FR2954253A1 - METHOD AND DEVICE FOR COMPENSATING A LOST VEHICLE TRACTION TORQUE VALUE - Google Patents

METHOD AND DEVICE FOR COMPENSATING A LOST VEHICLE TRACTION TORQUE VALUE Download PDF

Info

Publication number
FR2954253A1
FR2954253A1 FR0959084A FR0959084A FR2954253A1 FR 2954253 A1 FR2954253 A1 FR 2954253A1 FR 0959084 A FR0959084 A FR 0959084A FR 0959084 A FR0959084 A FR 0959084A FR 2954253 A1 FR2954253 A1 FR 2954253A1
Authority
FR
France
Prior art keywords
torque
vehicle
value
lost
compensation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
FR0959084A
Other languages
French (fr)
Other versions
FR2954253B1 (en
Inventor
Florian Galinaud
Gaetan Rocq
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Stellantis Auto Sas Fr
Original Assignee
Peugeot Citroen Automobiles SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Priority to FR0959084A priority Critical patent/FR2954253B1/en
Priority to EP10805463A priority patent/EP2512897A1/en
Priority to PCT/FR2010/052613 priority patent/WO2011080435A1/en
Publication of FR2954253A1 publication Critical patent/FR2954253A1/en
Application granted granted Critical
Publication of FR2954253B1 publication Critical patent/FR2954253B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric 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
    • 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
    • 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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

Landscapes

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

Abstract

Pour compenser une valeur perdue de couple qui est produit par un moteur (1) à combustion interne pour tracter un véhicule, le procédé est caractérisé en ce que : - on détermine une valeur de couple de compensation en modulant ladite valeur perdue par un taux de compensation suivant une fonction d'un ensemble comprenant au moins une variable d'état du véhicule ; - on commande à une machine électrique (3) de fournir un couple de compensation à la valeur ainsi déterminée.To compensate for a lost torque value that is produced by an internal combustion engine (1) for towing a vehicle, the method is characterized in that: - a compensation torque value is determined by modulating said lost value by a rate of compensation according to a function of an assembly comprising at least one vehicle state variable; - An electric machine (3) is instructed to provide a compensation torque to the value thus determined.

Description

"Procédé et dispositif pour compenser une valeur perdue de couple de traction de véhicule" "Method and apparatus for compensating a lost value of vehicle traction torque"

L'invention concerne un procédé et un dispositif pour compenser une valeur de couple de traction de véhicule, notamment de véhicule automobile, qui est perdue, par exemple lorsqu'un débrayage pour changer de rapport de boîte de vitesses, provoque une rupture de couple aux roues. The invention relates to a method and a device for compensating a value of vehicle traction torque, in particular of a motor vehicle, which is lost, for example when a clutch for changing the gear ratio causes a torque break at wheels.

Le document FR2907409 décrit déjà un procédé et un dispositif pour compenser une rupture ou interruption du couple fourni par le groupe motopropulseur d'un véhicule hybride au cours d'un changement de vitesse. Une perte du couple moteur sur le train avant du véhicule est compensée par un couple moteur fourni par une machine électrique et appliqué au train arrière du véhicule. Une compensation totale du couple perdu sur le train avant par un couple d'origine électrique sur le train arrière, amène confort et souplesse de conduite mais induit une consommation d'énergie électrique qui met fortement à contribution les organes électriques du véhicule. L'énergie électrique d'un véhicule automobile est généralement limitée par les capacités de stockage et de régénération de cette énergie dans le véhicule. The document FR2907409 already describes a method and a device for compensating a break or interruption of the torque provided by the powertrain of a hybrid vehicle during a gear change. A loss of the engine torque on the front axle of the vehicle is compensated by a motor torque supplied by an electric machine and applied to the rear axle of the vehicle. Total compensation of the torque lost on the front axle by a torque of electrical origin on the rear axle, brings comfort and flexibility of driving but induces a consumption of electrical energy that strongly involves the electrical components of the vehicle. The electrical energy of a motor vehicle is generally limited by the storage capacity and regeneration of this energy in the vehicle.

L'invention a pour but de concilier compensation de perte de couple d'origine thermique et consommation d'énergie électrique. De façon à répondre au but poursuivi, un objet de l'invention est un procédé pour compenser une valeur perdue de couple qui est produit par un moteur à combustion interne pour tracter un véhicule, caractérisé en ce que : - on détermine une valeur de couple de compensation en modulant ladite valeur perdue par un taux de compensation suivant une fonction d'un ensemble comprenant au moins une variable d'état du véhicule ; - on commande à une machine électrique de fournir un couple de compensation à la valeur ainsi déterminée. Avantageusement, ladite valeur perdue correspond à une rupture de couple. The object of the invention is to reconcile compensation for loss of torque from thermal origin and consumption of electrical energy. In order to fulfill the aim pursued, an object of the invention is a method for compensating a lost torque value which is produced by an internal combustion engine for towing a vehicle, characterized in that: a torque value is determined compensation by modulating said lost value by a compensation rate according to a function of an assembly comprising at least one vehicle state variable; - An electric machine is instructed to provide a compensation torque to the value thus determined. Advantageously, said lost value corresponds to a break in torque.

Particulièrement, ledit ensemble comprend une information de consigne de couple roue demandé par un conducteur du véhicule. Particulièrement aussi, ledit ensemble comprend une vitesse du véhicule. In particular, said assembly comprises wheel torque setpoint information requested by a driver of the vehicle. Also particularly, said set comprises a vehicle speed.

Particulièrement encore, ledit ensemble comprend un rapport de boîte de vitesse. Plus particulièrement, ledit ensemble comprend un couple maximal que la machine électrique peut fournir. Un objet de l'invention est aussi un dispositif pour compenser une valeur perdue de couple qui est produit par un moteur à combustion interne pour tracter un véhicule, caractérisé en ce qu'il comprend des moyens pour exécuter le procédé selon l'invention. Un objet de l'invention est encore un véhicule, 20 notamment un véhicule automobile, caractérisé en ce qu'il comprend un dispositif selon l'invention. L'invention sera mieux comprise, et d'autres buts, caractéristiques, détails et avantages de celle-ci apparaîtront plus clairement de la description 25 explicative qui va suivre faite en référence aux dessins annexés donnés uniquement à titre d'exemple illustrant un mode de réalisation de l'invention et dans lesquels la figure unique est une vue schématique d'un groupe motopropulseur de véhicule hybride.More particularly, said assembly comprises a gearbox ratio. More particularly, said assembly comprises a maximum torque that the electric machine can provide. An object of the invention is also a device for compensating a lost torque value which is produced by an internal combustion engine for towing a vehicle, characterized in that it comprises means for executing the method according to the invention. An object of the invention is still a vehicle, in particular a motor vehicle, characterized in that it comprises a device according to the invention. The invention will be better understood, and other objects, features, details and advantages thereof will become more clearly apparent from the following explanatory description made with reference to the accompanying drawings given solely by way of example illustrating a method of embodiment of the invention and in which the single figure is a schematic view of a hybrid vehicle powertrain.

30 On a représenté sur la figure, un groupe motopropulseur de véhicule hybride parallèle. La combinaison de deux types d'énergie, thermique et électrique, permet de garantir la traction des véhicules hybrides parallèles en optimisant le rendement 35 énergétique, diminuant ainsi la consommation et la pollution. Des véhicules hybrides parallèles sont généralement capables de rouler indépendamment grâce à l'énergie thermique d'un moteur à combustion interne 1 ou grâce à l'énergie électrique d'une machine électrique 3 de traction. Le moteur 1 est, de manière connue, à combustion interne de type essence, diesel ou autre. De manière connue en soi, le moteur thermique 1 est muni d'un volant d'inertie non représenté sur la figure. Un système 2 de couplage/découplage réalisé par un embrayage sec (EMB), humide ou autre relie le moteur thermique 1 à un système 4 de démultiplication à N rapports discrets réalisé au moyen d'une boîte de vitesses manuelle pilotée (BVMP), d'une boîte de vitesses à double embrayage (DCT pour Dual Clutch Transmission) d'une boîte de vitesses automatique (BVA) ou de toute autre boîte de vitesses (BV). Le système 4 de démultiplication est relié à un arbre de transmission 8 qui entraîne deux roues 7 avant du véhicule. Une batterie de puissance 5 (BET) ou tout autre système de stockage d'énergie électrique pour la traction tel que par exemple des supers condensateurs, alimente une machine électrique 3 (MEL) qui entraîne un train arrière 9 connecté à deux roues arrière 17. Un système 6 de démarrage indépendant du moteur thermique (SDI) est réalisé sous forme d'un démarreur piloté, d'un système de (stop & start) ou autre. Chaque organe 1, 2, 3, 4 est piloté par un calculateur de contrôle rapproché (non représenté) qui lui est propre. L'ensemble des calculateurs de contrôle rapproché, est lui même commandé par un calculateur unique dit de supervision qui prend des décisions et synchronise des actions pour répondre à la volonté du conducteur. Le calculateur de supervision, en fonction des situations de vie et de l'état du véhicule, pilote la chaîne de traction. Le calculateur de supervision décide du mode de roulage, coordonne toutes les phases transitoires et choisit les points de fonctionnement afin d'optimiser la consommation de carburant, la dépollution et l'agrément du véhicule. Le calculateur de supervision pilote notamment via le calculateur de contrôle rapproché associé, la machine électrique 3 solidaire du train arrière 9 de façon à fournir le couple nécessaire pour faire avancer le véhicule quand le moteur thermique est arrêté. De la même façon, lors des changements de rapport sur le système 4 de démultiplication, et au moment où le couple transmis sur le train avant 8 s'allume, la machine électrique 3 du train arrière applique un couple roue afin de compléter partiellement ou totalement la rupture de couple provoquée par le désembrayage du moteur 1 avec la boîte de vitesses 4. La stratégie qui consiste à compléter partiellement ou totalement la rupture de couple est nommée « compensation de rupture de couple ». Il est intéressant de définir une stratégie permettant d'optimiser l'agrément de conduite lors des phases de changement de rapport avec compensation de rupture de couple. Lors des changements de rapport, une compensation de rupture de couple au maximum des possibilités de la machine électrique, c'est-à-dire dans la limite des possibilités organiques de la machine électrique, permet d'apporter un agrément maximal de conduite. Cependant, la consommation d'énergie électrique qui en résulte nécessite une régénération de la batterie 5 qui peut induire une surconsommation du véhicule et réduire la durée de vie de la batterie. La stratégie de limitation de la compensation de couple lors des changements de rapport qui a été développée dans le cadre de l'invention, permet de limiter la consommation d'énergie électrique, notamment lors des changements de rapport de faible charge. On rappelle que la charge dans le contexte de l'invention, est le couple de consigne roue, issu de la valeur d'enfoncement de la pédale d'accélérateur. La limitation s'effectue à l'aide d'une cartographie qui donne la limitation en fonction du couple de consigne et par conséquent indirectement de l'enfoncement de la pédale d'accélérateur d'une part, et d'autre part en fonction du rapport de boîte de vitesses cible et du changement de rapport courant. La cartographie permet de faire une limitation de manière continue sans franchissement de seuil. A partir de l'information de consigne de couple roue demandé par le conducteur, de la vitesse du véhicule, du rapport de boîte de vitesses et du couple maximal de la machine électrique, on détermine dans le procédé, un taux de compensation qui, de manière générale, augmente avec l'enfoncement de la pédale, diminue avec la vitesse et diminue en fonction du rapport de boîte. En d'autres termes, plus l'enfoncement de la pédale est élevé, plus la compensation de couple est élevée. D'autre part, à vitesse élevée, la compensation de couple est plus faible de façon à soulager la puissance de la machine électrique. Enfin, la compensation de couple est d'autant plus faible que le rapport de boîte est plus long. Différents facteurs que nous venons d'évoquer pour déterminer le taux de compensation sont accessibles sous forme de paramètres mémorisables dans le calculateur de supervision. Les valeurs de ces paramètres sont optimisées lors des phases de mise au point du véhicule. La compensation de rupture de couple limitée à des valeurs qui sont fonction de l'état du véhicule, permet d'obtenir un compromis entre l'agrément de conduite d'une part, la consommation, la pollution et la durée de vie de la batterie d'autre part. Ainsi, à la détection d'un changement de rapport de la boîte de vitesses 4, le calculateur de supervision détermine un niveau de compensation en pourcentage du couple maximal de la machine arrière, en fonction de la vitesse du véhicule, de la charge demandée par le conducteur, du rapport visé et du type de changement de rapport, à savoir si le rapport est montant ou descendant. There is shown in the figure, a parallel hybrid vehicle powertrain. The combination of two types of energy, thermal and electrical, makes it possible to guarantee the traction of parallel hybrid vehicles by optimizing energy efficiency, thus reducing consumption and pollution. Parallel hybrid vehicles are generally capable of driving independently thanks to the thermal energy of an internal combustion engine 1 or thanks to the electrical energy of an electric traction machine 3. The engine 1 is, in known manner, internal combustion of gasoline, diesel or other type. In a manner known per se, the heat engine 1 is provided with a flywheel not shown in the figure. A coupling / decoupling system 2 made by a dry clutch (EMB), wet or otherwise connects the heat engine 1 to a system 4 of reduction ratio N discrete reports achieved by means of a manual gearbox (BVMP), a dual clutch transmission (DCT) of an automatic transmission (BVA) or other gearbox (BV). The reduction system 4 is connected to a transmission shaft 8 which drives two wheels 7 forward of the vehicle. A power battery 5 (BET) or any other electrical energy storage system for traction such as for example super capacitors, feeds an electric machine 3 (MEL) which drives a rear axle 9 connected to two rear wheels 17. An independent engine starting system 6 (SDI) is realized in the form of a controlled starter, a system of (stop & start) or other. Each member 1, 2, 3, 4 is controlled by a close control computer (not shown) of its own. The set of close control computers, is itself controlled by a single computer said supervision that makes decisions and synchronizes actions to meet the will of the driver. The supervision computer, according to the life situations and the state of the vehicle, controls the traction chain. The supervision computer decides on the driving mode, coordinates all the transient phases and chooses the operating points in order to optimize the fuel consumption, the depollution and the approval of the vehicle. The supervision computer controls, notably via the associated close control computer, the electric machine 3 secured to the rear axle 9 so as to provide the torque necessary to advance the vehicle when the heat engine is stopped. In the same way, during gearshifts on the gear reduction system 4, and at the moment when the torque transmitted on the front axle 8 comes on, the electric machine 3 of the rear axle applies a wheel torque in order to complete partially or totally the break in torque caused by the disengagement of the engine 1 with the gearbox 4. The strategy of partially or completely completing the torque failure is called "torque breaking compensation". It is interesting to define a strategy to optimize the driving pleasure during the gearshift phases with torque break compensation. During gear shifts, a torque break compensation to the maximum of the possibilities of the electric machine, that is to say within the limits of the organic possibilities of the electric machine, makes it possible to provide maximum driving pleasure. However, the resulting electric power consumption requires regeneration of the battery 5 which can induce over-consumption of the vehicle and reduce battery life. The strategy of limiting the torque compensation during gear changes that has been developed in the context of the invention, limits the consumption of electrical energy, especially during changes in low load ratio. It is recalled that the load in the context of the invention is the wheel setpoint torque, resulting from the depression value of the accelerator pedal. The limitation is made using a map that gives the limitation as a function of the setpoint torque and therefore indirectly the depression of the accelerator pedal on the one hand, and on the other hand depending on the target gear ratio and current gear change. Mapping makes it possible to limit continuously without crossing the threshold. From the wheel torque setpoint information requested by the driver, the vehicle speed, the gearbox ratio and the maximum torque of the electric machine, a compensation rate is determined in the process which Generally, increases with the depression of the pedal, decreases with speed and decreases with the gear ratio. In other words, the greater the depression of the pedal, the higher the torque compensation. On the other hand, at high speed, the torque compensation is lower so as to relieve the power of the electric machine. Finally, the torque compensation is even lower than the box ratio is longer. Various factors that we have just mentioned to determine the compensation rate are accessible in the form of parameters that can be memorized in the supervision calculator. The values of these parameters are optimized during the development phases of the vehicle. Torque breaking compensation limited to values that depend on the state of the vehicle, allows to obtain a compromise between driving pleasure on the one hand, consumption, pollution and the life of the battery on the other hand. Thus, upon detection of a shift of the gearbox 4, the supervision computer determines a level of compensation as a percentage of the maximum torque of the rear machine, as a function of the speed of the vehicle, the load requested by the driver, the report and the type of gear change, whether the report is up or down.

Claims (8)

REVENDICATIONS1. Procédé pour compenser une valeur perdue de couple qui est produit par un moteur (1) à combustion interne pour tracter un véhicule, caractérisé en ce que : - on détermine une valeur de couple de compensation en modulant ladite valeur perdue par un taux de compensation suivant une fonction d'un ensemble comprenant au moins une variable d'état du véhicule ; on commande à une machine électrique (3) de fournir un couple de compensation à la valeur ainsi déterminée. REVENDICATIONS1. Method for compensating a lost torque value which is produced by an internal combustion engine (1) for towing a vehicle, characterized in that: - a compensation torque value is determined by modulating said lost value by a compensation rate following a function of an assembly comprising at least one vehicle state variable; an electric machine (3) is commanded to provide a compensation torque to the value thus determined. 2. Procédé selon la revendication 1, caractérisé en 15 ce que ladite valeur perdue correspond à une rupture de couple. 2. Method according to claim 1, characterized in that said lost value corresponds to a torque break. 3. Procédé selon l'une des revendications précédentes, caractérisé en ce que ledit ensemble 20 comprend une information de consigne de couple roue demandé par un conducteur du véhicule. 3. Method according to one of the preceding claims, characterized in that said assembly 20 comprises wheel torque instruction information requested by a driver of the vehicle. 4. Procédé selon l'une des revendications précédentes, caractérisé en ce que ledit ensemble 25 comprend une vitesse du véhicule. 4. Method according to one of the preceding claims, characterized in that said assembly 25 comprises a vehicle speed. 5. Procédé selon l'une des revendications précédentes, caractérisé en ce que ledit ensemble comprend un rapport de boîte de vitesse. 5. Method according to one of the preceding claims, characterized in that said set comprises a gear ratio. 6. Procédé selon l'une des revendications précédentes, caractérisé en ce que ledit ensemble comprend un couple maximal que la machine électrique peut fournir. 6. Method according to one of the preceding claims, characterized in that said assembly comprises a maximum torque that the electric machine can provide. 7. Dispositif pour compenser une valeur perdue de couple qui est produit par un moteur (1) à combustion 30 35interne pour tracter un véhicule, caractérisé en ce qu'il comprend des moyens pour exécuter le procédé selon l'une des revendications précédentes. 7. Device for compensating a lost torque value which is produced by an internal combustion engine (1) for towing a vehicle, characterized in that it comprises means for carrying out the method according to one of the preceding claims. 8. Véhicule, notamment véhicule automobile, caractérisé en ce qu'il comprend un dispositif selon la revendication 7. 8. Vehicle, especially a motor vehicle, characterized in that it comprises a device according to claim 7.
FR0959084A 2009-12-17 2009-12-17 METHOD AND DEVICE FOR COMPENSATING A LOST VEHICLE TRACTION TORQUE VALUE Active FR2954253B1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
FR0959084A FR2954253B1 (en) 2009-12-17 2009-12-17 METHOD AND DEVICE FOR COMPENSATING A LOST VEHICLE TRACTION TORQUE VALUE
EP10805463A EP2512897A1 (en) 2009-12-17 2010-12-06 Method and device for compensating lost value of vehicle pulling torque
PCT/FR2010/052613 WO2011080435A1 (en) 2009-12-17 2010-12-06 Method and device for compensating lost value of vehicle pulling torque

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0959084A FR2954253B1 (en) 2009-12-17 2009-12-17 METHOD AND DEVICE FOR COMPENSATING A LOST VEHICLE TRACTION TORQUE VALUE

Publications (2)

Publication Number Publication Date
FR2954253A1 true FR2954253A1 (en) 2011-06-24
FR2954253B1 FR2954253B1 (en) 2012-07-13

Family

ID=42245682

Family Applications (1)

Application Number Title Priority Date Filing Date
FR0959084A Active FR2954253B1 (en) 2009-12-17 2009-12-17 METHOD AND DEVICE FOR COMPENSATING A LOST VEHICLE TRACTION TORQUE VALUE

Country Status (3)

Country Link
EP (1) EP2512897A1 (en)
FR (1) FR2954253B1 (en)
WO (1) WO2011080435A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014184462A1 (en) * 2013-05-17 2014-11-20 Peugeot Citroen Automobiles Sa Method for controlling a power unit with combustion engine and automatic gearbox
WO2018224742A1 (en) * 2017-06-09 2018-12-13 Renault S.A.S Method for generating a torque setpoint for the electric machines of a powertrain of a vehicle and powertrain of a vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998031559A1 (en) * 1997-01-17 1998-07-23 Rover Group Limited Hybrid vehicle powertrain control
US20010003109A1 (en) * 1999-12-02 2001-06-07 Toyota Jidosha Kabushiki Kaisha Vehicle control system and vehicle control method
EP1236603A2 (en) * 2001-03-01 2002-09-04 Hitachi, Ltd. A driving apparatus for controlling gear shifting in a hybrid vehicle
EP1547848A2 (en) * 2003-12-25 2005-06-29 Aisin Seiki Kabushiki Kaisha Apparatus for controlling a gear ratio changing operation in a transmission

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2907409B1 (en) 2006-10-23 2009-06-05 Peugeot Citroen Automobiles Sa METHOD AND DEVICE FOR TORQUE INTERRUPTION COMPENSATION PROVIDED BY THE POWER PLANT OF A HYBRID VEHICLE DURING A CHANGE OF SPEED.

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998031559A1 (en) * 1997-01-17 1998-07-23 Rover Group Limited Hybrid vehicle powertrain control
US20010003109A1 (en) * 1999-12-02 2001-06-07 Toyota Jidosha Kabushiki Kaisha Vehicle control system and vehicle control method
EP1236603A2 (en) * 2001-03-01 2002-09-04 Hitachi, Ltd. A driving apparatus for controlling gear shifting in a hybrid vehicle
EP1547848A2 (en) * 2003-12-25 2005-06-29 Aisin Seiki Kabushiki Kaisha Apparatus for controlling a gear ratio changing operation in a transmission

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014184462A1 (en) * 2013-05-17 2014-11-20 Peugeot Citroen Automobiles Sa Method for controlling a power unit with combustion engine and automatic gearbox
FR3005709A1 (en) * 2013-05-17 2014-11-21 Peugeot Citroen Automobiles Sa METHOD FOR CONTROLLING A MOTOR PROPELLER GROUP WITH A THERMAL MOTOR AND AN AUTOMATED GEARBOX
CN105228875A (en) * 2013-05-17 2016-01-06 标致·雪铁龙汽车公司 There is the control method of the power system of combustion engine and Automatic Transmission
CN105228875B (en) * 2013-05-17 2018-04-06 标致·雪铁龙汽车公司 The control method of dynamical system with internal combustion engine and automatic gear-box
WO2018224742A1 (en) * 2017-06-09 2018-12-13 Renault S.A.S Method for generating a torque setpoint for the electric machines of a powertrain of a vehicle and powertrain of a vehicle
FR3067314A1 (en) * 2017-06-09 2018-12-14 Renault S.A.S METHOD FOR PRODUCING A TORQUE SET FOR ELECTRIC MACHINES OF A VEHICLE MOTOR POWERTRAIN AND VEHICLE MOTOR POWERTRAIN
CN110770059A (en) * 2017-06-09 2020-02-07 雷诺股份公司 Method for generating a torque setpoint for an electric machine of a drive train of a vehicle and drive train of a vehicle
KR20200016866A (en) * 2017-06-09 2020-02-17 르노 에스.아.에스. How to create a torque set point for an electric machine of a vehicle's power train and the vehicle's power train
CN110770059B (en) * 2017-06-09 2023-06-23 雷诺股份公司 Method for generating a torque setpoint of an electric machine of a powertrain of a vehicle and powertrain of a vehicle
KR102657972B1 (en) * 2017-06-09 2024-04-17 르노 에스.아.에스. Method for generating a torque set point for an electric machine of a vehicle's power train and a vehicle's power train

Also Published As

Publication number Publication date
FR2954253B1 (en) 2012-07-13
WO2011080435A1 (en) 2011-07-07
EP2512897A1 (en) 2012-10-24

Similar Documents

Publication Publication Date Title
US20100280712A1 (en) Hybrid Vehicles and Control Methods
FR2935660A1 (en) METHOD AND DEVICE FOR COMPENSATION FOR TORQUE BREAKAGE PROVIDED BY THE POWER PLANT OF A HYBRID VEHICLE DURING A CHANGE IN SPEED
JP6003592B2 (en) Vehicle control device
JP2021091402A (en) Vehicular power train
EP2109562B1 (en) System and method for controlling a hybrid power propulsion unit for a permanent four wheel drive mode operation
FR3013643A1 (en) DISPLAY DEVICE FOR A HYBRID VEHICLE COMPRISING AN INTERNAL COMBUSTION ENGINE AND AT LEAST ONE HYBRIDIZING MOTOR POWER SOURCE
EP3074257B1 (en) Method and system for starting a combustion engine
EP2516235B1 (en) Method and device for achieving heavy-load acceleration for hybrid vehicles
EP3668738A1 (en) Method for switching between transmission modes in a hybrid motor vehicle
FR2992040A1 (en) METHOD AND DEVICE FOR CONTROLLING THE ENGAGED SPEED OF AN AUTOMATED VEHICLE GEARBOX, ACCORDING TO ACCELERATION REQUESTED BY A SPEED CONTROL SYSTEM
FR2954253A1 (en) METHOD AND DEVICE FOR COMPENSATING A LOST VEHICLE TRACTION TORQUE VALUE
EP3580103B1 (en) Method for formulating the setpoint torque at the actuators of a hybrid powerplant
FR3106552A1 (en) MOTOR TORQUE CONTROL DURING A GEAR CHANGE ON AN AUTOMATIC GEARBOX WITH INTEGRATED ELECTRIC MACHINE
EP2744693B1 (en) Method for controlling the torque in electric mode in a hybrid automotive vehicle
FR3054189B1 (en) TORQUE CONTROL PROVIDED BY A MOTOR VEHICLE OF A PARALLEL HYBRID VEHICLE HAVING A MANUAL GEARBOX, ACCORDING TO THE CLUTCH
WO2011036383A1 (en) Method for managing the coupling of the heat engine on a hybrid automobile
FR3035843A1 (en) METHOD FOR MANAGING THE SLOPES OF DECENTRING PREVENTIVE ACCREDITATION
WO2024133206A1 (en) Method for controlling an electrical assembly of a motor vehicle having an internal combustion engine with hybridised manual transmission
FR3070945B1 (en) SUPPLY CONTROL OF A COMPLEMENTARY TORQUE BY A NON-THERMAL MOTOR MACHINE OF A HYBRID VEHICLE BASED ON ACCELERATION POTENTIAL
FR3118615A1 (en) METHOD FOR CONTROLLING A MOTOR VEHICLE ENGINE BRAKING TORQUE AS A FUNCTION OF TWO TORQUE MAPS
FR3053300B1 (en) CONTROLLING THE CHARGE STATE OF AN ELECTRIC MOTOR MACHINE BATTERY OF A PARALLEL VEHICLE HYBRID TRANSMISSION CHAIN
EP4097344A1 (en) Control of the torque of a motor vehicle combustion engine when closing the clutch
FR3001937A1 (en) Method for controlling changes of operating mode of traction device of e.g. hybrid vehicle, involves passing integration directly to mode when integration reaches preset threshold and another integration is positive
FR3001259A1 (en) Device for checking engine torque provided by internal combustion engine of car, has control unit determining target torque instruction, where instruction profile of engine torque passing torque regime is determined
FR3105115A1 (en) CONTROL PROCEDURE FOR A DRIVE CHAIN OF A VEHICLE

Legal Events

Date Code Title Description
PLFP Fee payment

Year of fee payment: 7

PLFP Fee payment

Year of fee payment: 8

PLFP Fee payment

Year of fee payment: 9

CA Change of address

Effective date: 20180312

CD Change of name or company name

Owner name: PEUGEOT CITROEN AUTOMOBILES SA, FR

Effective date: 20180312

PLFP Fee payment

Year of fee payment: 11

PLFP Fee payment

Year of fee payment: 12

PLFP Fee payment

Year of fee payment: 13

PLFP Fee payment

Year of fee payment: 14

PLFP Fee payment

Year of fee payment: 15

CD Change of name or company name

Owner name: STELLANTIS AUTO SAS, FR

Effective date: 20240423