FR2921525A1 - Electrical machine's torque controlling device for hybrid terrestrial vehicle, has control unit subtracting or adding parasitic torque from/with machine torque to provide set points to controllers during change in respective speed ratios - Google Patents
Electrical machine's torque controlling device for hybrid terrestrial vehicle, has control unit subtracting or adding parasitic torque from/with machine torque to provide set points to controllers during change in respective speed ratios Download PDFInfo
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- FR2921525A1 FR2921525A1 FR0757878A FR0757878A FR2921525A1 FR 2921525 A1 FR2921525 A1 FR 2921525A1 FR 0757878 A FR0757878 A FR 0757878A FR 0757878 A FR0757878 A FR 0757878A FR 2921525 A1 FR2921525 A1 FR 2921525A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/30—Control strategies involving selection of transmission gear ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
- F16H63/502—Signals to an engine or motor for smoothing gear shifts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- 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
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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)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Dispositif d'asservissement en couple d'une machine électrique d'une chaîne de traction électrique d'un véhicule comportant un estimateur de couple parasite. Device for controlling the torque of an electric machine of an electric power train of a vehicle comprising a parasitic torque estimator.
L'invention concerne le pilotage d'un changement de rapport de vitesse sur un véhicule équipé d'une chaîne de traction électrique, et notamment sur un véhicule hybride. Elle concerne plus particulièrement un dispositif d'asservissement en couple d'une machine électrique d'une chaîne de traction du véhicule pour effectuer un changement de rapport sans à-coup. The invention relates to controlling a change of gear ratio on a vehicle equipped with an electric power train, and in particular on a hybrid vehicle. It relates more particularly to a torque control device of an electric machine of a traction chain of the vehicle for effecting a gear shift smoothly.
On connaît des véhicules équipés d'une chaîne de traction, hybride parallèle et pour mieux comprendre leur agencement et leur fonctionnement, on peut se référer au brevet FR-A1- 2 887 495. Une telle chaîne de traction hybride parallèle comprend au moins une machine, électrique, et un moteur thermique, qui sont aptes chacun à entrainer un arbre primaire d'une boîte de vitesses, en particulier une boîte de vitesses manuelle pilotée, le moteur thermique pouvant être couplé ou découplé à l'arbre primaire par l'intermédiaire d'un embrayage piloté disposé entre le moteur thermique et la machine électrique, de façon à optimiser en permanence l'utilisation des différentes énergies à disposition. Cet ensemble est piloté par des calculateurs spécifiques à chacun des composants suivants : moteur thermique, embrayage, machine électrique, composants qui sont supervisés par une unité de commande principale qui, en fonction des conditions de fonctionnement du véhicule, détermine le mode optimal de fonctionnement de la chaîne de traction. Les calculateurs spécifiques peuvent être indépendants, c'est-à-dire intégrés aux éléments de la chaîne de traction, ou bien peuvent être localisés à l'intérieur de l'unité de commande principale. L'arbre primaire de la boîte de vitesses est entraîné mécaniquement soit par le moteur, thermique soit par la machine électrique, 'soit par les deux (fonction boost ). Il fournit un couple aux roues motrices par l'intermédiaire d'un ou plusieurs arbres, appelés également arbres secondaires. L'unité de commande centrale est amenée à donner régulièrement des instructions de changement de rapport de la boîte de vitesses. En effet, pour de telles chaînes de traction, l'optimisation permanente de l'utilisation des différentes sources d'énergies conduit à changer très fréquemment les rapports de la boîte de vitesses. Lors de ces changements de rapport, la machine électrique, par exemple, est asservie par l'unité de commande principale qui calcule et fournit des consignes de couples optimaux au régulateur de couple de la machine électrique. Lors d'un changement de rapport de vitesse, les passagers peuvent ressentir des à-coups ou des irrégularités dans la vitesse ou la variation de vitesse du véhicule. Afin que ces changements de rapport se réalisent avec le moins de désagréments possibles pour les passagers du véhicule, il est nécessaire que la chaîne de traction soit pilotée avec le maximum de précision et donc que les consignes de couple soient les plus justes possibles. Or, la chaîne de traction peut comporter des couples résistants en particulier au niveau de la boîte de vitesses et de la machine électrique ce qui a pour effet de modifier la valeur de la consigne qu'il est nécessaire de fournir. Les solutions actuelles proposent un calcul d'asservissement prenant en compte les éventuels couples résistants pouvant intervenir sur la chaîne de traction. Les valeurs de ces couples résistants sont des valeurs forfaitaires: une mesure sur une boite de vitesse à un point de fonctionnement ou théoriques calculées à partir des caractéristiques connues de la boîte de vitesses et de la machine électrique par exemple. Ces valeurs sont mémorisées dans l'unité de commande principale pour être utilisées dans l'équation de calcul du système d'asservissement. Les consignes de couple à fournir aux éléments de la chaîne de traction comme la machine électrique ou le moteur thermique par exemple sont donc des valeurs théoriques et peuvent être sensiblement différentes des valeurs réelles qu'il est nécessaire d'appliquer. Ces écarts de couple peuvent entraîner pour les passagers du véhicule des effets d'inconfort tels que cités précédemment. Vehicles equipped with a parallel hybrid drivetrain are known and to better understand their arrangement and their operation, reference can be made to patent FR-A1- 2 887 495. Such a parallel hybrid traction system comprises at least one machine , electrical, and a heat engine, which are each adapted to drive a primary shaft of a gearbox, in particular a manual gearbox driven, the heat engine can be coupled or decoupled from the primary shaft via a controlled clutch disposed between the heat engine and the electric machine, so as to continuously optimize the use of the different energies available. This assembly is controlled by computers specific to each of the following components: thermal engine, clutch, electrical machine, components which are supervised by a main control unit which, depending on the operating conditions of the vehicle, determines the optimal mode of operation of the traction chain. The specific computers can be independent, that is to say integrated into the elements of the power train, or can be located inside the main control unit. The primary shaft of the gearbox is mechanically driven either by the engine, thermal or by the electric machine, or by both (boost function). It provides torque to the driving wheels via one or more shafts, also called secondary shafts. The central control unit is required to regularly give gearshift instructions for the gearbox. Indeed, for such traction chains, the permanent optimization of the use of different energy sources leads to very frequently change the gearbox ratios. During these gear changes, the electric machine, for example, is controlled by the main control unit which calculates and provides optimal torque settings to the torque controller of the electric machine. During a gearshift, passengers may experience jerks or irregularities in the speed or speed of the vehicle. In order for these gear changes to be achieved with the least possible inconvenience for the passengers of the vehicle, it is necessary that the power train be driven with the maximum of precision and therefore that the torque instructions are as fair as possible. However, the traction chain can include strong torques especially at the level of the gearbox and the electric machine which has the effect of modifying the value of the instruction that it is necessary to provide. The current solutions propose a control calculation taking into account the possible resistant couples that can intervene on the power train. The values of these resistant pairs are standard values: a measurement on a gearbox at a running point or theoretical calculated from the known characteristics of the gearbox and the electric machine for example. These values are stored in the main control unit for use in the servo system calculation equation. The torque setpoints to be provided to the elements of the power train such as the electric machine or the heat engine for example are therefore theoretical values and may be substantially different from the actual values that it is necessary to apply. These differences in torque may cause for passengers of the vehicle discomfort effects as mentioned above.
L'invention se propose de résoudre ce problème. Plus précisément, l'invention propose un dispositif d'asservissement d'une machine électrique d'une chaîne de traction électrique pour véhicule, notamment pour véhicule automobile, ladite chaîne de traction comportant en outre une boîte de vitesses pilotée comportant un arbre d'entrée, ou arbre primaire, couplé en sortie de la machine électrique, et un arbre de sortie, ou arbre secondaire, couplé à au moins une roue du véhicule apte à être entraînée par la machine électrique, et une unité de commande apte à piloter les calculateurs internes de régulation de couple de chacun des éléments de la chaîne de traction par une interface d'entrées-sorties aux capteurs de vitesse de l'arbre primaire, caractérisé en ce que l'unité de commande comporte des moyens de calcul en temps réel d'un couple parasite Cp engendré sur l'arbre primaire égal à la différence entre la variation de vitesse réelle mesurée par un des capteurs de vitesse associé à l'arbre primaire et la variation de vitesse théorique calculée par l'unité de commande, l'unité de commande soustrayant ensuite le couple parasite calculé Cp au couple calculé optimal qui doit être fourni par la machine électrique CMEL pour fournir les consignes de couple aux calculateurs internes de régulation de couple des éléments de la chaîne de traction dans le cas d'un changement de rapport de vitesse montant, ou ajoutant le couple parasite calculé Cp au couple calculé optimal qui doit être fourni par la machine électrique CMEL pour fournir les consignes de couple dans le cas d'un changement de rapport de vitesse descendant. The invention proposes to solve this problem. More precisely, the invention proposes a servo-control device for an electric machine of an electric traction system for a vehicle, in particular for a motor vehicle, said traction chain comprising, in addition, a controlled gearbox comprising an input shaft. , or primary shaft, coupled to the output of the electric machine, and an output shaft, or secondary shaft, coupled to at least one wheel of the vehicle adapted to be driven by the electric machine, and a control unit able to control the computers internal torque control of each of the elements of the traction chain by an input-output interface to the speed sensors of the primary shaft, characterized in that the control unit comprises means for calculating in real time a parasitic torque Cp generated on the primary shaft equal to the difference between the actual speed variation measured by one of the speed sensors associated with the primary shaft; and the theoretical speed variation calculated by the control unit, the control unit then subtracting the calculated parasitic torque Cp to the optimum calculated torque to be supplied by the electrical machine CMEL to provide the torque instructions to the internal computers of torque control of the components of the power train in the case of a rising gear ratio change, or adding the calculated parasitic torque Cp to the optimum calculated torque to be provided by the electric machine CMEL to provide the torque setpoints in the case of a downshift gear change.
Dans un mode de mise en oeuvre, le couple parasite Cp engendré sur l'arbre primaire par la machine électrique et la boîte de vitesse est calculé par l'unité de commande à partir de la différence entre la variation de vitesse théorique de l'arbre primaire (awth/at) et la variation de vitesse réelle de l'arbre primaire (awréei/at) mesurée sur un des capteurs de vitesse en utilisant la formule suivante : Cp =Ix th _ au./réel at at , Avec I est égal au moins à la somme des moments d'inertie des pièces mécaniques en rotation liées à la machine électrique. Ce couple parasite est calculé en temps réel par l'unité de commande. Lors du fonctionnement nominal de la machine électrique, il est utile de connaître la valeur de Cp afin d'optimiser son asservissement, mais l'estimation de Cp est aussi utile dans le cas où la machine électrique présente un disfonctionnement et se trouve en mode dégradé, c'est-à-dire lorsque la machine électrique est inerte avec un couple résiduel. Cp peut être alors utilisé, pour un véhicule à architecture hybride parallèle, dans le procédé de pilotage de changement de rapport de vitesse utilisant le moteur thermique et l'embrayage afin de fournir le couple utile pour la sécurisation du véhicule jusqu'au retour à un garage. Selon une caractéristique, lors d'un fonctionnement nominal de la 5 machine électrique, la valeur de (awth/at) est donnée par la formule suivante pour un changement de rapport de vitesse montant : wth _ CMEL + Ctraînée BV at ù I 10 Ou par la formule suivante pour un changement de rapport de vitesse descendant: Wth _ CMEL ù Ctraînée_4BV at I Avec I égal au moins à la somme des moments d'inertie des 15 pièces mécaniques en rotation liées à la machine électrique. CMEL représente le couple calculé optimal qui doit être fournit par la machine électrique et Ctraînée BV représente le couple théorique de traînée de la boîte de vitesse. Selon une caractéristique, la valeur Cp est calculée en temps réel par l'unité de commande, l'unité de commande fournissant alors un couple 20 de consigne Cons au calculateur interne de régulation de couple de la machine électrique selon la formule suivante pour un changement de rapport de vitesse montant : Ccons = CMEL ù Cp Ou alors selon la formule suivante pour un changement de rapport de vitesse descendant, Ccons = CMEL +C p Selon une caractéristique, lors d'un fonctionnement dégradé de la machine électrique, c'est-à-dire que la machine électrique est inerte, la 25 30 valeur de (awth/at) est donnée par la formule suivante pour un changement de rapport de vitesse montant : In one embodiment, the parasitic torque Cp generated on the primary shaft by the electric machine and the gearbox is calculated by the control unit from the difference between the theoretical speed variation of the shaft. primary (awth / at) and the actual speed variation of the primary shaft (awreei / at) measured on one of the speed sensors using the following formula: Cp = Ix th _ au./real at at, With I is equal to at least the sum of the moments of inertia of the rotating mechanical parts related to the electric machine. This parasitic torque is calculated in real time by the control unit. During nominal operation of the electrical machine, it is useful to know the value of Cp in order to optimize its servocontrol, but the estimate of Cp is also useful in the case where the electric machine has a malfunction and is in degraded mode that is, when the electric machine is inert with a residual torque. Cp can then be used, for a hybrid hybrid architecture vehicle, in the gearshift control process using the engine and the clutch to provide the torque needed for securing the vehicle until the return to a garage. According to one characteristic, during a nominal operation of the electric machine, the value of (awth / at) is given by the following formula for a change in the speed ratio amount: wth _ CMEL + Ctrown BV at ù I 10 Or by the following formula for a downshift ratio change: Wth _ CMEL ù Ctrunée_4BV at I With I equal to at least the sum of the moments of inertia of the 15 rotating mechanical parts related to the electric machine. CMEL represents the optimal calculated torque that must be provided by the electric machine and Ctreminated BV represents the theoretical drag torque of the gearbox. According to one characteristic, the value Cp is calculated in real time by the control unit, the control unit then supplying a setpoint torque Cons to the internal torque control computer of the electric machine according to the following formula for a change. of increasing speed ratio: Ccons = CMEL ù Cp Or then according to the following formula for a downward gear ratio change, Ccons = CMEL + C p According to one characteristic, during degraded operation of the electric machine, it is that is, the electric machine is inert, the value of (awth / at) is given by the following formula for a change in upshift speed ratio:
0)th = CMEL + CtraînéeBV + CrMEL at I Ou par la formule suivante pour un changement de rapport de vitesse descendant: 0) th = CMEL + CtrunéeBV + CrMEL at I Or by the following formula for a downshift:
u./th _ CMEL ù Ctraînée_4BV ù Cr-4MEL at I CrMEL représente le couple théorique résiduel de la machine électrique. Avantageusement, la chaîne de traction comporte en outre un moteur thermique apte à entraîner l'arbre primaire de la boîte de vitesses et un embrayage disposé entre le moteur thermique et la machine électrique pour constituer une chaîne de traction hybride, l'embrayage transmettant le couple du moteur thermique à l'arbre primaire en position fermée pour un mode de traction thermique et transmettant le couple de la machine électrique en position ouverte. Selon une caractéristique, l'unité de commande fournit un couple de consigne Cons au calculateur interne de régulation de couple réalisé par l'actionneur d'embrayage selon la formule suivante pour un changement de rapport de vitesse montant : Ccons = C. ù Cp Ou alors selon la formule suivante pour un changement de rapport de vitesse descendant, Cons = CMEL + C p Afin de favoriser le désengagement de rapport, la machine électrique applique un couple sur l'arbre primaire. La précision du couple ramené par la machine électrique au synchroniseur est très importante et l'invention définit un procédé permettant d'estimer l'écart de couple entre la consigne de couple et le couple réellement réalisé au niveau du synchroniseur. L'invention permet ainsi d'affiner la correction au niveau du régulateur de couple de la machine électrique dans le cas d'un fonctionnement nominal ou alors la correction au niveau du régulateur de couple réalisé par l'actionneur d'embrayage dans le cas d'un fonctionnement dégradé. L'estimation et l'utilisation de Cp permet un gain en temps de réponse et en précision de l'asservissement de couple de la machine électrique ou de l'actionneur d'embrayage et une diminution de l'usure des pièces de la boîte de vitesse. L'invention permet plus globalement d'améliorer le procédé de changement de rapport de vitesse en réduisant le temps de commutation de rapport et par conséquent la sensation d' à-coups Cela permet d'offrir au passager un meilleur confort dans le fonctionnement du véhicule. u./th _ CMEL ù Ctrânée_4BV ù Cr-4MEL at I CrMEL represents the residual theoretical torque of the electric machine. Advantageously, the traction chain further comprises a heat engine adapted to drive the primary shaft of the gearbox and a clutch disposed between the heat engine and the electric machine to form a hybrid power train, the clutch transmitting the torque. from the heat engine to the primary shaft in the closed position for a thermal traction mode and transmitting the torque of the electric machine in the open position. According to one characteristic, the control unit supplies a setpoint torque Cons to the internal torque control calculator produced by the clutch actuator according to the following formula for a change in upshift ratio: Ccons = C. then according to the following formula for a downshift gear ratio, Cons = CMEL + C p In order to promote the ratio disengagement, the electric machine applies a torque on the primary shaft. The accuracy of the torque brought back by the electric machine to the synchronizer is very important and the invention defines a method for estimating the difference in torque between the torque setpoint and the torque actually produced at the synchronizer. The invention thus makes it possible to refine the correction at the level of the torque regulator of the electric machine in the case of a nominal operation or else the correction at the level of the torque regulator produced by the clutch actuator in the case of 'degraded operation. The estimation and use of Cp allows a gain in response time and in precision of the torque control of the electric machine or the clutch actuator and a reduction in the wear of the parts of the box. speed. The invention more generally makes it possible to improve the method of shifting the gear ratio by reducing the gearshift time and consequently the feeling of jerks. This makes it possible to offer the passenger a better comfort in the operation of the vehicle. .
L'invention sera mieux comprise et d'autres avantages apparaîtront à la lecture de la description qui va suivre donnée à titre non limitatif et grâce aux figures annexées parmi lesquelles: La figure 1 représente un schéma fonctionnel d'un exemple de chaîne de traction parallèle d'un véhicule hybride. The invention will be better understood and other advantages will become apparent on reading the description which follows given by way of nonlimiting example and with reference to the appended figures in which: FIG. 1 represents a block diagram of an example of a parallel traction chain of a hybrid vehicle.
La figure 2 représente un schéma fonctionnel de la prise en compte du couple parasite dans la régulation de couple de la machine électrique selon l'invention. La figure 3 représente un schéma fonctionnel de la prise en compte du couple parasite dans la régulation de couple réalisé par 25 l'actionneur d'embrayage selon l'invention. FIG. 2 represents a block diagram of the taking into account of the parasitic torque in the torque regulation of the electric machine according to the invention. FIG. 3 represents a block diagram of the consideration of the parasitic torque in the torque control performed by the clutch actuator according to the invention.
La chaîne de traction 1 présentée en figure 1 comporte un moteur thermique 2 couplé par exemple à une machine auxiliaire électrique 21, au moyen d'une courroie 22, cette machine auxiliaire permettant le redémarrage 30 du moteur dans un mode dit stop and go . Cette dernière ne participe pas directement à la traction du véhicule. Un volant d'inertie 24 est fixé sur l'arbre de sortie 25 du moteur thermique 2. L'arbre de sortie est de son côté couplé au vilebrequin du moteur. L'arbre de sortie est ensuite relié à l'embrayage 3. Ce dernier 35 effectue un mouvement de glissement dans la direction de l'arbre de sortie 25 pour passer d'une position ouverte à une position fermée ou vice-versa. L'embrayage est par ailleurs relié à l'arbre primaire 26 d'une boîte de vitesses mécanique pilotée 5. Cette boîte de vitesses assure la transmission de la puissance motrice aux roues 6, dont une seule est représentée sur la figure 1. Plus particulièrement, la boîte de vitesses 5 transmet, après démultiplication, la puissance de sortie aux roues 6 par l'intermédiaire d'un arbre secondaire 27. Une machine électrique de traction 4 est insérée en série entre l'embrayage 3 et la boîte mécanique pilotée 5. Une batterie 8 ou un ensemble de batteries, de forte puissance, alimente en énergie électrique la machine de traction 4 via un onduleur 7. Ce dernier permet de transformer la tension continue en sortie de batterie en tension alternative apte à entraîner la machine électrique de traction 4. Une unité de commande 9 associée à des capteurs, non représentés, par un module d'entrée/sortie 91 pilote des calculateurs indépendants 92, 93, 94, 95 pilotant spécifiquement des éléments de la chaîne de traction. L'unité de commande pilote notamment le calculateur 94 de la machine électrique 4. Dans une autre configuration, les calculateurs peuvent être intégrés à l'unité de commande 9. Les capteurs permettent notamment de mesurer les différentes vitesses de rotation en jeu dans la chaîne de traction. Avec une telle architecture de chaîne de traction, le véhicule peut notamment fonctionner selon les modes suivants : - le véhicule roule en mode thermique pur lorsque l'embrayage 3 est fermé et que la machine électrique de traction 4 n'est pas alimentée ou commandée, le moteur thermique 2 assurant seul la traction ; - le véhicule roule en mode électrique pur lorsque l'embrayage 3 est ouvert et que la machine électrique 4 est alimentée ou commandée pour assurer seule la traction du véhicule; - le véhicule roule en mode mixte lorsque le moteur thermique 2 assure la traction du véhicule assisté par la machine électrique 4, l'embrayage 3 étant fermé. The traction chain 1 shown in FIG. 1 comprises a heat engine 2 coupled for example to an electric auxiliary machine 21, by means of a belt 22, this auxiliary machine enabling the engine to be restarted in a so-called stop and go mode. The latter does not participate directly in the traction of the vehicle. An flywheel 24 is fixed on the output shaft 25 of the heat engine 2. The output shaft is on its side coupled to the crankshaft of the engine. The output shaft is then connected to the clutch 3. The latter makes a sliding movement in the direction of the output shaft 25 to move from an open position to a closed position or vice versa. The clutch is also connected to the primary shaft 26 of a controlled mechanical gearbox 5. This gearbox transmits power to the wheels 6, only one of which is shown in FIG. 1. More particularly , the gearbox 5 transmits, after reduction, the power output to the wheels 6 via a secondary shaft 27. An electric traction machine 4 is inserted in series between the clutch 3 and the driven mechanical gearbox 5 A battery 8 or a set of batteries, of high power, supplies electrical energy to the traction machine 4 via an inverter 7. This enables the DC voltage at the battery output to be converted into an alternating voltage suitable for driving the electrical machine of the battery. traction 4. A control unit 9 associated with sensors, not shown, by an input / output module 91 controls independent computers 92, 93, 94, 95 specific driver elements of the power train. The control unit controls, in particular, the computer 94 of the electric machine 4. In another configuration, the computers can be integrated into the control unit 9. The sensors make it possible, in particular, to measure the different speeds of rotation involved in the chain. traction. With such a traction chain architecture, the vehicle can notably operate according to the following modes: the vehicle travels in pure thermal mode when the clutch 3 is closed and the electric traction machine 4 is not powered or controlled, the heat engine 2 ensuring only traction; - The vehicle runs in pure electric mode when the clutch 3 is open and the electric machine 4 is powered or controlled to ensure only the traction of the vehicle; - The vehicle runs in mixed mode when the engine 2 ensures the traction of the vehicle assisted by the electric machine 4, the clutch 3 being closed.
Lors de son fonctionnement, le véhicule est amené à changer de 35 rapport de vitesse et de mode de fonctionnement régulièrement afin d'utiliser de manière optimale les différentes sources d'énergie. L'unité de commande 9 calcule les couples de consignes optimaux à atteindre et les fournit aux calculateurs spécifiques 95 de la boîte de vitesses 5, 94 de la machine électrique 4, 93 de l'embrayage 3 et 92 du moteur thermique 2, les calculateurs étant chargés de la régulation de couple des éléments qui leur sont attribués. Lors d'un changement de rapport, la précision du couple ramenée sur l'arbre primaire par la machine électrique, au niveau du synchroniseur de la boîte de vitesses 5, est très importante car elle détermine si le changement de rapport s'exécute sans entraîner de dommages aux pièces mécaniques de la boîte de vitesses 5 et sans faire ressentir aux passagers le changement de rapport de vitesse (c'est à dire un temps trop long). On rappelle ici qu'un synchroniseur est un dispositif comportant un moyeu portant un manchon solidaire en rotation du moyeu mais apte à se déplacer en translation le long du moyeu, et qui permet d'égaliser la vitesse de l'arbre primaire, couplé au moteur thermique et/ou à la machine électrique, avec celle de l'arbre secondaire couplé à la roue, par translation du manchon sur le moyeu puis par friction des surfaces en regard, respectivement d'une bague de synchronisation disposé entre le manchon et le pignon fou, et du pignon fou. Une fois les vitesses égalisées et la baque synchroniseur désindexée (équilibre de couple au niveau de la bague) le changement de vitesse peut s'effectuer suivant un rapport de démultiplication défini par l'engrenage correspondant, formé d'une roue dentée, par exemple solidaire de l'arbre primaire, et d'un pignon fou, dans cet exemple porté par l'arbre secondaire portant également le synchroniseur ; le pignon fou porté par l'arbre secondaire devenant solidaire de l'arbre de sortie après crabotage. Selon l'invention, l'unité de commande 9 met en oeuvre un procédé d'estimation du couple parasite pouvant interférer sur l'arbre primaire 26 ; ce couple parasite représentant la différence de couple entre le couple de consigne et le couple réalisé au niveau du synchroniseur. L'estimation de cet écart de couple est évalué en calculant la différence entre la variation de vitesse de l'arbre primaire 26 théorique, calculée par l'unité de commande 9 à partir du couple de la machine électrique optimal à appliquer, et la variation de vitesse mesurée sur l'arbre primaire 26 par un des capteurs associé à l'arbre. Par le biais du principe fondamental de la dynamique, on peut estimer un couple parasite Cp à partir de cette différence de variation de vitesse et du moment d'inertie des pièces mécaniques en rotation liées à la machine électrique 4 ; L'équation de Cp peut s'exprimer par la formule suivante : -i v i Oth réel at at I étant l'inertie du mécanisme de friction plus l'inertie des pièces liées à l'arbre primaire 26 et des pignons fous ramenés à l'arbre primaire. Pour un synchroniseur placé sur l'arbre secondaire, I est égal à la somme des inerties suivantes : 1 = (lap + I friction), lap étant l'inertie de l'arbre primaire 26, des pièces entrainées en rotation qui sont les pignons fous, les moyeux et les manchons des synchroniseurs de l'arbre primaire et surtout l'inertie de la machine électrique,. Wth étant le régime de l'arbre primaire théorique. wrée, étant le régime de l'arbre primaire mesurée par un des capteurs. During operation, the vehicle is required to change gear ratio and operating mode regularly in order to optimally utilize the different energy sources. The control unit 9 calculates the optimum setpoint torques to reach and supplies them to the specific computers 95 of the gearbox 5, 94 of the electric machine 4, 93 of the clutch 3 and 92 of the engine 2, the computers being responsible for the torque regulation of the elements assigned to them. During a gearshift, the precision of the torque brought back to the primary shaft by the electric machine, at the level of the synchronizer of the gearbox 5, is very important because it determines whether the gearshift is executed without causing damage to the mechanical parts of the gearbox 5 and without making the passengers feel the gearshift (ie a too long time). It will be recalled here that a synchronizer is a device comprising a hub carrying a sleeve integral in rotation with the hub but able to move in translation along the hub, and which makes it possible to equalize the speed of the primary shaft, coupled to the motor thermal and / or the electric machine, with that of the secondary shaft coupled to the wheel, by translation of the sleeve on the hub then by friction of the facing surfaces, respectively of a synchronizing ring disposed between the sleeve and the pinion crazy, and crazy gear. Once the speeds equalized and the synchronizing ring désindexée (balance of torque at the ring) the gearshift can be performed in a gear ratio defined by the corresponding gear, formed of a toothed wheel, for example solidaire the primary shaft, and an idle gear, in this example carried by the secondary shaft also bearing the synchronizer; the idler gear carried by the secondary shaft becoming integral with the output shaft after interconnection. According to the invention, the control unit 9 implements a method for estimating the parasitic torque that can interfere on the primary shaft 26; this parasitic torque representing the difference in torque between the setpoint torque and the torque achieved at the synchronizer. The estimate of this torque difference is evaluated by calculating the difference between the speed variation of the theoretical primary shaft 26, calculated by the control unit 9 from the torque of the optimum electrical machine to be applied, and the variation velocity measured on the primary shaft 26 by one of the sensors associated with the shaft. By means of the fundamental principle of dynamics, it is possible to estimate a parasitic torque Cp from this difference in speed variation and the moment of inertia of the rotating mechanical parts related to the electric machine 4; The equation of Cp can be expressed by the following formula: -ivi Oth real at at I being the inertia of the friction mechanism plus the inertia of the parts connected to the primary shaft 26 and idle gears brought to the primary tree. For a synchronizer placed on the secondary shaft, I is equal to the sum of the following inertia: 1 = (lap + I friction), where lap is the inertia of the primary shaft 26, the rotational parts which are the pinions crazy, the hubs and sleeves of the synchronizers of the primary shaft and especially the inertia of the electric machine ,. Wth being the regime of the theoretical primary tree. wreae, being the speed of the primary shaft measured by one of the sensors.
Lors d'un fonctionnement nominal de la machine électrique, la valeur de ah at est donnée par la formule suivante pour un changement de rapport de vitesse montant : a 0 th = CMEL + Ctraînée_BV at I Ou par la formule suivante pour un changement de rapport de vitesse descendant: Wth = CMEL ù Ctraînée_BV at ù I étant calculé à partir de la mesure de régime de l'arbre primaire 26, cette mesure se déduit classiquement de la mesure de la chute de régime de l'arbre primaire définie par la différence entre le régime moteur et C =Ix p Ctraînée_4BV 10 le régime cible théorique à atteindre, la différence définissant la traînée de boîte. Par traînée de boîte, on entend généralement, les frottements liés au calage des arbres, le frottement des pignons fous sur les arbres, le léchage des 5 anneaux de synchronisation, CMEL étant le couple calculé optimal qui doit être fourni par la machine électrique. Lors d'un fonctionnement dégradé de la machine électrique, la valeur de (3 ûtj,/ct) est donnée par la formule suivante pour un changement de rapport 10 de vitesse montant : During a nominal operation of the electric machine, the value of ah at is given by the following formula for a change of speed ratio amount: a 0 th = CMEL + Ctraînée_BV at I Or by the following formula for a gear change descending speed: Wth = CMEL ù Ctraînée_BV and ù I being calculated from the measurement of the speed of the primary shaft 26, this measurement is conventionally deduced from the measurement of the regime drop of the primary shaft defined by the difference between the engine speed and C = Ix p Ctraînée_4BV 10 the theoretical target speed to achieve, the difference defining the drag box. By drag of box, one generally hears the friction related to the setting of the shafts, the friction of the idle gears on the shafts, the licking of the 5 synchronization rings, CMEL being the optimum calculated torque which must be provided by the electric machine. During degraded operation of the electric machine, the value of (3 ût / t / t) is given by the following formula for a change in the speed ratio amount:
Wth _ CA%LL + C,rojné, _- R6 + Cr --> 1,1/1 Ou alors pour un changement de rapport de vitesse descendant : a C11h = CI ?EL ù Cuninée ->BI' _ Cri 4LZ. at I Où Cr MEL représente le couple résiduel de la machine électrique. Wth _ CA% LL + C, rojné, _- R6 + Cr -> 1,1 / 1 Or for a downward gear ratio change: a C11h = CI? EL ù Cuninée -> BI '_Cri 4LZ. at I Where Cr MEL represents the residual torque of the electric machine.
La figure 2 représente le schéma fonctionnel de la prise en compte de 20 Cp par le calculateur 94 du régulateur de couple de la machine électrique. Ainsi, le couple de consigne 33, fourni au régulateur de couple, est égal au couple Cme, 31 auquel est ajoutée la valeur Cp 32 lors d'un changement de rapport de vitesse descendant : C,>n., = CHE/. +Cr 25 Ce couple de consigne 33 est égal au couple Cme, 31 auquel est soustraite la valeur Cp 32 lors d'un changement de rapport de vitesse montant. Co, =CIELùCp Ces formules sont appliquées lors du fonctionnement nominal de la 30 machine électrique. FIG. 2 represents the block diagram of the taking into account of 20 Cp by the computer 94 of the torque regulator of the electric machine. Thus, the setpoint torque 33, supplied to the torque regulator, is equal to the torque Cme, to which the value Cp 32 is added during a downshift gear ratio change: C,> n., = CHE /. + Cr 25 This setpoint torque 33 is equal to the torque Cme, to which the value Cp 32 is subtracted during a change in upshift ratio. These formulas are applied during nominal operation of the electric machine.
La figure 3 représente le schéma fonctionnel de la prise en compte de Cp par le calculateur 93 du régulateur de couple de l'actionneur d'embrayage 15 lors d'un fonctionnement dégradé de la machine électrique. Ainsi, le couple de consigne 43 est égal au couple Cme, 41 auquel est ajoutée la valeur Cp 42 lors d'un changement de rapport de vitesse descendant : Ccons = CMEL + Cp Ce couple de consigne 43 est égal au couple Cmel auquel est soustraite la valeur Cp 42 lors d'un changement de rapport de vitesse montant. : Ccons = CMEL -C p FIG. 3 represents the block diagram of the consideration of Cp by the computer 93 of the torque control of the clutch actuator 15 during degraded operation of the electric machine. Thus, the setpoint torque 43 is equal to the torque Cme, 41 to which the value Cp 42 is added during a downshift ratio change: Ccons = CMEL + Cp This setpoint torque 43 is equal to the Cmel couple from which is subtracted the value Cp 42 during a change of speed ratio amount. : Ccons = CMEL -C p
Claims (7)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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FR0757878A FR2921525B1 (en) | 2007-09-26 | 2007-09-26 | DEVICE FOR THE TORQUE SERVICE OF AN ELECTRIC MACHINE OF AN ELECTRICAL DRIVE CHAIN OF A VEHICLE COMPRISING A PARASITE TORQUE ESTIMER |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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FR0757878A FR2921525B1 (en) | 2007-09-26 | 2007-09-26 | DEVICE FOR THE TORQUE SERVICE OF AN ELECTRIC MACHINE OF AN ELECTRICAL DRIVE CHAIN OF A VEHICLE COMPRISING A PARASITE TORQUE ESTIMER |
Publications (2)
Publication Number | Publication Date |
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FR2921525A1 true FR2921525A1 (en) | 2009-03-27 |
FR2921525B1 FR2921525B1 (en) | 2009-11-20 |
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FR0757878A Expired - Fee Related FR2921525B1 (en) | 2007-09-26 | 2007-09-26 | DEVICE FOR THE TORQUE SERVICE OF AN ELECTRIC MACHINE OF AN ELECTRICAL DRIVE CHAIN OF A VEHICLE COMPRISING A PARASITE TORQUE ESTIMER |
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2017140961A1 (en) * | 2016-02-19 | 2017-08-24 | Renault S.A.S | Method of controlling the declutching of a sliding gear |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20020117339A1 (en) * | 2001-02-28 | 2002-08-29 | Jatco Transtechnology Ltd. | Parallel hybrid electric vehicle |
US20040254039A1 (en) * | 2003-06-12 | 2004-12-16 | Honda Motor Co., Ltd. | Drive system |
FR2887495A1 (en) * | 2005-06-27 | 2006-12-29 | Peugeot Citroen Automobiles Sa | METHOD FOR PILOTING THE COUPLING AND DECOUPLING OF THE FIRST ENGINE AND THE SECOND ENGINE OF A PARALLEL HYBRID MOTOR POWERTRAIN |
-
2007
- 2007-09-26 FR FR0757878A patent/FR2921525B1/en not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20020117339A1 (en) * | 2001-02-28 | 2002-08-29 | Jatco Transtechnology Ltd. | Parallel hybrid electric vehicle |
US20040254039A1 (en) * | 2003-06-12 | 2004-12-16 | Honda Motor Co., Ltd. | Drive system |
FR2887495A1 (en) * | 2005-06-27 | 2006-12-29 | Peugeot Citroen Automobiles Sa | METHOD FOR PILOTING THE COUPLING AND DECOUPLING OF THE FIRST ENGINE AND THE SECOND ENGINE OF A PARALLEL HYBRID MOTOR POWERTRAIN |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2017140961A1 (en) * | 2016-02-19 | 2017-08-24 | Renault S.A.S | Method of controlling the declutching of a sliding gear |
FR3048047A1 (en) * | 2016-02-19 | 2017-08-25 | Renault Sas | METHOD FOR CONTROLLING THE DECRABOTAGE OF A TRAVELER |
CN108463656A (en) * | 2016-02-19 | 2018-08-28 | 雷诺股份公司 | Control balladeur train is unsnaped the method for engagement |
RU2719115C2 (en) * | 2016-02-19 | 2020-04-17 | Ниссан Мотор Ко., Лтд. | Sliding gear uncoupling control method |
CN108463656B (en) * | 2016-02-19 | 2020-08-21 | 雷诺股份公司 | Control method for disengaging and engaging sliding gear and hybrid power transmission system |
Also Published As
Publication number | Publication date |
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FR2921525B1 (en) | 2009-11-20 |
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