative to synchronization signals (Si1, Si2, Si3) produced by said sensors (13), and further comprising second means for controlling a pre-fluxing, characterized in that it comprises first means for determining said phase-shift angle (ϕ) during said start time (Tdem) as a function of a voltage of said onboard electrical network (Vbat+X).
  8. Device for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to Claim 7, characterized in that said first determination means are included in said first control means, and comprise a memory containing a tabulation of said phase-shift angle (ϕ) as a function of said speed of rotation (N) and of said voltage (Vbat+X).
  9. Device for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to either one of the preceding Claims 7 and 8, characterized in that it also comprises second means for determining a predetermined pre-fluxing time (Tpref) as a function of a voltage of said onboard electrical network (Vbat+X).
  10. Device for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to Claim 9, characterized in that said second determination means are included in said second control means, and comprise a memory containing a tabulation of said predetermined pre-fluxing time (Tpref) as a function of said voltage (Vbat+X) for a reference threshold of said start time (Tdem-ref).
  11. Device for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to any one of Claims 7 to 10, characterized in that said onboard electrical network is connected to the terminals of at least one ultracapacitor (14), or similar.
  12. Device for monitoring the start time (Tdem) of a heat engine (2) of a vehicle according to either one of the preceding Claims 7 and 8, characterized in that said start time (Tdem) is constantly approximately 450 ms when said voltage (Vbat+X) varies between 18 V (V1) and 24 V (V2).
  13. Micro-hybrid system, characterized in that it comprises the monitoring device according to any one of the preceding Claims 7 to 12.
EP09784489.8A 2008-07-24 2009-07-09 Method and device for monitoring the start time of a heat engine of a vehicle Not-in-force EP2315931B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0855071A FR2934331B1 (en) 2008-07-24 2008-07-24 METHOD AND DEVICE FOR MONITORING THE STARTING TIME OF A THERMAL MOTOR OF A VEHICLE.
PCT/FR2009/051358 WO2010010271A2 (en) 2008-07-24 2009-07-09 Method and device for monitoring the start time of a heat engine of a vehicle

Publications (2)

Publication Number Publication Date
EP2315931A2 EP2315931A2 (en) 2011-05-04
EP2315931B1 true EP2315931B1 (en) 2015-08-12

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Application Number Title Priority Date Filing Date
EP09784489.8A Not-in-force EP2315931B1 (en) 2008-07-24 2009-07-09 Method and device for monitoring the start time of a heat engine of a vehicle

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US (1) US8674633B2 (en)
EP (1) EP2315931B1 (en)
JP (1) JP5491503B2 (en)
CN (1) CN102105675B (en)
FR (1) FR2934331B1 (en)
WO (1) WO2010010271A2 (en)

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Publication number Publication date
CN102105675A (en) 2011-06-22
FR2934331B1 (en) 2010-08-20
WO2010010271A2 (en) 2010-01-28
WO2010010271A3 (en) 2010-03-18
JP5491503B2 (en) 2014-05-14
CN102105675B (en) 2013-06-19
US8674633B2 (en) 2014-03-18
US20110227341A1 (en) 2011-09-22
EP2315931A2 (en) 2011-05-04
JP2011528768A (en) 2011-11-24
FR2934331A1 (en) 2010-01-29

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