FR2801253A1 - Device for use in vehicles e.g. hybrid automotive vehicles, to recover energy during deceleration, when the foot is lifted from the accelerator - Google Patents

Device for use in vehicles e.g. hybrid automotive vehicles, to recover energy during deceleration, when the foot is lifted from the accelerator Download PDF

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Publication number
FR2801253A1
FR2801253A1 FR9914550A FR9914550A FR2801253A1 FR 2801253 A1 FR2801253 A1 FR 2801253A1 FR 9914550 A FR9914550 A FR 9914550A FR 9914550 A FR9914550 A FR 9914550A FR 2801253 A1 FR2801253 A1 FR 2801253A1
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France
Prior art keywords
power
alternator
transmission
mechanical
reduction
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Granted
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FR9914550A
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French (fr)
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FR2801253B1 (en
Inventor
Philippe Girardi
Fahri Keretli
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Renault SAS
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Renault SAS
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Publication of FR2801253B1 publication Critical patent/FR2801253B1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60K6/485—Motor-assist type
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18136—Engine braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/485—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21—Providing engine brake control
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The method includes augmenting the electric force generated by the alternator (6), and compensating the braking caused by this augmentation of force, by reducing the engine braking. The reduction in engine braking is obtained by reducing the speed ratio of the transmission (2). The transmission establishes a ration of de-multiplication which allows one to reduce the engine braking to a value (Precupm) corresponding to the mechanical force which will be recovered in the vehicle accumulator (4).

Description

PROCEDE RECUPERATION D'ENERGIE <U>SUR UN</U> VEHICULE <U>EN</U> DECELERATION La présente invention se rapporte à la gestion des transferts d'énergie entre le moteur thermique et l'accumulateur d'un véhicule routier. Plus précisément, elle a pour objet une stratégie de récupération d'énergie électrique dans l'accumulateur d'un véhicule pendant ses phases décélération.  The present invention relates to the management of energy transfers between the heat engine and the accumulator of a road vehicle. BACKGROUND OF THE INVENTION The present invention relates to the management of energy transfers between the heat engine and the accumulator of a road vehicle. . More specifically, it relates to a strategy for recovering electrical energy in the battery of a vehicle during its deceleration phases.

Cette invention, s'applique sur un véhicule équipé d'un moteur thermique et d'une transmission automatique ou automatisée, telle qu' boîte de vitesses robotisée, une boîte de vitesses automatique à train épicyclôidal convertisseur de couple, ou encore un variateur ou transmission continûment variable (CVT). This invention applies to a vehicle equipped with a heat engine and an automatic or automated transmission, such as a robotized gearbox, an automatic gearbox epicyclic torque converter, or a drive or transmission continuously variable (CVT).

Sur un véhicule routier<I>de type</I> connu, lorsque l'accélérateur est complètement relâché ( pied levé ), l'injection est maintenue à un niveau minimal, voire coupée, si certaines conditions relatives à la température de refroidissement, au rapport de vitesse engagé, au régime moteur, et à sa diminution sont remplies. La décélération du véhicule lors du relâchement de la pédale d'accélérateur, est due notamment aux pertes aérodynamiques, à la résistance au roulement, au frein moteur, etc..., et le cas échéant à la puissance dissipée dans les freins et prélevée par l'alternateur. On a known <I> type </ I> road vehicle, when the accelerator is fully released (standing foot), the injection is maintained at a minimum level, or even cut off, if certain conditions relating to the cooling temperature, the gear ratio engaged, the engine speed, and its decrease are met. The deceleration of the vehicle during the release of the accelerator pedal, is due in particular to aerodynamic losses, rolling resistance, engine braking, etc ..., and where appropriate to the power dissipated in the brakes and taken by the alternator.

En situation de décélération pied levé , la puissance mécanique prélevée par l'alternateur du véhicule, n'entraîne pas de consommation de carburant. Pour augmenter la quantité d'énergie emmagasinée dans l'accumulateur situation de décélération pied levé , il peut sembler judicieux de faire générer temporairement à l'alternateur, une puissance supérieure à puissance consommée simultanément par les équipements électriques du véhicule, mais ceci entraîne obligatoirement une décélération supplémentaire. In a decelerated position, the mechanical power taken by the vehicle's alternator does not cause fuel consumption. In order to increase the amount of energy stored in the hoisted-up deceleration accumulator, it may seem wise to temporarily generate, at the alternator, a power greater than the power consumed simultaneously by the electrical equipment of the vehicle, but this necessarily entails a additional deceleration.

Pour augmenter la puissance récupérée par l'alternateur, sans imposer une décélération trop brusque, il a déjà été proposé de diminuer le frein moteur, en vue de compenser le freinage imposé par l'augmentation la puissance générée par l'alternateur. La publication US 5899 828 propose de mettre en oeuvre une stratégie de ce type. Toutefois, cette stratégie repose sur une commande individuelle et indépendante des soupapes, et application est donc de fait limitée au cas d'un moteur camless . Par ailleurs, ce document ne prévoit pas de contrôler la capacité du générateur électrique à compenser la réduction de frein moteur effectuée par la commande des soupapes, car il concerne exclusivement des véhicules hybrides , disposant par principe de fortes capacités de génération électrique, et il ne prend pas en considération la consommation instantanée des équipements électriques, car, dans le véhicule concerné, le générateur n'alimente pas directement ces accessoires. To increase the power recovered by the alternator, without imposing too abrupt deceleration, it has already been proposed to reduce the engine brake, in order to compensate for the braking imposed by the increased power generated by the alternator. Publication US 5899828 proposes to implement such a strategy. However, this strategy is based on an individual control and independent of the valves, and application is therefore limited to the case of a camless engine. Furthermore, this document does not provide for checking the capacity of the electric generator to compensate for the reduction in engine braking effected by the valve control, since it concerns exclusively hybrid vehicles, having in principle strong electrical generating capacities, and it does not does not take into account the instantaneous consumption of electrical equipment, because in the vehicle concerned, the generator does not supply these accessories directly.

Cette publication a pour principal inconvénient qu'elle ne prévoit de s'assurer, ni que la capacité du générateur est suffisante pour compenser la réduction de frein moteur, ni que<I>cette</I> compensation n'est pas diminuée temporairement par la consommation de puissance électrique au sein des équipements électriques. Les capacités de frein moteur du véhicule risquent donc d'être dégradées, si l'on se trouve dans l'impossibilité de compenser totalement la réduction effective de celui-ci, soit par ce que le générateur aurait structurellement une capacité insuffisante pour assurer entièrement cette compensation en toutes circonstances, soit par ce que les équipements électriques auraient, momentanément ou non, une consommation excessive. La présente invention vise à optimiser la récupération d'énergie lorsque l'accélérateur est complètement relâché, tout en maîtrisant la décélération du véhicule par frein moteur. This publication has the main drawback that it does not intend to ensure that the capacity of the generator is sufficient to compensate for the reduction of the engine brake, nor that this compensation is not temporarily reduced by the consumption of electrical power within the electrical equipment. The engine braking capacity of the vehicle may therefore be degraded if it is impossible to fully compensate for the actual reduction of the vehicle, either because the generator would structurally have insufficient capacity to fully perform this function. compensation in all circumstances, either because the electrical equipment would, temporarily or not, excessive consumption. The present invention aims to optimize the recovery of energy when the accelerator is completely released, while controlling the deceleration of the vehicle by engine braking.

Elle propose dans ce but que la diminution du frein moteur soit obtenue en diminuant le rapport de réduction de la transmission. It proposes for this purpose that the reduction of the engine brake is obtained by reducing the reduction ratio of the transmission.

De préférence, la transmission établit un rapport de démultiplication qui permet de réduire le frein moteur d'une valeur Précupm correspondant à la puissance mécanique qui peut être récupérée dans l'accumulateur du véhicule. Preferably, the transmission establishes a gear ratio which makes it possible to reduce the engine brake by a value corresponding to the mechanical power that can be recovered in the vehicle's accumulator.

Selon un premier mode de réalisation de l'invention la puissance mécanique récupérable Précupm est égale à la moins<I>élevée des</I> trois grandeurs suivantes - la puissance Pfrmat correspondant à la réduction maximale de frein moteur qui peut être obtenue en diminuant le rapport réduction de la transmission, - la différence entre les puissances mécaniques Paitmaxm et Paltaccm absorbées respectivement par l'alternateur pour générer sa puissance maximale Paitmax, et pour alimenter tous les équipements électriques, et - la puissance mécanique Pa umaf absorbée par l'alternateur pour générer la puissance maximale Pa umax qui peut être chargée dans l'accumulateur. According to a first embodiment of the invention the recoverable mechanical power Precupm is equal to the least <I> high of the </ I> three following sizes - the power Pfrmat corresponding to the maximum reduction of the engine brake which can be obtained by decreasing the ratio reduction of the transmission, - the difference between the mechanical powers Paitmaxm and Paltaccm absorbed respectively by the alternator to generate its maximum power Paitmax, and to supply all the electrical equipment, and - the mechanical power Pa umaf absorbed by the alternator to generate the maximum power Pa umax that can be loaded into the accumulator.

Selon un second mode de réalisation de l'invention, la puissance mécanique récupérable Précupm est la puissance libérable par réduction de frein moteur sur les rapports supérieurs de la transmission, qui se rapproche le plus par défaut d'une puissance limite Précup,. According to a second embodiment of the invention, the recoverable mechanical power Precupm is the power releasable by reduction of the engine brake on the upper gear ratios, which is the closest to the default power limit.

D'autres caractéristiques et avantages de l'invention apparaîtront clairement à la lecture de la description suivante d'un mode de réalisation particulier de celle-ci, en liaison<I>avec</I> les dessins annexés, sur lesquels - la figure 1 est un schéma de principe illustrant la mise en aeuvre de I invention sur un véhicule, et la figure 2 est un diagramme fonctionnel<I>de</I> l'invention. Other characteristics and advantages of the invention will become clear from reading the following description of a particular embodiment thereof, in connection with the accompanying drawings, in which: FIG. 1 is a block diagram illustrating the implementation of the invention on a vehicle, and FIG. 2 is a block diagram of the invention.

Le périmètre concerné par l'invention inclut les éléments mentionnés sur figure 1: le moteur thermique 1 du véhicule, une transmission automatique (ou automatisée) 2, telle qu'une boîte robotisée (BVR), une boîte de vitesses automatique à rapports étagés comportant un train épicyclôidal et convertisseur de couple, ou encore une transmission ' variation continue (CVT). Ce périmètre inclut également la batterie principale 3 du véhicule, par exemple une batterie à plomb, et un accumulateur électrique , ou accumulateur de puissance 4, connecté au réseau de bord. The perimeter concerned by the invention includes the elements mentioned in FIG. 1: the heat engine 1 of the vehicle, an automatic (or automated) transmission 2, such as a robotic gearbox (BVR), an automatic gearbox with staged ratios comprising an epicyclic train and torque converter, or a continuous variation transmission (CVT). This perimeter also includes the main battery 3 of the vehicle, for example a lead-acid battery, and an electric accumulator, or power accumulator 4, connected to the on-board network.

Pour mettre en oeuvre l'invention, l'accumulateur 4 a nécessairement une puissance de charge nettement plus élevée que celle des batteries au plomb utilisés habituellement dans les véhicules particuliers. II peut avantageusement être constitué par un supercondensateur , ou une batterie du type Li-ion . To implement the invention, the battery 4 necessarily has a significantly higher charging power than the lead-acid batteries usually used in passenger cars. It may advantageously be constituted by a supercapacitor or a battery of the Li-ion type.

L'alternateur 6, devra également être plus puissant ceux des véhicules actuels, comme c'est le cas sur les systèmes émergeants, dit ADIVI regroupant l'alternateur et le démarreur avec le volant d'inertie. Toutefois, l'utilisation d'un alternateur classique n'est pas exclue, bien que dans cas, la puissance récupéré soit moindre. Le râteau 7 vise, sans distinction, l'ensemble des consommateurs d'électricité du véhicule. La pédale d'accélérateur 8 est obligatoirement équipée d'un capteur de position pied levé (non représenté). Enfin, l'unité de commande, ou superviseur , 9 intégrant les stratégies de commandes nécessaires à la mise en aeuvre du procédé de récupération d'énergie proposé par l'invention, pilote l'alternateur (ou l'alterno-démarreur) 6, ainsi que la charge<B>Ici</B> décharge l'accumulateur de puissance 4, et détermine la puissance électrique consommée par les équipements 7. The alternator 6, will also be more powerful those of current vehicles, as is the case on emerging systems, says ADIVI grouping the alternator and the starter with the flywheel. However, the use of a conventional alternator is not excluded, although in case the recovered power is less. The rake 7 aims, without distinction, all electricity consumers of the vehicle. The accelerator pedal 8 is necessarily equipped with a raised position sensor (not shown). Finally, the control unit, or supervisor, integrating the control strategies necessary for the implementation of the energy recovery method proposed by the invention, controls the alternator (or the alternator-starter) 6, as well as the load <B> Here </ B> discharges the power accumulator 4, and determines the electrical power consumed by the equipment 7.

Conformément à l'invention, la compensation de la diminution du frein moteur qui souhaitée, est obtenue en diminuant la réduction de vitesse entre l'arbre moteur et les roues, c'est à dire en augmentant le rapport de démultiplication de la transmission, ce qui a pour effet de diminuer les pertes par frottement et par compression dans le moteur. Comme indiqué plus haut, mesures s'appliquent aussi bien dans le cas d'un variateur d'une transmission automatique à rapports discrets. Toutefois, selon que les rapports transmission varient de façon continue ou discontinue, on peut distinguer deux modes de réalisation distincts de l'invention. According to the invention, the compensation for the reduction of the desired engine brake is obtained by decreasing the reduction in speed between the motor shaft and the wheels, ie by increasing the gear ratio of the transmission, which has the effect of reducing friction and compression losses in the engine. As stated above, measurements apply equally well in the case of a drive of an automatic transmission with discrete ratios. However, depending on whether the transmission ratios vary continuously or discontinuously, two distinct embodiments of the invention can be distinguished.

En référant à la figure 2, la stratégie mise en oeuvre peut par exemple être la suivante. Lorsque l'accélérateur 7 est relâché (étape 1), le superviseur capte cette information. La transmission 2 calcule la puissance PfrR,ot (étape 2), qui correspond à la réduction maximale de frein moteur possible en diminuant le rapport de réduction de la transmission, ce qui revient à augmenter le rapport de démultiplication de la transmission. Pfr,ot est transmise au superviseur 9. Celui-ci dispose de moyens pour déterminer la puissance maximale Pait,,L, (étape 3) qui peut être générée par l'alternateur. Pour ce calcul, il peut se baser sur des cartographies établies en fonction du régime de rotation de l'alternateur, de sa température, etc... Le superviseur détermine également PQitmaxm. puissance mécanique absorbée par l'alternateur 6 pour générer PQitm,,,,, ainsi que PQitQ , puissance générée par l'alternateur pour alimenter les accessoires et, le cas échéant, recharger la batterie principale 3. Pa,ta peut par exemple être déterminée par des mesures de courant et de tension. Soit la puissance mécanique absorbée par l'alternateur pour générer Paltaaa. Referring to Figure 2, the strategy implemented may for example be the following. When the accelerator 7 is released (step 1), the supervisor captures this information. The transmission 2 calculates the power PfrR, ot (step 2), which corresponds to the maximum reduction of possible engine braking by decreasing the reduction ratio of the transmission, which amounts to increasing the gear ratio of the transmission. Pfr, ot is transmitted to the supervisor 9. It has means for determining the maximum power Pait ,, L, (step 3) that can be generated by the alternator. For this calculation, it can be based on maps established according to the rotational speed of the alternator, its temperature, etc ... The supervisor also determines PQitmaxm. mechanical power absorbed by the alternator 6 to generate PQitm ,,,,, as well as PQitQ, power generated by the alternator to supply the accessories and, if necessary, recharge the main battery 3. Pa, ta can for example be determined by current and voltage measurements. That is the mechanical power absorbed by the alternator to generate Paltaaa.

II détermine également la puissance maximale Paccumax qui peut être chargée dans l'accumulateur de puissance 4, et Paccumaxm, la puissance mécanique absorbée par l'alternateur pour générer Paccumax.. Le calcul de Paccumax (Paccumax = 0 si l'accumulateur est complètement chargé), dépend de la technologie de l'accumulateur : dans un supercondensateur , la puissance maximale de charge dépend essentiellement de la tension à ces bornes, tandis que dans une batterie électrochimique, elle dépend de son état de charge, de sa température, etc...De façon préférentielle, le superviseur 9 dispose des moyens nécessaires pour effectuer le calcul de Paccumax. Toutefois, sans sortir du cadre de l'invention, cette puissance peut aussi bien être calculée par une unité de gestion propre à l'accumulateur 4, puis transmise au superviseur 9. It also determines the maximum power Paccumax that can be loaded into the power accumulator 4, and Paccumaxm, the mechanical power absorbed by the alternator to generate Paccumax. The calculation of Paccumax (Paccumax = 0 if the accumulator is fully charged ), depends on the technology of the accumulator: in a supercapacitor, the maximum load power depends essentially on the voltage at these terminals, while in an electrochemical battery, it depends on its state of charge, its temperature, etc. .. Preferably, the supervisor 9 has the necessary means to perform the calculation of Paccumax. However, without departing from the scope of the invention, this power can also be calculated by a management unit specific to the accumulator 4, then transmitted to the supervisor 9.

Le superviseur calcule alors Précupm, la puissance mécanique qui peut être récupérée, de la façon suivante (étape 4) : Précupm = Min [Pfrmot, (Paltmaxm -Paltaccm), Paccumaxml Dans la pratique, Précupm est nulle si l'alternateur est déjà saturé par la consommation électrique des équipements du véhicule, ou si l'accumulateur 4 est déjà complètement chargé. The supervisor then calculates Precupm, the mechanical power that can be recovered, in the following way (step 4): Precupm = Min [Pfrmot, (Paltmaxm -Paltaccm), Paccumaxml In practice, Precupm is zero if the alternator is already saturated by the electrical consumption of the equipment of the vehicle, or if the battery 4 is already fully charged.

Précupm est transmise à la transmission 2 par le superviseur 4 (étape 6). Le calculateur de la transmission dispose alors des moyens de calculer le rapport de transmission permettant de réduire le frein moteur d'une valeur correspondant à Précupm (si celle ' est non nulle). Cette gestion peut notamment s'effectuer en exploitant une cartographie du frein moteur en fonction du frein moteur et de température. Dans le cas d'un CVT, la transmission dispose également des moyens d'imposer directement rapport (étape Le superviseur peut alors calculer Pré,up, la puissance électrique générée par l'alternateur en absorbant Précupm, et piloter la charge de l'accumulateur puissance de manière à faire débiter une puissance Ppré,,,p à l'alternateur (étape 8).  Precupm is transmitted to the transmission 2 by the supervisor 4 (step 6). The transmission computer then has means to calculate the transmission ratio to reduce the engine brake of a value corresponding to Précupm (if the 'is not zero). This management can in particular be carried out by exploiting a map of the engine brake as a function of the engine brake and temperature. In the case of a CVT, the transmission also has the means to directly impose report (step The supervisor can then calculate the pre, up, the electrical power generated by the alternator by absorbing Precupm, and control the charge of the accumulator power so as to deliver a power Ppré ,,, p to the alternator (step 8).

Si le conducteur appuie à nouveau sur l'accélérateur, la réduction de rapport ne doit plus avoir lieu. Le superviseur transmet alors à la transmission, valeur Précupm nulle. Suite à ce signal, celle-ci ci impose alors le rapport de transmission qu'elle aurait établi normalement, en l'absence de la stratégie récupération d'énergie en décélération exposée ci-dessus (étape 11). Le superviseur 9 arrête la charge de l'accumulateur 4 (étape 12). Dans cette situation, Précup =0, et l'alternateur ne génère plus que la puissance Pa,ta , consommée par les accessoires, et la charge éventuelle de la batterie. If the driver presses the accelerator again, the gearshift must not take place. The supervisor then transmits to the transmission, value Precipm null. Following this signal, the latter then imposes the transmission ratio that it would have established normally, in the absence of the deceleration energy recovery strategy described above (step 11). The supervisor 9 stops charging the accumulator 4 (step 12). In this situation, Precup = 0, and the alternator generates only the power Pa, ta, consumed by the accessories, and the possible charge of the battery.

Dans une telle stratégie, toutes les valeurs exploitées évoluent en permanence dans le temps. Ces valeurs doivent donc être réactualisées à chaque pas de calcul. Par ailleurs, si le temps de réponse de la transmission est plus important que celui du superviseur, ce dernier peut faire varier progressivement Précup et Précupm, de manière à éviter les à-coups de couple. In such a strategy, all exploited values evolve continuously over time. These values must therefore be updated at each calculation step. Moreover, if the response time of the transmission is greater than that of the supervisor, the latter can vary gradually Precup and Précupm, so as to avoid torque surges.

Dans le cas où la transmission automatique 2 est à rapports discrets, celle-ci ne peut pas imposer, comme un variateur, le rapport exact qui permettait de réduire le frein moteur d'une valeur correspondant à Pré,up. Elle calculera donc les diverses réductions de frein moteur qui peuvent être obtenues en engageant des rapports de réduction plus faibles que le rapport déterminé par stratégie habituelle (notamment par la loi de passage qu'elle appliquerait normalement). Par exemple, dans une situation de roulage où sa stratégie habituelle prévoirait d'adopter le second rapport, elle calculera, la réduction de frein moteur qui pourrait être obtenue en engageant la troisième, la quatrième, ou la cinquième si elle existe. Elle calcule donc un vecteur Pfrmat dont les éléments sont les réductions de frein moteur possibles sur les rapports supérieurs de la transmission, et transmet ce vecteur au superviseur 9. In the case where the automatic transmission 2 is discrete reports, it can not impose, as a drive, the exact ratio that reduced the engine brake by a value corresponding to Pre, up. It will therefore calculate the various engine brake reductions that can be obtained by engaging reduction ratios lower than the ratio determined by usual strategy (including the law of passage that it would normally apply). For example, in a taxi situation where its usual strategy would be to adopt the second gear, it will calculate the engine brake reduction that could be achieved by engaging the third, fourth, or fifth gear if it exists. It thus calculates a Pfrmat vector whose elements are the possible engine brake reductions on the higher gear ratios, and transmits this vector to the supervisor 9.

Le superviseur détermine alors Précupm, la puissance mécanique peut être récupérée, de la façon suivante. Soit Précupl = Min [(Paltmaxm - Paltaccm), Paccumaxm] Comme Précupm dans le cas du variateur, Précupl est nulle, si l'alternateur 6 est déjà saturé par la consommation des accessoires, ou si l'accumulateur 4 est déjà complètement chargé. Dans le cas de la transmission à rapports discrets, Précupm (puissance mécanique récupérable) est l'élément du vecteur Pfrmat dont la valeur est la plus proche de Précupl, tout en lui restant inférieur ou égal. Si aucun élément de Pfrmat ne remplit cette condition, alors = 0, ce qui correspond au cas où la réduction du frein moteur ne peut totalement être compensée par l'alternateur. Le superviseur transmet Précupm à la transmission. Celle-ci gère son choix de rapport de façon à obtenir une réduction de frein moteur d'une valeur Précupm par rapport à sa stratégie habituelle de choix de rapport, ce qui revient à diminuer le rapport de réduction au sein de la transmission en adoptant un rapport de boîte plus élevé. The supervisor then determines Precupm, the mechanical power can be recovered, as follows. Let Precupl = Min [(Paltmaxm - Paltaccm), Paccumaxm] As Precupm in the case of the drive, Precupl is zero, if the alternator 6 is already saturated by the consumption of the accessories, or if the accumulator 4 is already fully charged. In the case of the discrete ratio transmission, Precupm (recoverable mechanical power) is the element of the vector Pfrmat whose value is the closest to Precupl, while remaining to it inferior or equal. If no element of Pfrmat fulfills this condition, then = 0, which corresponds to the case where the reduction of the engine brake can not be fully compensated by the alternator. The supervisor transmits Précupm to the transmission. The latter manages its choice of gear so as to obtain a reduction in engine braking of a Precupm value compared to its usual gearshift strategy, which amounts to reducing the reduction ratio within the transmission by adopting a gear ratio. higher box ratio.

Comme dans le cas du variateur, si le conducteur appuie à nouveau sur l'accélérateur, la réduction de rapport ne doit plus avoir lieu. Le superviseur transmet alors à la transmission, une valeur Pré,upm nulle. Suite à ce signal, celle-ci ci impose alors le rapport de transmission qu'elle aurait établi normalement, en l'absence de la stratégie de récupération d'énergie en décélération exposée ci-dessus. Le superviseur 9 arrête la charge de l'accumulateur 4 (Pré,up = 0), et l'alternateur ne génère plus que la puissance Pa,tacc, consommée par les accessoires, et la charge éventuelle de la batterie. As in the case of the drive, if the driver presses the accelerator again, the gearshift must no longer take place. The supervisor then transmits to the transmission, a Pre value, zero upm. Following this signal, it then imposes the transmission ratio that it would have established normally, in the absence of the deceleration energy recovery strategy described above. The supervisor 9 stops the charging of the battery 4 (Pre, up = 0), and the alternator generates only the power Pa, tacc, consumed by the accessories, and the possible charge of the battery.

be même, toutes les valeurs exploitées évoluent en permanence dans le temps, et doivent donc être réactualisées à chaque pas de calcul. Enfin si le temps réponse de la transmission est plus important que celui du superviseur, ce dernier fera avantageusement varier Précup et Précupm de manière progressive, afin d'éviter les à-coups de couple.  In the same way, all the exploited values evolve permanently in time, and must therefore be updated at each computation step. Finally, if the response time of the transmission is greater than that of the supervisor, the latter will advantageously vary Precup and Precupm gradually, to avoid torque surges.

Le procédé de récupération d'énergie proposé permet d'augmenter considérablement la quantité d'énergie récupérée lors des décélarations avec accélérateur relâché. L'utilisation ultérieure de cette énergie pour alimenter les équipements électriques du véhicule réduit d'autant la puissance prélevée par l'alternateur, et par voie de conséquence la consommation et les émissions véhicule. Le freinage supplémentaire effectué par l'alternateur étant compensé par une réduction du frein moteur, la décélération véhicule n'est pas affectée par la mise en ceuvre de l'invention, qui est donc totalement transparente pour l'usager. L'invention est donc applicable aussi avec un moteur à arbre à cames qu'avec un moteur camless, sans nécessi dans ce cas de stratégie particulière de commande des soupapes.The proposed energy recovery process significantly increases the amount of energy recovered during decelerations with released accelerator. The subsequent use of this energy to power the electrical equipment of the vehicle reduces the power taken by the alternator, and consequently the consumption and vehicle emissions. The additional braking performed by the alternator being compensated by a reduction of the engine brake, the vehicle deceleration is not affected by the implementation of the invention, which is therefore completely transparent to the user. The invention is therefore applicable also with a camshaft motor with a camless motor, without necessitating in this case a special strategy for controlling the valves.

Claims (1)

REVENDICATIONS [1] Procédé de récupération d'énergie sur un véhicule lors des phases de décélération pied levé, consistant à augmenter la puissance électrique générée par l'alternateur (6), tout en compensant le freinage imposé par cette augmentation de puissance en diminuant le frein moteur, caractérisé en ce que la diminution du frein moteur est obtenue en diminuant le rapport de réduction de vitesse de la transmission (2). [2] Procédé de récupération selon la revendication 1, caractérisé en ce que la transmission (2) établit un rapport de démultiplication qui permet de réduire le frein moteur d'une valeur Précupm correspondant à la puissance mécanique qui peut être récupérée dans l'accumulateur (4) du véhicule. [3] Procédé de récupération selon la revendication 2 caractérisé en ce que la puissance mécanique récupérable Précupm est égale à la moins élevée des trois grandeurs suivantes - la puissance Pfrmat correspondant à la réduction maximale de frein moteur qui peut être obtenue en augmentant le rapport de démultiplication de la transmission, - la différence entre les puissances mécaniques Paltmaxm et Paltaccm absorbées respectivement par l'alternateur pour générer sa puissance maximale Paltmax, et pour alimenter tous les équipements électriques, et - la puissance mécanique Pa umaxm absorbée par l'alternateur pour générer PaccUmax qui est la puissance maximale qui peut être chargée dans l'accumulateur (4). [4] Procédé de récupération d'énergie selon la revendication 2, caractérisée en ce que la puissance mécanique récupérable Précupm la puissance libérable par réduction de frein sur les rapports plus supérieurs de la transmission qui se rapproche le plus par défaut d'une puissance limite Précupl. [5] Procédé de récupération d'énergie selon la revendication 4, caractérisé en ce que la puissance limite est égale à la moins élevée des deux grandeurs suivantes - la différence entre les puissances mécaniques Paltmaxm et I absorbées respectivement par l'alternateur pour générer sa puissance maximale Paltmax, et pour alimenter tous les équipements électriques, - la puissance mécanique PaccUmaxm absorbée par l'alternateur pour générer la puissance maximale Paccumax qui peut être chargée dans l'accumulateur. [6] Procédé de récupération d'énergie selon l'une des revendications 1 5, caractérisé en ce que l'alternateur est piloté de façon à débiter la puissance supplémentaire Précup qui correspond à l'absorption de [7] Procédé de récupération d'énergie selon l'une des revendications précédentes, caractérisé en ce que la puissance générée par l'alternateur est limitée à la puissance Paltacc consommée par les équipements électriques, dès que la pédale d'accélérateur est à nouveau sollicitée. CLAIMS [1] A method of recovering energy from a vehicle during the legs of the lift-off phase, consisting in increasing the electric power generated by the alternator (6), while compensating the braking imposed by this power increase by decreasing the motor brake, characterized in that the reduction of the engine brake is obtained by decreasing the speed reduction ratio of the transmission (2). [2] A recovery method according to claim 1, characterized in that the transmission (2) establishes a gear ratio which reduces the engine brake of a value Précupm corresponding to the mechanical power that can be recovered in the accumulator (4) the vehicle. [3] Recovery method according to claim 2 characterized in that the recoverable mechanical power Precupm is equal to the lowest of the following three quantities - the power Pfrmat corresponding to the maximum reduction of engine brake that can be obtained by increasing the ratio of reduction of the transmission, - the difference between the mechanical powers Paltmaxm and Paltaccm absorbed respectively by the alternator to generate its maximum power Paltmax, and to supply all the electrical equipment, and - the mechanical power Pa umaxm absorbed by the alternator to generate PaccUmax which is the maximum power that can be charged in the accumulator (4). [4] Energy recovery method according to claim 2, characterized in that the recoverable mechanical power Prevupm the brake release releasable power on the higher gear ratios of the transmission which is closest to the default power limit Précupl. [5] Energy recovery method according to claim 4, characterized in that the limiting power is equal to the lesser of the following two quantities - the difference between the mechanical powers Paltmaxm and I respectively absorbed by the alternator to generate its maximum power Paltmax, and to power all electrical equipment, - the mechanical power PaccUmaxm absorbed by the alternator to generate the maximum power Paccumax that can be loaded into the accumulator. [6] Energy recovery method according to one of claims 1 5, characterized in that the alternator is controlled so as to output the additional power Precup which corresponds to the absorption of [7] Recovery process of energy according to one of the preceding claims, characterized in that the power generated by the alternator is limited to the power Paltacc consumed by the electrical equipment, as soon as the accelerator pedal is again requested.
FR9914550A 1999-11-19 1999-11-19 METHOD FOR RECOVERING ENERGY ON A DECELERATING VEHICLE Expired - Fee Related FR2801253B1 (en)

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FR2839685A1 (en) * 2002-04-09 2003-11-21 Toyota Motor Co Ltd BRAKE FORCE CONTROL APPARATUS FOR VEHICLE AND METHOD
WO2004028845A1 (en) * 2002-09-19 2004-04-08 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method, device and the utilization thereof for operating a motor vehicle
EP1291219A3 (en) * 2001-09-05 2006-04-12 Hitachi, Ltd. Auxiliary drive and automobile equipped with the same
DE102005021251B4 (en) * 2004-05-14 2017-11-16 General Motors Corp. Coordinated service and engine braking for a hybrid vehicle

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EP1291219A3 (en) * 2001-09-05 2006-04-12 Hitachi, Ltd. Auxiliary drive and automobile equipped with the same
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WO2004028845A1 (en) * 2002-09-19 2004-04-08 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method, device and the utilization thereof for operating a motor vehicle
DE102005021251B4 (en) * 2004-05-14 2017-11-16 General Motors Corp. Coordinated service and engine braking for a hybrid vehicle

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