WO2010026347A1 - Method and device for compensating for a break in torque provided by a hybrid vehicle power train during a gear change - Google Patents

Method and device for compensating for a break in torque provided by a hybrid vehicle power train during a gear change Download PDF

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Publication number
WO2010026347A1
WO2010026347A1 PCT/FR2009/051674 FR2009051674W WO2010026347A1 WO 2010026347 A1 WO2010026347 A1 WO 2010026347A1 FR 2009051674 W FR2009051674 W FR 2009051674W WO 2010026347 A1 WO2010026347 A1 WO 2010026347A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
gearbox
value
axle
rear axle
Prior art date
Application number
PCT/FR2009/051674
Other languages
French (fr)
Inventor
Cédric LAUNAY
Gaëtan ROCQ
Original Assignee
Peugeot Citroën 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 Citroën Automobiles SA filed Critical Peugeot Citroën Automobiles SA
Priority to CN200980135189.2A priority Critical patent/CN102149585B/en
Priority to EP09741371A priority patent/EP2321164A1/en
Publication of WO2010026347A1 publication Critical patent/WO2010026347A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • 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
    • B60W10/115—Stepped gearings with planetary gears
    • 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
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
    • 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
    • B60W2510/10—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/428—Double clutch arrangements; Dual clutches
    • 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

Definitions

  • the present invention relates to vehicles of the type called "parallel hybrid".
  • Parallel hybrid vehicles are capable of driving by indifferently using the thermal energy supplied by the internal combustion engine and / or the electrical energy supplied by an electric traction machine. To do this, they are, for example, equipped with a heat engine / gearbox assembly on the front axle of the vehicle and an electric machine placed on the rear axle of the vehicle.
  • the vehicle includes the following main organs:
  • MTH internal combustion engine 11 of the gasoline, diesel or other type
  • a coupling / decoupling system 12 constituted by a clutch (hereinafter referred to as "EMB"), of dry, wet or other type;
  • MEL electric propulsion machine 13
  • BV gear reduction system 14
  • N discrete ratios consisting of a torque-controlled mechanical gearbox (“BVMP”), coupled to the front axle of the vehicle V (17D and 17G wheels) ), or a transmission known as “dual clutch transmission”("DCT”), an automatic gearbox (“BVA”) or any other organ performing a similar function;
  • BVMP torque-controlled mechanical gearbox
  • DCT dual clutch transmission
  • BVA automatic gearbox
  • BAT power battery 15
  • electrical energy storage system for traction a power battery 15 (hereinafter referred to as "BAT") or an electrical energy storage system for traction
  • a starting system 16 independent of the heat engine 11 comprising a controlled starter, a system called “Stop & Start” or any other system performing a similar function.
  • the battery 15 supplies electrical power to the "MEL” 13 (for traction in electric mode), the “SDI” 16 (during the starting phases of the engine), as well as conventional vehicle components (not shown: headlights, etc.).
  • each vehicle member is driven by a close control computer (not shown in FIG. 1) of its own.
  • These computers are themselves controlled by a single computer 10 commonly called “control supervisor” who makes the decisions and synchronizes the actions to meet the will of the driver (not shown in Figure 1).
  • This computer 10 controls the complete chain of traction, according to various life situations and the state of the vehicle V.
  • the computer 10 decides the running mode of the vehicle V, coordinates all the transient phases and chooses the appropriate operating points to optimize the fuel consumption, the depollution and the approval of the vehicle V.
  • the computer 10 communicates with the plurality of computers associated with the various members of the vehicle V via electrical links, under the reference 150. Conveniently, it is more generally a data bus. This technology is well known to the skilled person and it is useless to describe it further.
  • the “MEL” 13 fixed on the rear axle (wheels 18D and 18G), provides the necessary torque to advance the vehicle V when the engine 11 is stopped.
  • the "MEL” 13 of the rear axle in turn applies a “wheel torque” in order to complete partially or completely this torque break.
  • This operating strategy is commonly called “Torque Offset Compensation”.
  • Patent FR 2 796 437 B1 (RENAULT) teaches a controlled gear change device using an auxiliary electric machine to eliminate, at least mitigate, torque breaks during a shift to a higher gear.
  • the organic architecture of the vehicle is entirely different from that of the invention, which leads to a problematic also distinct.
  • the electric machine is arranged on the crankshaft of the engine and not on the rear axle. It is not, strictly speaking, to compensate for a break in torque during a gearshift and no longer solve problems of approval in passing games that are not considered.
  • Patent FR 2 784 058 B1 (LUK GETRIEBE SYSTEME GMBH) teaches a gearbox comprising an integrated electrical machine making it possible to compensate the torque break by an increasing contribution of the torque of this electric machine during the switching process.
  • the parameter "driving pleasure" and / or the problems related to the passage of games were considered.
  • the invention proposes a method and a device which, while retaining the advantages of those of the prior art, and in particular those of the aforementioned patent application FR 2 907 409 A1, makes it possible to obtain a gear change.
  • gearbox with complete compensation for breaking torque that is to say by integrating predetermined driving comfort constraints, especially during the game changes of the rear axle.
  • the invention allows a complete respect of the will of the driver during the gearshift phases with torque failure compensation.
  • the invention makes it possible to optimize a scrupulous setpoint tracking during these gearshift phases with wheel torque breaking compensation.
  • the main object of the invention is therefore a method of compensating for failure of the engine torque supplied by the powertrain of a vehicle of the so-called "parallel hybrid” type, said vehicle comprising at least one set of front wheels, a heat engine coupled to a gearbox for transmitting to the front axle a driving torque for different transmission reduction ratio of the gearbox, called “front-end torque", the gearbox causing a break in the engine torque during a switching process of the transmission gear ratio, a rear wheel rear axle, and an electric machine, coupled to the rear axle, for transmitting to the rear axle an additional engine torque of the front axle torque and / or compensation of said torque break, referred to as "rear-wheel torque", the rear suspension associated with at least one physical variable known as "rear-wheel-drive stress” , characterized in that it comprises at least the following steps: a / acquisition of a "global train” torque setpoint value imposed by the driver of the vehicle, the overall torque being equal at all times to the sum of the front and rear train couples; b /
  • FIG. 1 schematically illustrates a hybrid vehicle architecture according to the known art
  • FIGS. 2A is a set of curves illustrating the different efforts
  • FIG. 3A is a set of curves illustrating the various forces experienced by a hybrid vehicle, of the type of FIG. 1, putting a method of compensating for breaks in torque according to a preferred embodiment of the invention
  • FIG. 3B is a set of curves illustrating the corresponding ratio variations.
  • FIGS. 2A and 2B are the axes of times t (s), graduated in seconds arbitrarily, but with identical and correlated scales.
  • the ordinate axis of Figure 2A is arbitrarily graduated into torque values (in N. m).
  • the ordinate axis of Figure 2B illustrates two ratios of the robotized gear box (Figure 1: 14), arbitrarily called R1 and R2.
  • Curve 30 represents a request to change the ratio of the box robotic ( Figure 1: 14), or setpoint, and the curve 31 represents, at each moment, the ratio actually engaged.
  • phase p4 time t3 to t4: end of change of ratio
  • time t3 a variation of the vehicle wheel torque made with respect to the setpoint CC (curve 20).
  • the torque profile of the rear axle is constrained by the passage around the games (zone symbolized by an ellipse JAR2) while the front axle is not constrained.
  • the variation of the curve 22 can not present a gradient as large as the theoretical curve 22 "(in dotted lines).
  • the actual curve 22 has a first point of inflection at time t'3 ⁇ t4, and a second point at time t4, to reach a final value CAR2 at instant t'4> t4. It follows that the global wheel torque (curve 23) increases with a small slope (above the setpoint: DC torque), until the instant t'3 ⁇ t4, then with a larger slope until the moment t4.
  • FIGS. 3A and 3B showing sets of curves, respectively 4 and 5, corresponding to those, 2 and 3, of FIGS. 2A and 2B.
  • the vehicle architecture is similar to that shown in the figure.
  • the following is a description of the specificities of a vehicle architecture allowing the implementation of the method according to the invention with reference to the description of FIG. 4. It will be shown moreover that the architecture of the vehicle does not require any substantial modification, which is an additional advantage presented by the method of the invention.
  • the powertrain of the vehicle ⁇ / is in hybrid mode and the will of the driver, represented by the DC torque setpoint, remains stable (dashed curve) 40).
  • the front axle is at its optimum operating point (FIG.
  • phase p3 times t2 to t3: commitment
  • it is the rear axle that realizes all (curve 43) of the vehicle wheel torque CC (curve 40) desired by the driver.
  • phase p4 time t3 to t4: end of gear change
  • time t3 good tracking the vehicle wheel torque (curve 43) made with respect to the setpoint CC (curve 40).
  • hybrid hybrid type vehicle architecture 1 allows the implementation of the method according to the invention with reference to FIG. 4.
  • this architecture 1 ' can be, essentially, if not identical, but quite similar to that of the known art described with reference to FIG.
  • the first parameter is the global torque setpoint of wheels, which has been called CC, resulting from the will of the driver (symbolized by a figurine referenced “driver” in Figure 4).
  • this first parameter is common to the methods of the prior art, even though it does not appear explicitly on the simplified architecture of FIG. 1. However, and precisely as it has been found, it can not be respected. at least during the shift phases (Figure 2A: p2 to p4).
  • the DC setpoint is acquired by any appropriate means: for example a control keyboard on the dashboard (not shown) of the vehicle associated with a display member, etc. In itself, such means are known to those skilled in the art.
  • This setpoint value CC is then transmitted to the computer 10, for example via an electrical connection Icc, in analog or digital form. It must therefore comprise interface circuits accepting the signals representative of the DC setpoint value and converting them, if necessary, into digital signals, the current computers being generally of the digital type with recorded program.
  • the CC value is stored in memory means provided with the computer, volatile (for example of the type "RAM” for "Random Access Memory” in the English terminology ") or (re) programmable (for example of the type" PROM ").
  • torque setpoint CC can be stored locally in the input means, for example a close computer communicating with the computer 10 'via the data transmission links (or a bus) 100'.
  • the second parameter which is more specific to the invention, consists of data representative of the rear axle clearance constraints. These data can be acquired by experimentation or calculation. They depend on the actual physical characteristics of the constituent parts of the vehicle, and in the first place on the components directly related to the engine (heat engine, electric machine), to the gear change (type of gearbox) and to the rolling gear (trains, wheels, etc.).
  • the data representative of the aforementioned rear axle clearance constraints are stored in memory means, for example a zone M, referenced 101 'of the memory associated with the computer 10'. Although shown separately, it should be understood that this zone may simply consist of ordinary memory addresses memory of the computer 10 '.
  • the rear axle clearance data may also be acquired, at least in part, by onboard measurement means (various sensors), which allows the recorded data to be refreshed as needed throughout the life of the vehicle and according to the operating conditions (speed, configuration of the road, etc.).
  • onboard measurement means various sensors, which allows the recorded data to be refreshed as needed throughout the life of the vehicle and according to the operating conditions (speed, configuration of the road, etc.).
  • the computer 10 prepares instructions that it transmits to the plurality of so-called close computers and / or decentralized control members, as a function of the control signals that it receives, in particular gearshift commands and subsequent commands and / or state detections (disengagement, gear engaged, etc.), so that the gearshift sequence (phases p1 to p5) is performed correctly.
  • the close computers control as previously indicated, thunderstorms that are under their direct control (eg the decoupling of the robotic gearbox, Figure 1: 14).
  • the computer 10 'takes into account, to develop the control signals that it transmits to the close computers and / or local control devices the DC torque setpoint and, most importantly, the backlash clearance data.
  • this specific operation of the invention can be obtained simply by slightly modifying the program recorded in the computer, that is to say generally a sequence of macro-instructions recorded in a read-only memory (for example type "ROM” for "Read OnYy Memory” or the type “PROM” above, which allows a modification of the recorded program if updates are necessary).
  • a read-only memory for example type "ROM” for "Read OnYy Memory” or the type “PROM” above, which allows a modification of the recorded program if updates are necessary.
  • the invention has many advantages that have been previously enumerated and needless to be recalled in full.
  • the method according to the invention makes it possible, in particular, to comply with the overall wheel torque set point imposed by the driver of the vehicle, including during the gearshift phases, while obtaining an entire torque break compensation.
  • the method according to the invention makes it possible to make the gear change completely imperceptible for the driver.
  • the method according to the invention does not require any significant modification, which allows the use of well known technologies per se.
  • the modifications necessary to implement the method according to the invention and achieve the objectives it has set can be summarized, essentially, in the realization of a minor modification of the program recorded in a calculator already present on this type of vehicle, the gripping devices, acquisition and periodic modification of the overall wheel torque setpoint given by the driver is, a priori, already present on a vehicle of the type referred to by the invention.
  • the invention is however not limited to the embodiments described with reference to FIGS. 3A, 3B and 4.

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Abstract

The invention relates to a method for compensating for a break in engine torque provided by the power train of a parallel hybrid engine, including a heat engine (11) combined with a transmission (14) transmitting an engine torque (41) to the front axle (17d, 17g), the transmission (14) causing a break in the engine torque during ratio (50, 51) switches. The vehicle (v) ncludes an electric motor (13) combined with the rear axle (18d, 18g). During the ratio switching process, a so-called comfort load is applied to the front axle (17d, 17g) on the basis of the rear axle play stress (18d, 18g) so as to observe, at every moment, an overall axle torque set value (CC) given by the driver.

Description

PROCEDE ET DISPOSITIF DE COMPENSATION DE RUPTURE DU COUPLE TORQUE BREAKING COMPENSATION METHOD AND DEVICE
FOURNI PAR LE GROUPE MOTOPROPULSEUR D'UN VEHICULE HYBRIDE AUSUPPLIED BY THE MOTORPOWER GROUP OF A HYBRID VEHICLE
COURS D'UN CHANGEMENT DEVITESSECOURSE OF A DEVITESSE CHANGE
La présente invention concerne les véhicules du type dit « hybride parallèle ».The present invention relates to vehicles of the type called "parallel hybrid".
Ces véhicules sont dotés de deux types d'énergie, à savoir thermique et électrique, dont la combinaison permet de garantir leur traction tout en optimisant le rendement énergétique et donc de diminuer la consommation et la pollution. Les véhicules hybrides parallèles sont capables de rouler en faisant appel indifféremment à l'énergie thermique fournie par le moteur à combustion interne et/ou à l'énergie électrique fournie par une machine électrique de traction. Pour ce faire, ils sont, par exemple, équipés d'un ensemble moteur thermique/boite de vitesse sur le train avant du véhicule et d'une machine électrique placée sur le train arrière du véhicule.These vehicles are equipped with two types of energy, namely thermal and electrical, the combination of which ensures their traction while optimizing energy efficiency and thus reducing consumption and pollution. Parallel hybrid vehicles are capable of driving by indifferently using the thermal energy supplied by the internal combustion engine and / or the electrical energy supplied by an electric traction machine. To do this, they are, for example, equipped with a heat engine / gearbox assembly on the front axle of the vehicle and an electric machine placed on the rear axle of the vehicle.
La figure 1 , annexée en fin de la présente description, illustre schématiquement un exemple de configuration 1 d'un véhicule du type hybride parallèle précité selon l'art connu. Le véhicule comprend les organes principaux suivants :FIG. 1, appended at the end of the present description, schematically illustrates an exemplary configuration 1 of a vehicle of the aforementioned parallel hybrid type according to the known art. The vehicle includes the following main organs:
- un moteur à combustion interne 11 , du type essence, diesel ou autre (ci-après dénommé « MTH » pour simplifier la description), muni de son volant d'inertie ;an internal combustion engine 11, of the gasoline, diesel or other type (hereinafter referred to as "MTH" to simplify the description), provided with its flywheel;
- un système de couplage/découplage 12 constitué par un embrayage (ci-après dénommé « EMB »), de type sec, humide ou autre ;a coupling / decoupling system 12 constituted by a clutch (hereinafter referred to as "EMB"), of dry, wet or other type;
- une machine à propulsion électrique 13 (ci-après dénommée « MEL ») implantée sur le train arrière du véhicule V (roues 18D et 18G) ;an electric propulsion machine 13 (hereinafter referred to as "MEL") located on the rear axle of the vehicle V (wheels 18D and 18G);
- un système de démultiplication 14 (ci-après dénommé « BV ») à N rapports discrets constituée par une boîte de vitesses mécanique pilotée (« BVMP »), à rupture de couple, couplés au train avant du véhicule V (roues 17D et 17G), ou encore une transmission dite « à double embrayage » (« DCT » pour « Dual Clutch Transmission »), une boite de vitesse automatique (« BVA ») ou tout autre organe remplissant une fonction similaire ;a gear reduction system 14 (hereinafter referred to as "BV") with N discrete ratios consisting of a torque-controlled mechanical gearbox ("BVMP"), coupled to the front axle of the vehicle V (17D and 17G wheels) ), or a transmission known as "dual clutch transmission"("DCT"), an automatic gearbox ("BVA") or any other organ performing a similar function;
- une batterie de puissance 15 (ci-après dénommé « BAT ») ou un système de stockage d'énergie électrique pour la traction ; eta power battery 15 (hereinafter referred to as "BAT") or an electrical energy storage system for traction; and
- un système de démarrage 16 (ci-après dénommé « SDI ») indépendant du moteur thermique 11 comprenant un démarreur piloté, un système dit de « Stop & Start » ou tout autre système remplissant une fonction similaire. La batterie 15 alimente en énergie électrique la « MEL » 13 (pour la traction en mode électrique), le « SDI » 16 (lors des phases de démarrage du moteur thermique), ainsi que des organes classiques du véhicule (non représentés : phares, etc.).- A starting system 16 (hereinafter referred to as "SDI") independent of the heat engine 11 comprising a controlled starter, a system called "Stop & Start" or any other system performing a similar function. The battery 15 supplies electrical power to the "MEL" 13 (for traction in electric mode), the "SDI" 16 (during the starting phases of the engine), as well as conventional vehicle components (not shown: headlights, etc.).
Comme il est bien connu, chaque organe du véhicule \/ est piloté par un calculateur de contrôle rapproché (non représenté sur la figure 1 ) qui lui est propre. Ces calculateurs sont eux-mêmes commandés par un calculateur unique 10 couramment appelé « superviseur de contrôle» qui prend les décisions et synchronise les actions pour répondre à la volonté du conducteur (non représenté sur la figure 1 ). Ce calculateur 10 pilote la chaîne complète de traction, en fonction de situations de vie variées et de l'état du véhicule V. Le calculateur 10 décide du mode de roulage du véhicule V, coordonne toutes les phases transitoires et choisit les points de fonctionnement appropriés afin d'optimiser la consommation de carburant, la dépollution et l'agrément du véhicule V. Pour ce faire, le calculateur 10 communique avec la pluralité de calculateurs associés aux divers organes du véhicule V par l'intermédiaire de liaisons électriques, sous la référence unique 150. De façon pratique, il s'agit plus généralement d'un bus de transmission de données. Cette technologie est bien connue de l'Homme de Métier et il est inutile de la décrire plus avant.As is well known, each vehicle member is driven by a close control computer (not shown in FIG. 1) of its own. These computers are themselves controlled by a single computer 10 commonly called "control supervisor" who makes the decisions and synchronizes the actions to meet the will of the driver (not shown in Figure 1). This computer 10 controls the complete chain of traction, according to various life situations and the state of the vehicle V. The computer 10 decides the running mode of the vehicle V, coordinates all the transient phases and chooses the appropriate operating points to optimize the fuel consumption, the depollution and the approval of the vehicle V. To do this, the computer 10 communicates with the plurality of computers associated with the various members of the vehicle V via electrical links, under the reference 150. Conveniently, it is more generally a data bus. This technology is well known to the skilled person and it is useless to describe it further.
La « MEL » 13, fixée sur le train arrière (roues 18D et 18G), fournit le couple nécessaire pour faire avancer le véhicule V quand le moteur thermique 11 est arrêté. De la même façon, lors des changements de rapport de la « BV » 14 et à l'instant où le train avant annule son « couple roue », la « MEL » 13 du train arrière applique à son tour un « couple roue » afin de compléter partiellement ou totalement cette rupture de couple. Cette stratégie de fonctionnement est couramment appelée « compensation de rupture de couple ».The "MEL" 13, fixed on the rear axle (wheels 18D and 18G), provides the necessary torque to advance the vehicle V when the engine 11 is stopped. In the same way, when changing gear of the "BV" 14 and at the moment when the front axle cancels its "wheel torque", the "MEL" 13 of the rear axle in turn applies a "wheel torque" in order to complete partially or completely this torque break. This operating strategy is commonly called "Torque Offset Compensation".
Lors des changements de rapport de la « BV » 14, la compensation de rupture de couple entraine des variations de couples indésirables.During changes in the ratio of the "BV" 14, the torque breaking compensation causes variations in undesirable couples.
De façon pratique, les « variations de couple indésirables» se traduisent, notamment, par des à-coups et/ou des surcroîts de couple. De tels phénomènes sont particulièrement préjudiciables à la résistance mécanique des organes de transmission et sont ressentis de façon désagréable par les occupants du véhicule V. Ce désagrément est particulièrement sensible dans le cas d'une boîte de vitesses automatique. Dans ce mode de fonctionnement ou dans celui d'une boîte de vitesses robotisée fonctionnant en mode automatique, le conducteur ne s'attend pas, a priori, à ces à-coups puisque les changements de vitesses sont effectués par les organes de commande de la boîte de vitesse. Le conducteur en éprouve généralement une sensation de gêne, voire d'insécurité.In practice, the "undesirable torque variations" result, in particular, by jolts and / or extra torque. Such phenomena are particularly detrimental to the mechanical strength of the transmission members and are felt uncomfortably by the occupants of the vehicle V. This inconvenience is particularly noticeable in the case of an automatic gearbox. In this mode of operation or in that of a robotized gearbox operating in automatic mode, the driver does not expect, a priori, these jerks since the gear changes are made by the control members of the gearbox. The driver usually feels uncomfortable or insecure.
De ce fait, pour appréhender ce phénomène, on introduira ci-après, lors des phases de changement de rapport de la boite de vitesse, un paramètre essentiel pour caractériser l'invention dit « d'agrément de conduite ».Therefore, to apprehend this phenomenon, we will introduce below, during the phases of gear ratio change, an essential parameter to characterize the invention called "driving pleasure".
Dans l'art connu, il a été proposé de nombreux procédés et dispositifs visant à obtenir une compensation de rupture de couple.In the known art, numerous methods and devices have been proposed for obtaining a torque-breaking compensation.
On peut citer, de façon non exhaustive, les documents brevets suivants :The following patent documents may be cited in a non-exhaustive manner:
Le brevet FR 2 796 437 B1 (RENAULT) enseigne un dispositif de changement de vitesses contrôlé utilisant une machine électrique auxiliaire pour supprimer, pour le moins atténuer, des ruptures de couple lors d'un passage à un rapport de rang supérieur. Cependant l'architecture organique du véhicule est entièrement distincte de celle visée par l'invention, ce qui conduit à une problématique également distincte. Dans le brevet FR 2 796 437 B1 précité, la machine électrique est disposée sur le vilebrequin du moteur et non sur le train arrière. Il ne s'agit pas, à proprement parlé, de compenser une rupture de couple pendant un changement de rapport et non plus de résoudre des problèmes d'agrément en passage de jeux qui ne sont d'ailleurs pas considérés.Patent FR 2 796 437 B1 (RENAULT) teaches a controlled gear change device using an auxiliary electric machine to eliminate, at least mitigate, torque breaks during a shift to a higher gear. However, the organic architecture of the vehicle is entirely different from that of the invention, which leads to a problematic also distinct. In patent FR 2 796 437 B1 cited above, the electric machine is arranged on the crankshaft of the engine and not on the rear axle. It is not, strictly speaking, to compensate for a break in torque during a gearshift and no longer solve problems of approval in passing games that are not considered.
Le brevet FR 2 784 058 B1 (LUK GETRIEBE SYSTEME GMBH) enseigne une boite de vitesse comprenant une machine électrique intégrée permettant de compenser la rupture de couple par une contribution croissante du couple de cette machine électrique pendant le processus de commutation. Cependant, en aucun cas le paramètre « agrément de conduite » et/ou les problèmes liés aux passages de jeux n'ont été considérés.Patent FR 2 784 058 B1 (LUK GETRIEBE SYSTEME GMBH) teaches a gearbox comprising an integrated electrical machine making it possible to compensate the torque break by an increasing contribution of the torque of this electric machine during the switching process. However, in no case the parameter "driving pleasure" and / or the problems related to the passage of games were considered.
Plus récemment, dans la demande de brevet français FR 2 907 409 A1 (PEUGEOT CITROEN AUTOMOBILES SA), la Demanderesse a proposé un procédé et un dispositif de compensation de la perte de couple fourni par un groupe motopropulseur d'un véhicule hybride de type parallèle lors d'un changement de vitesse. En soi, l'architecture du véhicule est conforme à celle mise en œuvre dans le cadre de l'invention. Pour une description plus détaillée du procédé et du dispositif enseigné, on se reportera avec profit à la demande de brevet français précitée. Cette demande atteint bien les buts qu'elle s'est fixés, mais, une fois encore, le paramètre « agrément de conduite » n'est pas appréhendé et aucune solution n'est proposée en ce qui concerne les à-coups générés lors des passages de jeux en changement de rapport avec compensation de rupture de couple.More recently, in the French patent application FR 2 907 409 A1 (PEUGEOT CITROEN AUTOMOBILES SA), the Applicant has proposed a method and a compensation device for the torque loss provided by a power unit of a hybrid vehicle of the parallel type. during a gear change. In itself, the vehicle architecture is consistent with that implemented in the context of the invention. For a more detailed description of the method and the device taught, reference will be made profitably to the aforementioned French patent application. This demand has achieved the goals it has set for itself, but once again the "driving pleasure" parameter is not apprehended and no solution is proposed for the jolts generated during shifting gaming passages with torque break compensation.
Tout au contraire, l'invention propose un procédé et un dispositif qui, tout en conservant les avantages de ceux de l'Art Connu, et notamment ceux de la demande de brevet FR 2 907 409 A1 précitée permet d'obtenir un changement de rapport de boîte de vitesse avec compensation complète de rupture de couple, c'est-à-dire en intégrant des contraintes d'agrément de conduite prédéterminées, notamment lors des passages de jeux du train arrière. L'invention permet un respect complet de la volonté du conducteur durant les phases de changement de rapport avec compensation de rupture de couple.On the contrary, the invention proposes a method and a device which, while retaining the advantages of those of the prior art, and in particular those of the aforementioned patent application FR 2 907 409 A1, makes it possible to obtain a gear change. gearbox with complete compensation for breaking torque, that is to say by integrating predetermined driving comfort constraints, especially during the game changes of the rear axle. The invention allows a complete respect of the will of the driver during the gearshift phases with torque failure compensation.
L'invention permet d'optimiser un suivi scrupuleux de consigne lors de ces phases de changement de rapport avec compensation de rupture de couple roue.The invention makes it possible to optimize a scrupulous setpoint tracking during these gearshift phases with wheel torque breaking compensation.
Ce sont les buts principaux que se fixe l'invention.These are the main goals that the invention sets itself.
L'invention a donc pour objet principal un procédé de compensation de rupture du couple moteur fourni par le groupe motopropulseur d'un véhicule du type dit « hybride parallèle », ledit véhicule comprenant au moins un train de roues avant, un moteur thermique couplé à une boîte de vitesses destinée à transmettre au train avant un couple moteur pour différents rapports de démultiplication de la boîte de vitesses, dit « couple de train avant », la boîte de vitesses provoquant une rupture du couple moteur lors d'un processus de commutation du rapport de démultiplication de la boîte de vitesse, un train arrière de roue arrière, et une machine électrique, couplée au train arrière, destinée à transmettre au train arrière un couple moteur d'appoint du couple de train avant et/ou de compensation de ladite rupture de couple, dit « couple de train arrière », le train arrière associée à au moins une grandeur physique dite « contrainte de jeu de train arrière », caractérisé en ce qu'il comprend au moins les étapes suivantes : a/ acquisition d'une valeur de consigne de couple dit « de train global » imposée par le conducteur du véhicule, le couple global étant égal à tout instant à la somme des couples de train avant et arrière ; b/ acquisition d'un paramètre représentant ladite grandeur physique de contrainte de jeu de train arrière ; et c/ application, lors d'une requête de changement de rapport initialisant le processus de commutation du rapport de démultiplication de la boîte de vitesse, d'une contrainte dite « d'agrément » sur le train avant fonction du paramètre représentant ladite grandeur physique de contrainte de jeu de train arrière ; de manière à respecter à tout instant la valeur de consigne globale. L'invention concerne aussi un dispositif de mise en œuvre d'un tel procédé.The main object of the invention is therefore a method of compensating for failure of the engine torque supplied by the powertrain of a vehicle of the so-called "parallel hybrid" type, said vehicle comprising at least one set of front wheels, a heat engine coupled to a gearbox for transmitting to the front axle a driving torque for different transmission reduction ratio of the gearbox, called "front-end torque", the gearbox causing a break in the engine torque during a switching process of the transmission gear ratio, a rear wheel rear axle, and an electric machine, coupled to the rear axle, for transmitting to the rear axle an additional engine torque of the front axle torque and / or compensation of said torque break, referred to as "rear-wheel torque", the rear suspension associated with at least one physical variable known as "rear-wheel-drive stress" , characterized in that it comprises at least the following steps: a / acquisition of a "global train" torque setpoint value imposed by the driver of the vehicle, the overall torque being equal at all times to the sum of the front and rear train couples; b / acquisition of a parameter representing said physical magnitude of backlash stress; and c / application, during a gearshift request initializing the gearbox gear ratio switching process, of a so-called "approval" constraint on the front gear function of the parameter representing said physical quantity rear axle play restraint; in order to comply with the global set point at all times. The invention also relates to a device for implementing such a method.
L'invention va maintenant être décrite de façon plus détaillée en se référant aux figures annexées, parmi lesquels : - La figure 1 illustre schématiquement une architecture de véhicule hybride selon l'art connu ; la figures 2A est un jeu de courbes illustrant les différents effortsThe invention will now be described in more detail with reference to the appended figures, among which: FIG. 1 schematically illustrates a hybrid vehicle architecture according to the known art; FIGS. 2A is a set of curves illustrating the different efforts
(couples) subis par un véhicule hybride, du type de la figure 1 , mettant un procédé de compensation des ruptures de couple selon l'art connu, et la figure 2B est un jeu de courbes illustrant les variations de rapport correspondants ;(Couples) experienced by a hybrid vehicle, of the type of Figure 1, putting a torque-breaking compensation method according to the known art, and Figure 2B is a set of curves illustrating the corresponding ratio variations;
La figure 3A est un jeu de courbes illustrant les différents efforts subis par un véhicule hybride, du type de la figure 1 , mettant un procédé de compensation des ruptures de couple selon un mode de réalisation préféré de l'invention, et la figure 3B est un jeu de courbes illustrant les variations de rapport correspondants. Dans ce qui suit les éléments communs à plusieurs figures portent les mêmes références et ne seront re-déchts qu'en tant que de besoin.FIG. 3A is a set of curves illustrating the various forces experienced by a hybrid vehicle, of the type of FIG. 1, putting a method of compensating for breaks in torque according to a preferred embodiment of the invention, and FIG. 3B is a set of curves illustrating the corresponding ratio variations. In what follows the elements common to several figures bear the same references and will be re-wasted only as necessary.
Tout d'abord, pour bien mettre en évidence les problèmes subsistants lorsqu'on met en œuvre un procédé de compensation de l'art connu, du type de ceux rappelés dans le préambule de la présente description, on va décrire brièvement un tel procédé par référence aux courbes illustrées par les figures 2A et 2B.Firstly, in order to highlight the problems that remain when implementing a compensation method of the known art, of the type of those recalled in the preamble of the present description, a method of this kind will be briefly described. reference to the curves illustrated in FIGS. 2A and 2B.
Les axes des abscisses des figures 2A (courbes référencées 2) et 2B (courbes référencées 3) sont les axes des temps t(s), gradués en secondes de façon arbitraire, mais avec des échelles identiques et corrélées. L'axe d'ordonnées de la figure 2A est gradué de façon arbitraire en valeurs de couples (en N. m). L'axe d'ordonnées de la figure 2B illustre deux rapports de la boite de vitesse robotisée (figure 1 : 14), appelés arbitrairement R1 et R2. La courbe 30 représente une demande de changement de rapport de la boîte robotisée (figure 1 : 14), ou consigne, et la courbe 31 représente, à chaque instant, le rapport réellement engagé.The abscissa axes of FIGS. 2A (curves referenced 2) and 2B (curves referenced 3) are the axes of times t (s), graduated in seconds arbitrarily, but with identical and correlated scales. The ordinate axis of Figure 2A is arbitrarily graduated into torque values (in N. m). The ordinate axis of Figure 2B illustrates two ratios of the robotized gear box (Figure 1: 14), arbitrarily called R1 and R2. Curve 30 represents a request to change the ratio of the box robotic (Figure 1: 14), or setpoint, and the curve 31 represents, at each moment, the ratio actually engaged.
Pendant la phase p1 , entre l'origine des temps arbitraire tO et l'instant t1 , le groupe motopropulseur du véhicule \/ est en mode hybride et la volonté du conducteur, représentée par la consigne de couple CC, reste stable (figure 2A : courbe en pointillés 20). Le train avant est sur son point de fonctionnement optimal (courbe 21 ), couple CAVÎ , et le train arrière complète l'effort longitudinal exercé (courbe 22), couple CARλ , afin de respecter le couple roue ou de train global désiré par le conducteur (courbe 23) qui se confond avec CC pendant cet intervalle de temps (phase P1 ).During the phase p1, between the arbitrary time origin t0 and the time t1, the powertrain of the vehicle is in hybrid mode and the driver's will, represented by the DC torque setpoint, remains stable (FIG. dashed curve 20). The front axle is at its optimum operating point (curve 21), CAVI torque, and the rear axle completes the longitudinal force exerted (curve 22), CARλ torque, in order to respect the overall wheel or train torque desired by the driver. (curve 23) which coincides with CC during this time interval (phase P1).
Suite à une demande de changement de rapport (figure 2B : instant t1 , début de la phase p2), représenté par une variation brutale de la courbe 30 commandant le passage d'un rapport R^ à un rapport supérieur R2, il est nécessaire d'annuler le couple roue du train avant afin de pouvoir décraboter la boite de vitesse robotisée (figure 1 : 14). A cet instant, aucune contrainte d'agrément n'est appliquée sur le train avant puisque les jeux de train arrière ne sont pas franchis. Afin de compenser la rupture de couple du train avant, le train arrière doit théoriquement suivre le profil de couple de la partie représentée en pointillés de la courbe 22 (phase p2), entre les instants t1 (demande de changement de rapport) et t2 (désengagement). En réalité, la contrainte d'agrément lors du passage de jeu du train arrière impose un profil limitant le gradient de couple roue dans une zone repérée sur la figure 2A par une ellipse référencée JARÎ (partie pleine de la courbe 22), entre les instants t1 et t'1. Entre les instants t'1 et t2 (fin de la phase p2), la courbe 22 reprend une forte pente pour atteindre la valeur de consigne CC.Following a change of gear request (FIG. 2B: instant t1, beginning of the phase p2), represented by a sudden variation of the curve 30 controlling the passage of a ratio R1 to a higher ratio R2, it is necessary to 'cancel the wheel torque of the front axle in order to be able to disengage the robotised gearbox (Figure 1: 14). At this time, no approval constraints are applied to the front axle since the rear axle games are not crossed. In order to compensate for the torque failure of the front axle, the rear axle must theoretically follow the torque profile of the portion shown in dashed lines of the curve 22 (phase p2) between the times t1 (gear change request) and t2 ( disengagement). In reality, the approval constraint during the backlash clearance requirement imposes a profile limiting the wheel torque gradient in a zone marked in FIG. 2A by an ellipse referenced JARÎ (full part of the curve 22), between the moments t1 and t'1. Between instants t'1 and t2 (end of phase p2), curve 22 resumes a steep slope to reach set point CC.
En considérant le bilan des couples avant et arrière appliqués au véhicule V, on constate aisément, à l'examen de l'évolution de la courbe 23, que la volonté du conducteur n'a pas été respectée, puisqu'elle présente un décrochement par rapport à la consigne (courbe 22) pendant la phase p2, avec une valeur minimale de couple à l'instant t'1. Dans la phase p3 (instants t2 à t3 : engagement), c'est le train arrière qui réalise la totalité (courbe 23) du couple roue véhicule CC (courbe 20) désiré par le conducteur.Considering the balance of the front and rear couples applied to the vehicle V, it is easy to see, on examining the evolution of the curve 23, that the will of the driver has not been respected, since it presents a setback by ratio to the setpoint (curve 22) during phase p2, with a minimum value of torque at instant t'1. In the phase p3 (times t2 to t3: commitment), it is the rear axle that realizes all (curve 23) of the vehicle wheel torque CC (curve 20) desired by the driver.
Pendant la phase p4 (instant t3 à t4 : fin de changement de rapport), de la même façon qu'en phase p2, on constate, lors de la reprise après engagement du rapport de boîte de vitesse (instant t3), une variation du couple roue véhicule (courbe 23) réalisé par rapport à la consigne CC (courbe 20). En effet, le profil de couple du train arrière est contraint par le passage autour des jeux (zone symbolisée par une ellipse JAR2) alors que le train avant n'est pas contraint. La variation de la courbe 22 ne peut présenter un gradient aussi important que la courbe théorique 22 » (en pointillés). La courbe réelle 22 présente un premier point d'inflexion à l'instant t'3 < t4, et un deuxième à l'instant t4, pour rejoindre une valeur finale CAR2 à l'instant t'4 > t4. Il s'ensuit que le couple roue global (courbe 23) croît avec une faible pente (au-dessus de la valeur de consigne : couple CC), jusqu'à l'instant t'3 < t4, puis avec une pente plus importante jusqu'à l'instant t4.During the phase p4 (time t3 to t4: end of change of ratio), in the same way as in phase p2, it is found, during the recovery after engagement of the gear ratio (time t3), a variation of the vehicle wheel torque (curve 23) made with respect to the setpoint CC (curve 20). Indeed, the torque profile of the rear axle is constrained by the passage around the games (zone symbolized by an ellipse JAR2) while the front axle is not constrained. The variation of the curve 22 can not present a gradient as large as the theoretical curve 22 "(in dotted lines). The actual curve 22 has a first point of inflection at time t'3 <t4, and a second point at time t4, to reach a final value CAR2 at instant t'4> t4. It follows that the global wheel torque (curve 23) increases with a small slope (above the setpoint: DC torque), until the instant t'3 <t4, then with a larger slope until the moment t4.
Pendant la phase p5 pour (t > t4 jusqu'à l'instant t indéfini d'un nouveau changement de rapport), le couple du train avant s'est stabilisé sur son point de fonctionnement optimal (couple CAV2 ), mais le train arrière est encore contraint par le passage de jeux ce qui entraine une fois encore une variation non désirée du couple roue véhicule, le couple CAV2 n'est atteint qu'à l'instant t'4 > t4. Il en est de même pour le couple global roue qui ne sera confondu avec la valeur de consigne CC (courbe 20) qu'à l'instant t > t'4 > t4.During phase p5 for (t> t4 up to the instant t indefinite of a new shift), the nosewheel torque has stabilized at its optimal operating point (CAV2 torque), but the rear axle is still constrained by the passage of games which again causes an undesired variation of the vehicle wheel torque, CAV2 torque is reached at the instant t'4> t4. It is the same for the overall wheel torque which will be confused with the setpoint value CC (curve 20) only at time t> t'4> t4.
On va maintenant décrire le procédé de rupture de couple moteur conforme à l'invention par référence aux figures 3A et 3B représentant des jeux de courbes, respectivement 4 et 5, correspondant à celles, 2 et 3, des figures 2A et 2B. Les séries de courbes 2x et 3x ont été renumérotées 4x et 5x, respectivement (avec x = 0, 1 , 2 ou 3).The engine torque breaking method according to the invention will now be described with reference to FIGS. 3A and 3B showing sets of curves, respectively 4 and 5, corresponding to those, 2 and 3, of FIGS. 2A and 2B. The series of 2x and 3x curves were renumbered 4x and 5x, respectively (with x = 0, 1, 2 or 3).
Dans un premier temps, on supposera que l'architecture du véhicule est semblable à celle représentée sur la figure. On indiquera ci-après quelle sont les spécificités d'une architecture de véhicule permettant la mise en œuvre du procédé conforma à l'invention en regard de la description de la figure 4. Il sera montré d'ailleurs que l'architecture du véhicule ne nécessite aucune modification substantielle, ce qui est un avantage supplémentaire présenté par le procédé de l'invention. Pendant la phase p1 , entre l'origine des temps arbitraire tO et l'instant t1 , le groupe motopropulseur du véhicule \/ est en mode hybride et la volonté du conducteur, représentée par la consigne de couple CC, reste stable (courbe en pointillés 40). Le train avant est sur son point de fonctionnement optimal (figure 3A : courbe 41 ), couple CAVÎ , et le train arrière complète l'effort longitudinal exercé (courbe 42), couple CAR^ , afin de respecter le couple roue global désiré par le conducteur (courbe 43) qui se confond avec CC pendant cet intervalle de temps (phase P1 ). Cette phase p1 se déroule de façon identique à la phase correspondante de la figure 2A (art connu).At first, it will be assumed that the vehicle architecture is similar to that shown in the figure. The following is a description of the specificities of a vehicle architecture allowing the implementation of the method according to the invention with reference to the description of FIG. 4. It will be shown moreover that the architecture of the vehicle does not require any substantial modification, which is an additional advantage presented by the method of the invention. During the phase p1, between the arbitrary time origin t0 and the moment t1, the powertrain of the vehicle \ / is in hybrid mode and the will of the driver, represented by the DC torque setpoint, remains stable (dashed curve) 40). The front axle is at its optimum operating point (FIG. 3A: curve 41), CAVI torque, and the rear axle completes the longitudinal force exerted (curve 42), CAR ^, in order to respect the overall wheel torque desired by the conductor (curve 43) which coincides with CC during this time interval (phase P1). This phase p1 proceeds identically to the corresponding phase of Figure 2A (known art).
Suite à une demande de changement de rapport (figure 4B : instant t1 , début de la phase p2), représenté par une variation brutale de la courbe 50 commandant le passage d'un rapport R1 à un rapport supérieur R2, il nécessaire d'annuler le couple roue du train avant afin de pouvoir décraboter la boite de vitesse robotisée (figure 1 : 14). Contrairement au procédé de l'art connu, illustré par les figures 2A et 2B, et selon une des caractéristiques les plus importantes du procédé de l'invention, on applique une contrainte d'agrément sur le train avant en fonction de la contrainte de passage de jeu du train arrière. De façon plus précise, on applique une limitation déterminée du gradient de couple roue avant (courbe théorique en pointillés 41 ') autour de la consigne de couple CC (courbe 40) issue de la volonté du conducteur (zone symbolisée par une ellipse JARV). La courbe réelle 42 (trait plein) augmente avec une pente plus douce présente un point d'inflexion à l'instant t'1 , avec t1 < t'1 < t2, puis continue à croître avec une pente plus importante jusqu'à l'instant 2, instant pour lequel le couple roue arrière est égal à CC. Le train avant pour compenser la variation de couple du train arrière doit donc logiquement suivre le profil de variation de couple contraint par le passage de jeu du train arrière (courbe 41 ). Considérant la somme des couples avant et arrière, c'est-à-dire le couple global roue, appliqué au véhicule, on constate que la consigne de couple CC (courbe 40) issue de la volonté du conducteur est totalement respectée (courbe 43).Following a request for a gear change (FIG. 4B: instant t1, beginning of the phase p2), represented by a sudden variation of the curve 50 controlling the passage from a ratio R1 to a higher gear ratio R2, it is necessary to cancel the wheel torque of the front axle in order to be able to decelerate the robotised gearbox (Figure 1: 14). In contrast to the known art process, illustrated by FIGS. 2A and 2B, and according to one of the most important features of the method of the invention, an approval constraint is applied to the front axle as a function of the passage constraint. of the rear train. More precisely, a determined limitation of the forward wheel torque gradient (theoretical dashed curve 41 ') is applied around the torque set point CC (curve 40) resulting from the driver's will (zone symbolized by a JARV ellipse). The actual curve 42 (solid line) increases with a softer slope has a point of inflection at time t'1, with t1 <t'1 <t2, then continues to grow with a steeper slope until moment 2, moment for which the rear wheel torque is equal to CC. The front axle to compensate for the torque variation of the rear axle must therefore logically follow the torque variation profile constrained by the rear axle clearance passage (curve 41). Considering the sum of the couples before and rear, that is to say the overall wheel torque, applied to the vehicle, it is found that the DC torque setpoint (curve 40) resulting from the will of the driver is fully respected (curve 43).
Dans la phase p3 (instants t2 à t3 : engagement), c'est le train arrière qui réalise la totalité (courbe 43) du couple roue véhicule CC (courbe 40) désiré par le conducteur.In the phase p3 (times t2 to t3: commitment), it is the rear axle that realizes all (curve 43) of the vehicle wheel torque CC (curve 40) desired by the driver.
Pendant la phase p4 (instant t3 à t4 : fin de changement de rapport), de la même façon qu'en phase p2, on constate, lors de la reprise après engagement du rapport de boîte de vitesse (instant t3), le bon suivi du couple roue véhicule (courbe 43) réalisé par rapport à la consigne CC (courbe 40). En effet, le profil de couple du train avant (courbe réelle 41 , en trait plein, par rapport à la courbe théorique 41 ") ayant pris en compte la contrainte de passage de jeu du train arrière (zone symbolisée par l'ellipse JAR2) a permis à ce dernier de compléter parfaitement la consigne véhicule tout en respectant les contraintes d'agrément. On constate, sur la figure 3A, que les courbes 41 (couple de roue avant) et 42 (couple de roue arrière) présentent toutes deux des points d'inflexion aux instants t'3 et t"3, avec t'3 < t"3 < t4, et leurs variations se compensent parfaitement. Les couples roues avants et roues arrières atteignent les nouvelles valeurs de couples, CAV2 et CAR2, respectivement, à l'instant t4 (fin du transitoire).During the phase p4 (time t3 to t4: end of gear change), in the same way as in phase p2, it is found, during the recovery after engagement gear ratio (time t3), good tracking the vehicle wheel torque (curve 43) made with respect to the setpoint CC (curve 40). Indeed, the torque profile of the front axle (actual curve 41, solid line, with respect to the theoretical curve 41 ") having taken into account the backlash constraint of the rear axle (zone symbolized by the ellipse JAR2) has allowed the latter to complete perfectly the vehicle instruction while respecting the constraints of approval.It is noted in Figure 3A that the curves 41 (front wheel torque) and 42 (rear wheel torque) both have inflection points at instants t'3 and t "3, with t'3 <t" 3 <t4, and their variations counterbalance each other perfectly.The front wheel and rear wheel pairs reach the new torque values, CAV2 and CAR2, respectively, at time t4 (end of the transient).
Pendant la phase p5 pour (t > t4 jusqu'à l'instant t indéfini d'un nouveau changement de rapport), le couple du train avant s'est stabilisé sur son point de fonctionnement optimal (couple CAV2 ), mais contrairement au procédé de l'art connu (figure 2A), il en est de même en ce qui concerne le couple roues arrières (nouvelle valeur CAR2).During the phase p5 for (t> t4 up to the instant t indefinite of a new shift), the nosewheel torque has stabilized at its optimum operating point (CAV2 torque), but unlike the process of known art (Figure 2A), it is the same with respect to the rear wheel torque (new value CAR2).
Il s'ensuit également que le couple global (courbe 43) respecte la consigne CC (courbe 40) issue de la volonté du conducteur sur l'ensemble de la période considérée (phases p1 à p5).It also follows that the overall torque (curve 43) respects the instruction CC (curve 40) resulting from the will of the driver over the entire period considered (phases p1 to p5).
On va maintenant décrire un exemple d'architecture 1 ' de véhicule du type hybride parallèle permettant la mise en œuvre du procédé selon l'invention par référence à la figure 4. Comme il a été indiqué précédemment, cette architecture 1 ' peut être, pour l'essentiel, sinon identique, mais tout à fait semblable à celle de l'art connu décrite en regard de la figure 1.We will now describe an example of hybrid hybrid type vehicle architecture 1 'allowing the implementation of the method according to the invention with reference to FIG. 4. As indicated above, this architecture 1 'can be, essentially, if not identical, but quite similar to that of the known art described with reference to FIG.
On retrouve en effet tous les organes et dispositifs constitutif de l'architecture de véhicule V de cette dernière figure : notamment les deux dispositifs de motorisation (moteur thermique 11 et machine électrique 13), et portant les mêmes références. Sur la figure 4, leurs dispositions et leurs modes de fonctionnement sont également identiques.Indeed, all the components and devices constituting the vehicle architecture V of this latter figure are found: in particular the two motorization devices (heat engine 11 and electric machine 13), and bearing the same references. In Figure 4, their provisions and their modes of operation are also identical.
Seul, dans l'exemple illustré sur la figure 4, le calculateur central, c'est- à-dire ce qui a été appelé « superviseur de contrôle», désormais référencé 10' doit subir de légères modifications, matérielles et/ou logicielles.Only in the example shown in Figure 4, the central computer, that is to say what has been called "supervisor control", now referenced 10 'must undergo minor changes, hardware and / or software.
En effet, pour pouvoir accomplir le procédé de compensation d'interruption du couple fourni par le groupe motopropulseur d'un véhicule hybride au cours d'un changement de vitesse conforme à l'invention, la connaissance de deux paramètres sont nécessairesIndeed, in order to be able to perform the torque interruption compensation method provided by the powertrain of a hybrid vehicle during a speed change according to the invention, the knowledge of two parameters is necessary.
Le premier paramètre est la consigne de couple global de roues, qui a été appelée CC, issue de la volonté du conducteur (symbolisé par une figurine référencée « conducteur » sur la figure 4). En réalité, ce premier paramètre est commun aux procédés de l'art connu, même s'il ne figure pas explicitement sur l'architecture simplifiée de la figure 1. Cependant, et précisément comme il a été constaté, il ne peut pas être respecté, pour le moins pendant les phases de changement de rapport (figure 2A : p2 à p4).The first parameter is the global torque setpoint of wheels, which has been called CC, resulting from the will of the driver (symbolized by a figurine referenced "driver" in Figure 4). In reality, this first parameter is common to the methods of the prior art, even though it does not appear explicitly on the simplified architecture of FIG. 1. However, and precisely as it has been found, it can not be respected. at least during the shift phases (Figure 2A: p2 to p4).
La consigne CC est acquise par tous moyens appropriés : par exemple un clavier de commande sur le tableau de bord (non représenté) du véhicule associé à un organe d'affichage, etc. En soi, de tels moyens sont connus de l'Homme de Métier. Cette valeur de consigne CC est ensuite transmise au calculateur 10, par exemple par l'intermédiaire d'une liaison électrique Icc, sous forme analogique ou numérique. Celui-ci doit donc comporter des circuits d'interface acceptant les signaux représentatifs de la valeur de consigne CC et les convertissant, si nécessaire, en signaux numériques, les calculateurs actuels étant généralement du type numérique à programme enregistré. La valeur CC est enregistrée dans des moyens de mémoire dont est pourvu le calculateur, volatile (par exemple du type » RAM » pour « Random Access Memory » selon la terminologie anglo-saxonne ») ou (re)programmable (par exemple du type « PROM » pour « Pogrammable Read OnIy Memory » selon la terminologie anglo-saxonne »). Ces deux types de mémoire permettent une modification à volonté de la consigne de couple CC donnée par le conducteur. Dans une autre variante la consigne de couple CC peut être mémorisée localement dans les moyens de saisie, par exemple un calculateur rapproché communiquant avec le calculateur 10' via les liaisons de transmission de données (ou un bus) 100 '.The DC setpoint is acquired by any appropriate means: for example a control keyboard on the dashboard (not shown) of the vehicle associated with a display member, etc. In itself, such means are known to those skilled in the art. This setpoint value CC is then transmitted to the computer 10, for example via an electrical connection Icc, in analog or digital form. It must therefore comprise interface circuits accepting the signals representative of the DC setpoint value and converting them, if necessary, into digital signals, the current computers being generally of the digital type with recorded program. The CC value is stored in memory means provided with the computer, volatile (for example of the type "RAM" for "Random Access Memory" in the English terminology ") or (re) programmable (for example of the type" PROM "). For "Programmable Read OnIy Memory" according to the English terminology "). These two types of memory allow a modification at will of the DC torque setpoint given by the driver. In another variant the torque setpoint CC can be stored locally in the input means, for example a close computer communicating with the computer 10 'via the data transmission links (or a bus) 100'.
Le deuxième paramètre, plus spécifique à l'invention, consiste en des données représentatives des contraintes de passage de jeux du train arrière. Ces données peuvent être acquises par l'expérimentation ou le calcul. Elles dépendent des caractéristiques physiques réelles des organes constitutifs du véhicule, et en premier lieu des organes directement liés à la motorisation (moteur thermique, machine électrique), au changement de vitesse (type de boîte de changement de vitesse) et au roulement (trains, roues, etc.).The second parameter, which is more specific to the invention, consists of data representative of the rear axle clearance constraints. These data can be acquired by experimentation or calculation. They depend on the actual physical characteristics of the constituent parts of the vehicle, and in the first place on the components directly related to the engine (heat engine, electric machine), to the gear change (type of gearbox) and to the rolling gear (trains, wheels, etc.).
Les données représentatives des contraintes de passage de jeux du train arrière précitées sont stockées dans des moyens de mémoires, par exemple une zone M, référencée 101 ' de la mémoire associé au calculateur 10 '. Bien que représentée de façon distincte, on doit bien comprendre que cette zone peut simplement consister en des adresses de mémoire banalisées de la mémoire du calculateur 10'.The data representative of the aforementioned rear axle clearance constraints are stored in memory means, for example a zone M, referenced 101 'of the memory associated with the computer 10'. Although shown separately, it should be understood that this zone may simply consist of ordinary memory addresses memory of the computer 10 '.
Les données de contraintes de passage de jeux du train arrière peuvent aussi être acquises, pour le moins en partie, par des moyens de mesure embarqués (capteurs divers), ce qui permet de rafraichir les données enregistrées en tant que de besoin tout le long de la vie du véhicule et selon les conditions de fonctionnement (vitesse, configuration de la route, etc.).The rear axle clearance data may also be acquired, at least in part, by onboard measurement means (various sensors), which allows the recorded data to be refreshed as needed throughout the life of the vehicle and according to the operating conditions (speed, configuration of the road, etc.).
Comme dans l'art connu, le calculateur 10' élabore des instructions qu'il transmet à la pluralité de calculateurs dits rapprochés et/ou organes de commandes décentralisés, en fonction des signaux de commande qu'il reçoit, notamment des commandes de changement de rapport et des commandes et/ou détections d'états subséquents (désengagement, rapport engagé, etc.), pour que se déroule correctement la séquence de changement de rapport (phases p1 à p5). Les calculateurs rapprochés pilotent, comme il a été précédemment indiqué, les orages qui sont sous leur contrôle direct (par exemple le décrabotage de la boîte de vitesse robotisée, figure 1 : 14).As in the prior art, the computer 10 'prepares instructions that it transmits to the plurality of so-called close computers and / or decentralized control members, as a function of the control signals that it receives, in particular gearshift commands and subsequent commands and / or state detections (disengagement, gear engaged, etc.), so that the gearshift sequence (phases p1 to p5) is performed correctly. The close computers control, as previously indicated, thunderstorms that are under their direct control (eg the decoupling of the robotic gearbox, Figure 1: 14).
En outre, et selon une de caractéristiques essentielles du procédé de l'invention, le calculateur 10' prend en compte, pour élaborer les signaux de commande qu'il transmet aux calculateurs rapprochés et/ou aux organes de commande locaux la consigne de couple CC et, surtout, les données de contraintes de passage de jeux du train arrière.In addition, and according to one of the essential features of the method of the invention, the computer 10 'takes into account, to develop the control signals that it transmits to the close computers and / or local control devices the DC torque setpoint and, most importantly, the backlash clearance data.
De façon pratique, ce fonctionnement spécifique à l'invention peut être obtenu simplement en modifiant légèrement le programme enregistré dans le calculateur, c'est-à-dire généralement une suite de macro-instructions enregistrées dans une mémoire à lecture seule (par exemple du type « R. O. M. » pour « Read OnIy Memory » ou encore du type « P. R. O. M. » précité, ce qui autorise une modification du programme enregistré si des mises à jour se révèlent nécessaires).In practice, this specific operation of the invention can be obtained simply by slightly modifying the program recorded in the computer, that is to say generally a sequence of macro-instructions recorded in a read-only memory (for example type "ROM" for "Read OnYy Memory" or the type "PROM" above, which allows a modification of the recorded program if updates are necessary).
A la lecture de ce qui précède, on constate aisément que l'invention atteint bien les buts qu'elle s'est fixée.On reading the foregoing, it is easy to see that the invention achieves the goals it has set for itself.
L'invention présente de nombreux avantages qui ont été précédemment énumérés et qu'il est inutile de rappeler en totalité. Le procédé selon l'invention permet notamment, de respecter la consigne de couple roue globale imposée par le conducteur du véhicule, y compris pendant les phases de changement de rapport, tout en obtenant une entière compensation de rupture de couple.The invention has many advantages that have been previously enumerated and needless to be recalled in full. The method according to the invention makes it possible, in particular, to comply with the overall wheel torque set point imposed by the driver of the vehicle, including during the gearshift phases, while obtaining an entire torque break compensation.
Elle permet donc d'optimiser le confort l'agrément de conduite lors de ces phases de changement de rapport. L'expérience a montré notamment que ce but pouvait être atteint même dans le cas des rapports les plus critiques d'un système à boite de vitesse manuelle robotisée. Ainsi dans certains cas pour lesquels la compensation de rupture de couple est totale, le procédé selon l'invention permet de rendre le changement de rapport totalement imperceptible pour le conducteur.It thus makes it possible to optimize the comfort of the driving pleasure during these phases of gear change. Experience has shown that this goal could be achieved even in the most critical reports of a robotic manual gearbox system. Thus, in some cases for which the torque failure compensation is total, the method according to the invention makes it possible to make the gear change completely imperceptible for the driver.
En outre, le procédé selon l'invention ne nécessite aucune modification importante, ce qui autorise le recours à des technologies bien connues en soi. Il est notamment possible de recourir à une architecture de véhicule hybride parallèle identique à celle d'un véhicule de l'art connu sans modification, du moins en ce qui concerne les organes matériels. Comme il a été explicité, les modifications nécessaires pour implémenter le procédé conforme à l'invention et atteindre les objectifs qu'elle s'est fixée peuvent se résumer, essentiellement, en la réalisation d'une modification mineure du programme enregistré dans un calculateur déjà présent sur ce type de véhicule, les organes de saisie, d'acquisition et de modification périodique de la consigne de couple de roue global donnée par le conducteur étant, a priori, déjà présent sur un véhicule du type visé par l'invention. L'invention n'est toutefois pas limitée aux seuls modes de réalisation décrites en regard des figures 3A, 3B et 4.In addition, the method according to the invention does not require any significant modification, which allows the use of well known technologies per se. In particular, it is possible to use a parallel hybrid vehicle architecture identical to that of a vehicle of the prior art without modification, at least as regards the material members. As has been explained, the modifications necessary to implement the method according to the invention and achieve the objectives it has set can be summarized, essentially, in the realization of a minor modification of the program recorded in a calculator already present on this type of vehicle, the gripping devices, acquisition and periodic modification of the overall wheel torque setpoint given by the driver is, a priori, already present on a vehicle of the type referred to by the invention. The invention is however not limited to the embodiments described with reference to FIGS. 3A, 3B and 4.
De même, des exemples de types de dispositifs (boîte de vitesses robotisée, démarreur piloté, un système de « Stop & Start », etc.) n'ont été donnés que pour mieux mettre en évidence les caractéristiques essentielles de l'invention et ne résultent que d'un choix technologique, en soi à la portée de l'Homme de Métier. Les organes et dispositifs mis en œuvre dépendent également des caractéristiques physiques et du type exacts de véhicule considéré (cylindrée du moteur thermique, poids, puissance, etc.). Ils ne sauraient limiter de quelle que manière que ce soit la portée de l'invention. Similarly, examples of types of devices (robotised gearbox, piloted starter, a "Stop & Start" system, etc.) have only been given to better highlight the essential characteristics of the invention and result of a technological choice, in itself within the reach of the Man of Trade. The devices and devices used also depend on the exact physical characteristics and type of vehicle considered (engine displacement, weight, power, etc.). They can not limit in any way the scope of the invention.

Claims

REVENDICATIONS
1. Procédé de compensation de rupture du couple moteur fourni par le groupe motopropulseur d'un véhicule du type dit « hybride parallèle », ledit véhicule comprenant au moins un train de roues avants, un moteur thermique couplé à une boîte de vitesses destinée à transmettre au train avant un couple moteur pour différents rapports de démultiplication de la boîte de vitesses, dit « couple de train avant », la boîte de vitesses provoquant une rupture du couple moteur lors d'un processus de commutation du rapport de démultiplication de la boîte de vitesse, un train de roues arrières, et une machine électrique, couplée au train arrière, destinée à transmettre au train arrière un couple moteur d'appoint du couple de train avant et/ou de compensation de ladite rupture de couple, dit « couple de train arrière », le train arrière étant associé à au moins une grandeur physique dite « contrainte de jeu de train arrière », caractérisé en ce qu'il comprend au moins les étapes suivantes : a/ acquisition d'une valeur de consigne (CC, 40) de couple dit « de train global » (43) imposée par le conducteur du véhicule (Conducteur), le couple de train global (43) étant égal à tout instant à la somme des couples de train avant (41 ) et arrière (42) ; b/ acquisition d'un paramètre représentant ladite grandeur physique de contrainte de jeu de train arrière (JAR^, JAR2) ; et c/ application, lors d'une requête de changement de rapport initialisant le processus de commutation du rapport de démultiplication de la boîte de vitesse, d'une contrainte dite « d'agrément » sur le train avant fonction du paramètre représentant ladite grandeur physique de contrainte de jeu de train arrière (JARi, JAR2), de manière à maintenir la valeur de couple de train globale (43) constamment égale à la valeur de consigne de couple globale (CC, 40).1. A method of compensating for failure of the engine torque supplied by the powertrain of a vehicle of the so-called "parallel hybrid" type, said vehicle comprising at least one front wheelset, a heat engine coupled to a gearbox for transmitting to the train before a torque engine for different ratios of gearbox reduction, said "torque of front axle", the gearbox causing a breakage of the engine torque during a process of switching the gear ratio of the gearbox speed, a rear wheel train, and an electric machine, coupled to the rear axle, for transmitting to the rear axle an engine torque of the front axle torque and / or compensation of said torque break, said "torque of rear axle ", the rear axle being associated with at least one physical quantity, referred to as" rear-axle play restraint ", characterized in that it comprises at least one minus the following steps: a / acquisition of a setpoint value (CC, 40) of torque called "overall train" (43) imposed by the driver of the vehicle (Driver), the overall train torque (43) being equal at all times to the sum of the pairs of front (41) and rear (42); b / acquisition of a parameter representing said physical magnitude of backlash stress (JAR ^, JAR 2 ); and c / application, during a gearshift request initializing the gearbox gear ratio switching process, of a so-called "approval" constraint on the front gear function of the parameter representing said physical quantity rear axle backlash constraint (JARi, JAR 2 ), so as to maintain the overall train torque value (43) constantly equal to the overall torque setpoint value (CC, 40).
2. Procédé selon la revendication 1 , caractérisé en ce que, dans une première période (p2) suivant la requête (50) de changement d'un premier rapport de boîte de vitesses (R1) à un deuxième rapport (R2), le couple de train avant (41 ) fourni par le moteur thermique (11 ) décroît, d'une première valeur déterminé (CAV1) jusqu'à une valeur nulle, lorsque le premier rapport est entièrement désengagé (t2), en ce que le couple de train arrière (42), fourni par la machine électrique (13), croît pour compenser cette décroissance, d'une deuxième valeur déterminée (CAR1) jusqu'à la valeur de consigne de couple global (CC), en ce que, pendant une deuxième période (p4), lors du réengagement vers le deuxième rapport (R2), le couple de train avant fourni par le moteur thermique (11 ) croît de nouveau, de la valeur nulle jusqu'à une troisième valeur déterminée (CAV2), lorsque le deuxième rapport est entièrement engagé (t4), en ce que le couple de train arrière, fourni par la machine électrique (13), décroît pour compenser cette croissance, de la valeur de consigne de couple global [CC) jusqu'à une quatrième valeur déterminée (CAR2), et en ce que l'application de la contrainte d'agrément sur le train avant fonction de la paramètre représentant ladite grandeur physique de contrainte de jeu de train arrière (JAR^ , JAR2) consiste en une limitation prédéterminée du gradient de variation de couple de train avant autour de la valeur de consigne de couple globale [CC), de manière à ce que le couple du train (41 ) avant suive le profil de variation de couple contraint par le passage de jeu du train arrière et à maintenir la valeur de couple de train globale (43) constamment égale à la valeur de consigne de couple globale [CC, 40).2. Method according to claim 1, characterized in that, in a first period (p2) following the request (50) to change a first transmission ratio (R1) at a second gear ratio (R2), the forward gear torque (41) supplied by the heat engine (11) decreases from a first determined value (CAV1) to a zero value, when the first gear is fully disengaged (t2), in that the rear gear pair (42), supplied by the electric machine (13), increases to compensate for this decay, from a second determined value (CAR1) to the overall torque reference value (CC), in that, during a second period (p4), when reengaging to the second ratio (R2), the front-end torque supplied by the heat engine (11) increases again , from zero to a third determined value (CAV2), when the second gear is fully engaged (t4), in that the rear-wheel torque, supplied by the electric machine (13), decreases to compensate for this growth , from the global torque reference value [CC] to a quatr i th determined value (CAR2), and in that the application of the approval constraint on the front axle as a function of the parameter representing said rear axle play force amount (JAR ^, JAR 2 ) consists of a limitation predetermined amount of the forward torque variation variation around the global torque target value [CC], so that the torque of the forward train (41) follows the torque variation profile constrained by the clearance of the rear axle and maintaining the overall train torque value (43) constantly equal to the overall torque command value [CC, 40).
3. Procédé selon la revendication 2, caractérisé en ce que, le véhicule (V) étant muni d'au moins un système de traitement de données (10') comprenant des moyens de mémorisation (101 '), il comprend une étape de mémorisation de la valeur du paramètre représentant ladite grandeur physique de contrainte de jeu de train arrière [JAR^ , JAR2) et de la valeur de consigne de couple global (CC) dans les moyens de mémorisation (101 '), et en ce qu'il comprend une étape d'élaboration, à partir de ces valeurs [CC - JARu JAR2), d'une valeur destinée à limiter le gradient de variation de couple de train avant (41 ) et appliquée lors du processus de commutation de rapport de boîte de vitesses (14). 3. Method according to claim 2, characterized in that, the vehicle (V) being provided with at least one data processing system (10 ') comprising storage means (101'), it comprises a storage step of the value of the parameter representing said physical magnitude of rear axle play stress [JAR ^, JAR 2 ) and the global torque reference value (CC) in the memory means (101 '), and in that it comprises a step of deriving from these values [CC - JARu JAR 2 ) a value intended to limit the forward torque variation gradient (41) and applied during the gear ratio switching process. gearbox (14).
4. Procédé selon la revendication 3, caractérisé en ce que le système de traitement de donnée comprend au moins un calculateur numérique à programme enregistré (10') coordonnant les valeurs de couples de trains avant (41 ) et arrière (42), de manière à maintenir la valeur de couple de train globale4. Method according to claim 3, characterized in that the data processing system comprises at least one registered program digital calculator (10 ') coordinating the values of pairs of front (41) and rear (42) trains, so that to maintain overall train torque value
5 (43) constamment égale à la valeur de consigne de couple globale [CC, 40).5 (43) constantly equal to the overall torque setpoint [CC, 40).
5. Dispositif de compensation de rupture du couple moteur fourni par le groupe motopropulseur d'un moteur du type dit « hybride parallèle », ledit véhicule comprenant au moins un train de roues avants, un moteur thermique couplé à une boîte de vitesses destinée à transmettre au train avant un couple0 moteur pour différents rapports de démultiplication de la boîte des vitesses, dit « couple de train avant », la boîte de vitesses provoquant une rupture du couple moteur lors d'un processus de commutation du rapport de démultiplication de la boîte de vitesse, un train de roues arrières, et une machine électrique, couplée au train arrière, destinée à transmettre au train arrière un couple moteur5 d'appoint du couple de train avant et/ou de compensation de ladite rupture de couple, dit « couple de train arrière », le train arrière associée à au moins une grandeur physique dite « contrainte de jeu de train arrière », caractérisé en ce qu'il comprend des moyens (10') de commande et de coordination des valeurs de couples de train avant (41 ) et arrière (42) selon procédé de compensation de o rupture de couple de l'une quelconque des revendications précédentes. 5. Device for compensating the breaking of the engine torque supplied by the power unit of a motor of the so-called "parallel hybrid" type, said vehicle comprising at least one set of front wheels, a heat engine coupled to a gearbox intended to transmit to the front train a couple0 engine for different ratios gearbox reduction, said "gearbox torque", the gearbox causing a breakage of the engine torque during a process of switching the gear ratio of the gearbox speed, a rear wheel train, and an electric machine, coupled to the rear axle, for transmitting to the rear axle an additional engine torque of the front axle torque and / or compensation of said torque break, said "torque of "rear axle" means the rear axle associated with at least one physical variable, referred to as "rear-axle travel stress", characterized in that it comprises means ns (10 ') for controlling and coordinating forward (41) and rear (42) torque values according to the torque break compensation method of any one of the preceding claims.
PCT/FR2009/051674 2008-09-08 2009-09-04 Method and device for compensating for a break in torque provided by a hybrid vehicle power train during a gear change WO2010026347A1 (en)

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EP09741371A EP2321164A1 (en) 2008-09-08 2009-09-04 Method and device for compensating for a break in torque provided by a hybrid vehicle power train during a gear change

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FR0856032 2008-09-08
FR0856032A FR2935660B1 (en) 2008-09-08 2008-09-08 METHOD AND DEVICE FOR TORQUE BREAKAGE COMPENSATION PROVIDED BY THE POWER PLANT OF A HYBRID VEHICLE DURING A CHANGE IN SPEED

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CN102149585A (en) 2011-08-10

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