WO2011036383A1 - Method for managing the coupling of the heat engine on a hybrid automobile - Google Patents

Method for managing the coupling of the heat engine on a hybrid automobile Download PDF

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Publication number
WO2011036383A1
WO2011036383A1 PCT/FR2010/051935 FR2010051935W WO2011036383A1 WO 2011036383 A1 WO2011036383 A1 WO 2011036383A1 FR 2010051935 W FR2010051935 W FR 2010051935W WO 2011036383 A1 WO2011036383 A1 WO 2011036383A1
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WO
WIPO (PCT)
Prior art keywords
engine
coupling
vehicle
heat engine
electric
Prior art date
Application number
PCT/FR2010/051935
Other languages
French (fr)
Inventor
Florian Galinaud
Cédric LAUNAY
Gaëtan ROCQ
Original Assignee
Peugeot Citroën Automobiles SA
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Filing date
Publication date
Application filed by Peugeot Citroën Automobiles SA filed Critical Peugeot Citroën Automobiles SA
Publication of WO2011036383A1 publication Critical patent/WO2011036383A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18136—Engine braking
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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

Definitions

  • the present invention relates to a method for managing the coupling of the heat engine on a hybrid motor vehicle comprising an electric motor, and a vehicle implementing such a method.
  • the parallel hybrid type vehicles using electrical energy generally have two independent engines, a heat engine driving the drive wheels of the vehicle by a mechanical transmission, and an electric machine also connected to driving wheels, which is powered by accumulators of electrical energy.
  • the mechanical transmission of the heat engine may comprise an automatic control for uncoupling the motor from the driving wheels, for using only the electric machine for pulling the vehicle, or for recovering the kinetic energy of the vehicle by generating an electric current which recharges the vehicles. Accumulators.
  • This automatic control mechanical transmission can be in particular a robotic manual gearbox, a double clutch gearbox, an automatic transmission planetary gear, or a continuously variable transmission.
  • the heat engine may include a controlled start system, connected to a supervision computer.
  • This supervisory computer controls the main traction components to manage the stopping and restarting of the engine as well as its coupling to the driving wheels, in order to reduce the fuel consumption and the emissions of polluting gases, and to optimize driving pleasure. .
  • the engine is disconnected from the driving wheels so that it does not brake the vehicle.
  • the electric machine then performs only the braking of the vehicle, which optimizes the recovery of the kinetic energy of this vehicle.
  • a problem that arises is that one can then have for small variations of the accelerator pedal close to its relaxed position, corresponding to a very low wheel torque demand in absolute value, a succession of couplings and uncoupling which is uncomfortable.
  • 2722738 includes an electric machine connected to the driving wheels of the vehicle.
  • the electric accumulators When the electric accumulators are saturated, the electric current produced during the slowdowns of the vehicle, is transformed by an inverter to power an electric motor which in turn drives the engine.
  • the present invention is intended to avoid these disadvantages of the prior art, and provide a simple and effective solution for management of the engine coupling during the deceleration phases, which ensures driving pleasure.
  • An advantage of this management method is that while maintaining the coupling of the engine during small close changes of the accelerator pedal, avoid a succession of close couplings and uncoupling that would be unpleasant.
  • the heat engine drive management method according to the invention may further comprise one or more of the following features, which may be combined with each other.
  • the small close-up variations of the accelerator pedal are substantially between 0 and a small part which can be about 15% of the maximum value of depression of this pedal.
  • the management method waits for the driver's demand to stabilize without small close-up variations for a certain time, to determine whether the heat engine can be uncoupled.
  • the low running speeds for which the engine is coupled or uncoupled when the accelerator pedal is released are less than a speed of about 60km / h.
  • the management method requires an independent starting system, a restart of the engine before performing the coupling of the engine.
  • the subject of the invention is also a hybrid vehicle comprising a heat engine, means for automatically coupling this heat engine to the driving wheels of the vehicle, at least one electric vehicle traction machine connected to accumulators of electrical energy, and a method of managing the coupling of this engine to the drive wheels, said management method further comprising any of the preceding features.
  • the automatic coupling means of the heat engine may comprise a clutch.
  • the heat engine drives the front wheels of this vehicle, and the electric traction machine drives the rear wheels.
  • FIG. 1 is a diagram of a parallel hybrid vehicle
  • FIG. 2 is a graph showing according to the speed of the vehicle and the torque to the driving wheels, a method of managing the coupling of the heat engine according to the prior art.
  • FIG. 3 is a graph showing according to the speed of the vehicle and the torque to the driving wheels, a method of managing the coupling of the heat engine according to the invention.
  • FIG. 1 schematically shows a hybrid vehicle 1 comprising a heat engine 2 which can drive the front wheels 8 of this vehicle by a clutch 6, then a transmission 4 automatically achieving changes in the gear ratio.
  • the heat engine 2 is started by an independent starting system, comprising in this example an electric starting machine 10 connected to the engine by a transmission belt 12.
  • this starting system has a function of the type "Stop and Start”, which stops the engine 2 when the vehicle 1 immobile for a short time, and automatically restarts when the driver presses the accelerator pedal.
  • An electric traction machine 20 is connected to the rear axle comprising the rear wheels 24, by a mechanical transmission 22.
  • This electric machine 20 comprises a connection to electric accumulators 26, to deliver a traction torque using the electrical energy stored in these accumulators, or on the contrary brake the vehicle 1 by recharging the accumulators.
  • a supervision computer is connected to close-up control computers of the main components such as the heat engine 2, the transmission 4 with its clutch 6, and the electric machine 20, depending on the driver's request and the driving conditions. rolling, send orders to these close computers that realize the various configurations of motorization of the vehicle.
  • the supervision computer decides the thermal or electrical traction mode, to optimize the consumption of the vehicle and the driving comfort.
  • FIG. 2 shows in a graph showing the speed V of the vehicle on the abscissa axis, and the torque C delivered to the drive wheels on the ordinate axis, a brake demand curve of the vehicle 30 when the driver releases the pedal. accelerator, and a maximum braking torque curve 32 that the electric machine 20 can provide when the electric accumulators 26 are not saturated.
  • the electric machine 20 delivers insufficient braking torque to meet the driver's demand.
  • the starting system 10 is operated to restart the engine 2, and automatically couple it by the clutch 6 to the drive wheels 8, to add a braking torque from the engine. This ensures the safety of the vehicle 1, the engine 2 can deliver for long periods of the necessary braking torque.
  • the requested traction torque is high enough to require the systematic coupling of the engine 2, which is performed automatically.
  • a problem that arises is that when the driver slightly presses on the accelerator pedal for a torque demand to the wheels close to a zero value, for example with values between 1 and 15% of the maximum depression of this pedal, the braking torque or the driving torque required by the driver is sufficiently low to allow a stop of the engine 2.
  • FIG. 3 is a graph comprising the braking demand curve of the vehicle 30 when the driver releases the accelerator pedal, and a minimum positive torque curve C corresponding to the torque from which the engine 2 is systematically started. for a depression of the upper accelerator pedal in this example to 15%.
  • the minimum positive torque curve C 40 stops at the speed V 1, which is advantageously about 60 km / h, from which the heat engine 2 is systematically coupled.
  • the electric accumulators 26 are saturated and the maximum braking torque curve 34 that can be delivered by the machine electrical 20, passes from the speed V3 above the braking demand curve of the vehicle 30 with the accelerator pedal released. It is therefore necessary between the speed V3 and the speed V1, the driver having released the accelerator pedal, coupling the heat engine 2 to ensure the requested braking.
  • the torque demand to the wheels 42 passes through two transition zones 44 between the curves 34 and 40, where this positive or negative torque demand C is sufficiently low in absolute value to be able to uncouple the heat engine 2 from the front wheels 8.
  • the method of management of the coupling of the heat engine 2 according to the invention maintains in the transition zones 44 comprising small close torque demand variations, the coupling of this heat engine to avoid frequent variations in the state of the transmission, which could cause jolts.
  • the management method then waits for the driver's demand to stabilize for a short time in the transition zone 44, for example several seconds, to uncouple the heat engine 2. Otherwise, the management method keeps the engine thermal 2 coupled.
  • the safety of the vehicle is ensured by providing a comfortable and permanent braking torque to the wheels, which allows descending long slopes.
  • the dynamic response of the vehicle can be improved. If the driver makes a strong demand for torque, for example by pressing hard the accelerator pedal, the engine can respond faster to this request.
  • the heat engine drives the front wheels of the vehicle, which makes it possible to keep a standard powertrain generally used for vehicles with front-wheel-drive wheels, and the electric machine drives the rear wheels. .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a method for managing the coupling of the heat engine (2) on a hybrid automobile (1) comprising a heat engine (2), a means (6) for automatically coupling said heat engine (2) to drive wheels (8) of the vehicle (1), and at least one electric machine (20) for powering the vehicle (1), connected to electric power accumulators (26), said management method automatically, when the accelerator pedal is released and at low driving speeds, decoupling the heat engine (2) when the electric accumulators (26) are not saturated, and coupling the heat engine when said accumulators (26) are saturated, characterised in that when the electric accumulators (26) are saturated, for comparable small variations (42) in the accelerator pedal, near a request for zero torque to the wheels, the coupling of the heat engine (2) is maintained.

Description

PROCEDE DE GESTION DE L'ACCOUPLEMENT DU MOTEUR THERMIQUE SUR UN VEHICULE AUTOMOBILE HYBRIDE  METHOD FOR MANAGING THE COUPLING OF THE HEAT ENGINE ON A HYBRID MOTOR VEHICLE
La présente invention concerne un procédé de gestion de l'accouplement du moteur thermique sur un véhicule automobile hybride comprenant une motorisation électrique, ainsi qu'un véhicule mettant en œuvre un tel procédé. The present invention relates to a method for managing the coupling of the heat engine on a hybrid motor vehicle comprising an electric motor, and a vehicle implementing such a method.
Les véhicules de type hybride parallèle utilisant l'énergie électrique, disposent généralement de deux motorisations indépendantes, un moteur thermique entraînant des roues motrices du véhicule par une transmission mécanique, et une machine électrique reliée aussi à des roues motrices, qui est alimentée par des accumulateurs d'énergie électrique.  The parallel hybrid type vehicles using electrical energy, generally have two independent engines, a heat engine driving the drive wheels of the vehicle by a mechanical transmission, and an electric machine also connected to driving wheels, which is powered by accumulators of electrical energy.
La transmission mécanique du moteur thermique peut comprendre une commande automatique permettant de désaccoupler ce moteur des roues motrices, pour utiliser uniquement la machine électrique pour la traction du véhicule, ou pour récupérer l'énergie cinétique de ce véhicule en générant un courant électrique qui recharge les accumulateurs.  The mechanical transmission of the heat engine may comprise an automatic control for uncoupling the motor from the driving wheels, for using only the electric machine for pulling the vehicle, or for recovering the kinetic energy of the vehicle by generating an electric current which recharges the vehicles. Accumulators.
Cette transmission mécanique à commande automatique peut être notamment une boîte de vitesses manuelle robotisée, une boîte de vitesses à double embrayage, une transmission automatique à trains planétaires, ou une transmission à variation continue.  This automatic control mechanical transmission can be in particular a robotic manual gearbox, a double clutch gearbox, an automatic transmission planetary gear, or a continuously variable transmission.
Le moteur thermique peut comporter un système de démarrage piloté, relié à un calculateur de supervision. Ce calculateur de supervision commande les principaux composants de traction pour gérer les arrêts et redémarrages du moteur thermique ainsi que son accouplement aux roues motrices, afin de réduire la consommation de carburant et les émissions de gaz polluants, et d'optimiser l'agrément de conduite.  The heat engine may include a controlled start system, connected to a supervision computer. This supervisory computer controls the main traction components to manage the stopping and restarting of the engine as well as its coupling to the driving wheels, in order to reduce the fuel consumption and the emissions of polluting gases, and to optimize driving pleasure. .
En particulier lorsque le conducteur relâche la pédale d'accélérateur pour ralentir le véhicule, ou lors d'un freinage léger avec la pédale de frein, on désaccouple le moteur thermique des roues motrices pour qu'il ne freine pas le véhicule. La machine électrique effectue alors seule le freinage du véhicule, ce qui permet d'optimiser la récupération de l'énergie cinétique de ce véhicule. Especially when the driver releases the accelerator pedal to slow down the vehicle, or during a light braking with the brake pedal, the engine is disconnected from the driving wheels so that it does not brake the vehicle. The electric machine then performs only the braking of the vehicle, which optimizes the recovery of the kinetic energy of this vehicle.
Lors d'un lâcher de pédale d'accélérateur prolongé, par exemple en montagne pendant une longue descente, les accumulateurs électriques peuvent devenir complètement chargés, et la machine électrique ne doit plus produire d'électricité qui ne pourra pas être stockée. Pour assurer un agrément de conduite, ainsi que la sécurité en évitant de trop chauffer les freins du véhicule par friction, on accouple alors à nouveau le moteur thermique qui délivre un frein moteur.  When an extended accelerator pedal release, for example in the mountains during a long descent, the electric accumulators can become fully charged, and the electric machine must no longer produce electricity that can not be stored. To ensure driving comfort, as well as safety by avoiding overheating the vehicle's brakes by friction, the engine that delivers an engine brake is then coupled again.
Un problème qui se pose est que l'on peut avoir alors pour des petites variations de la pédale d'accélérateur proches de sa position relâchée, correspondant à une demande de couple aux roues très faible en valeur absolue, une succession d'accouplements et de désaccouplements qui sont inconfortables.  A problem that arises is that one can then have for small variations of the accelerator pedal close to its relaxed position, corresponding to a very low wheel torque demand in absolute value, a succession of couplings and uncoupling which is uncomfortable.
Un système connu présenté notamment dans le document FR-A1 - A known system presented in particular in document FR-A1 -
2722738, comporte une machine électrique reliée à des roues motrices du véhicule. Quand les accumulateurs électriques sont saturés, le courant électrique produit lors des ralentissements du véhicule, est transformé par un onduleur pour alimenter un moteur électrique qui entraîne à son tour le moteur thermique. 2722738, includes an electric machine connected to the driving wheels of the vehicle. When the electric accumulators are saturated, the electric current produced during the slowdowns of the vehicle, is transformed by an inverter to power an electric motor which in turn drives the engine.
On garde de cette manière en permanence une possibilité de freinage en dissipant l'énergie cinétique du véhicule par l'entraînement du moteur thermique, la liaison électrique entre les roues et ce moteur permettant de gérer l'agrément de conduite. Toutefois, cette installation est complexe, encombrante et onéreuse.  In this way, a permanent braking capability is maintained by dissipating the kinetic energy of the vehicle by driving the heat engine, the electrical connection between the wheels and this engine making it possible to manage driving pleasure. However, this installation is complex, cumbersome and expensive.
La présente invention a notamment pour but d'éviter ces inconvénients de la technique antérieure, et d'apporter une solution simple et efficace permettant une gestion des accouplements du moteur thermique pendant les phases de ralentissement, qui assure un agrément de conduite.  The present invention is intended to avoid these disadvantages of the prior art, and provide a simple and effective solution for management of the engine coupling during the deceleration phases, which ensures driving pleasure.
Elle propose à cet effet un procédé de gestion de l'accouplement du moteur thermique sur un véhicule automobile hybride comportant un moteur thermique, un moyen d'accouplement automatique de ce moteur thermique à des roues motrices du véhicule, et au moins une machine électrique de traction du véhicule reliée à des accumulateurs d'énergie électrique, ce procédé de gestion réalisant automatiquement en cas de lâcher de la pédale d'accélérateur et pour des basses vitesses de roulage, un désaccouplement du moteur thermique lorsque les accumulateurs électriques ne sont pas saturés, et un accouplement lorsque ces accumulateurs sont saturés, caractérisé en ce que les accumulateurs électriques étant saturés, pour des petites variations rapprochées de la pédale d'accélérateur, proches d'une demande de couple nul aux roues, l'accouplement du moteur thermique est maintenu. It proposes for this purpose a method of managing the coupling of the engine on a hybrid motor vehicle comprising an engine thermal means, a means of automatic coupling of this engine to the driving wheels of the vehicle, and at least one electric traction machine of the vehicle connected to accumulators of electrical energy, this management method automatically performing in case of release of the accelerator pedal and for low running speeds, uncoupling of the engine when the electric accumulators are not saturated, and a coupling when these accumulators are saturated, characterized in that the electric accumulators are saturated, for small close variations of the accelerator pedal, close to a demand of zero torque to the wheels, the coupling of the engine is maintained.
Un avantage de ce procédé de gestion est que l'on peut en maintenant l'accouplement du moteur thermique lors de petites variations rapprochées de la pédale d'accélérateur, éviter une succession d'accouplements et de désaccouplements rapprochés qui seraient désagréable.  An advantage of this management method is that while maintaining the coupling of the engine during small close changes of the accelerator pedal, avoid a succession of close couplings and uncoupling that would be unpleasant.
Le procédé de gestion de l'entraînement du moteur thermique selon l'invention peut de plus comporter une ou plusieurs des caractéristiques suivantes, qui peuvent être combinées entre elles.  The heat engine drive management method according to the invention may further comprise one or more of the following features, which may be combined with each other.
Avantageusement, les petites variations rapprochées de la pédale d'accélérateur, sont sensiblement comprises entre 0 et une faible part qui peut être d'environ 15% de la valeur maximum d'enfoncement de cette pédale.  Advantageously, the small close-up variations of the accelerator pedal are substantially between 0 and a small part which can be about 15% of the maximum value of depression of this pedal.
Avantageusement, le procédé de gestion attend que la demande du conducteur se stabilise sans petites variations rapprochées pendant un certain temps, pour déterminer si le moteur thermique peut être désaccouplé.  Advantageously, the management method waits for the driver's demand to stabilize without small close-up variations for a certain time, to determine whether the heat engine can be uncoupled.
Avantageusement, les basses vitesses de roulage pour lesquelles on réalise un accouplement ou un désaccouplement du moteur thermique lorsque la pédale d'accélérateur est relâchée, sont inférieures à une vitesse d'environ 60km/h. Avantageusement, le procédé de gestion demande à un système de démarrage indépendant, un redémarrage du moteur thermique avant de réaliser l'accouplement de ce moteur thermique. Advantageously, the low running speeds for which the engine is coupled or uncoupled when the accelerator pedal is released, are less than a speed of about 60km / h. Advantageously, the management method requires an independent starting system, a restart of the engine before performing the coupling of the engine.
L'invention a aussi pour objet un véhicule hybride comportant un moteur thermique, un moyen d'accouplement automatique de ce moteur thermique à des roues motrices du véhicule, au moins une machine électrique de traction du véhicule reliée à des accumulateurs d'énergie électrique, et un procédé de gestion de l'accouplement de ce moteur thermique aux roues motrices, ce procédé de gestion comportant de plus l'une quelconque des caractéristiques précédentes.  The subject of the invention is also a hybrid vehicle comprising a heat engine, means for automatically coupling this heat engine to the driving wheels of the vehicle, at least one electric vehicle traction machine connected to accumulators of electrical energy, and a method of managing the coupling of this engine to the drive wheels, said management method further comprising any of the preceding features.
Le moyen d'accouplement automatique du moteur thermique peut comprendre un embrayage.  The automatic coupling means of the heat engine may comprise a clutch.
Avantageusement, entre l'embrayage et les roues motrices se trouve une transmission réalisant de manière automatique des changements du rapport de démultiplication.  Advantageously, between the clutch and the drive wheels is a transmission automatically achieving changes in the gear ratio.
Selon une disposition particulière du véhicule hybride, le moteur thermique entraîne les roues avant de ce véhicule, et la machine électrique de traction entraîne les roues arrière.  According to a particular arrangement of the hybrid vehicle, the heat engine drives the front wheels of this vehicle, and the electric traction machine drives the rear wheels.
L'invention sera mieux comprise et d'autres caractéristiques et avantages apparaîtront plus clairement à la lecture de la description ci-après donnée à titre d'exemple, en référence aux dessins annexés dans lesquels :  The invention will be better understood and other features and advantages will emerge more clearly on reading the following description given by way of example, with reference to the appended drawings in which:
- la figure 1 est un schéma d'un véhicule hybride parallèle ;  FIG. 1 is a diagram of a parallel hybrid vehicle;
- la figure 2 est un graphique présentant en fonction de la vitesse du véhicule et du couple aux roues motrices, un procédé de gestion de l'accouplement du moteur thermique selon l'art antérieur ; et  - Figure 2 is a graph showing according to the speed of the vehicle and the torque to the driving wheels, a method of managing the coupling of the heat engine according to the prior art; and
- la figure 3 est un graphique présentant en fonction de la vitesse du véhicule et du couple aux roues motrices, un procédé de gestion de l'accouplement du moteur thermique selon l'invention.  - Figure 3 is a graph showing according to the speed of the vehicle and the torque to the driving wheels, a method of managing the coupling of the heat engine according to the invention.
La figure 1 présente schématiquement un véhicule hybride 1 comprenant un moteur thermique 2 qui peut entraîner les roues avant 8 de ce véhicule par un embrayage 6, puis une transmission 4 réalisant de manière automatique des changements du rapport de démultiplication. FIG. 1 schematically shows a hybrid vehicle 1 comprising a heat engine 2 which can drive the front wheels 8 of this vehicle by a clutch 6, then a transmission 4 automatically achieving changes in the gear ratio.
Le moteur thermique 2 est démarré par un système de démarrage indépendant, comprenant dans cet exemple une machine électrique de démarrage 10 reliée au moteur par une courroie de transmission 12.  The heat engine 2 is started by an independent starting system, comprising in this example an electric starting machine 10 connected to the engine by a transmission belt 12.
Avantageusement, ce système de démarrage possède une fonction du type « Stop et Start », qui arrête le moteur thermique 2 lorsque le véhicule 1 s'immobile pendant un petit temps, et le redémarre automatiquement lorsque le conducteur presse la pédale d'accélérateur.  Advantageously, this starting system has a function of the type "Stop and Start", which stops the engine 2 when the vehicle 1 immobile for a short time, and automatically restarts when the driver presses the accelerator pedal.
Une machine électrique de traction 20 est relié au train arrière comprenant les roues arrière 24, par une transmission mécanique 22. Cette machine électrique 20 comporte une liaison vers des accumulateurs électriques 26, pour délivrer un couple de traction en utilisant l'énergie électrique stockée dans ces accumulateurs, ou au contraire freiner le véhicule 1 en rechargeant les accumulateurs.  An electric traction machine 20 is connected to the rear axle comprising the rear wheels 24, by a mechanical transmission 22. This electric machine 20 comprises a connection to electric accumulators 26, to deliver a traction torque using the electrical energy stored in these accumulators, or on the contrary brake the vehicle 1 by recharging the accumulators.
Un calculateur de supervision non représenté, est relié à des calculateurs rapprochés de commande des principaux organes comme le moteur thermique 2, la transmission 4 avec son embrayage 6, et la machine électrique 20, pour en fonction de la demande du conducteur et des conditions de roulage, envoyer des ordres à ces calculateurs rapprochés qui réalisent les différentes configurations de motorisation du véhicule. En particulier, le calculateur de supervision décide du mode de traction thermique ou électrique, pour optimiser la consommation du véhicule et le confort de conduite.  A supervision computer, not shown, is connected to close-up control computers of the main components such as the heat engine 2, the transmission 4 with its clutch 6, and the electric machine 20, depending on the driver's request and the driving conditions. rolling, send orders to these close computers that realize the various configurations of motorization of the vehicle. In particular, the supervision computer decides the thermal or electrical traction mode, to optimize the consumption of the vehicle and the driving comfort.
On peut obtenir ainsi un roulage uniquement en mode électrique avec une traction par la machine électrique 20, ou une récupération d'énergie au freinage, le moteur thermique 2 étant désaccouplé des roues avant motrices 8. Dans ce cas, quand le calculateur de supervision décide de revenir à une traction ou un freinage par le moteur thermique 2, le système de démarrage indépendant 10 remet en marche ce moteur pour pouvoir ensuite l'accoupler aux roues motrices 8 en limitant les à-coups. La figure 2 présente sur un graphique comportant la vitesse V du véhicule sur l'axe des abscisses, et le couple C délivré aux roues motrices sur l'axe des ordonnés, une courbe de demande de freinage du véhicule 30 quand le conducteur relâche la pédale d'accélérateur, et une courbe de couple de freinage maximal 32 que peut assurer la machine électrique 20 quand les accumulateurs électriques 26 ne sont pas saturés. It is thus possible to obtain a rolling only in electric mode with a traction by the electric machine 20, or a braking energy recovery, the heat engine 2 being uncoupled from the front driving wheels 8. In this case, when the supervision computer decides to return to traction or braking by the engine 2, the independent starting system 10 restarts the engine to then be coupled to the drive wheels 8 by limiting jolts. FIG. 2 shows in a graph showing the speed V of the vehicle on the abscissa axis, and the torque C delivered to the drive wheels on the ordinate axis, a brake demand curve of the vehicle 30 when the driver releases the pedal. accelerator, and a maximum braking torque curve 32 that the electric machine 20 can provide when the electric accumulators 26 are not saturated.
En dessous de la vitesse V1 du véhicule qui peut correspondre à environ 60 km/h, la puissance de traction nécessaire est suffisamment faible pour que le véhicule puisse rouler uniquement en traction électrique. Dans ce cas l'embrayage 6 de la transmission 4 est ouvert, et la machine électrique 20 assure seule la traction du véhicule 1 .  Below the speed V1 of the vehicle which can correspond to about 60 km / h, the necessary traction power is low enough so that the vehicle can roll only in electric traction. In this case the clutch 6 of the transmission 4 is open, and the electric machine 20 alone ensures the traction of the vehicle 1.
Dans cette zone de vitesse lors d'un lâcher de la pédale d'accélérateur, les accumulateurs électriques 26 n'étant pas saturés, le couple de freinage 32 que peut assurer la machine électrique 20 est plus important en valeur absolue que le couple de demande de freinage 30. Dans ce cas, le freinage est assuré sans problème uniquement par la machine électrique 20, qui recharge les accumulateurs électriques 26.  In this zone of speed during a release of the accelerator pedal, the electric accumulators 26 not being saturated, the braking torque 32 that can ensure the electric machine 20 is larger in absolute value than the demand torque In this case, braking is assured without any problem solely by the electric machine 20, which recharges the electric accumulators 26.
Lorsque la charge des accumulateurs électriques 26 approche de la saturation, ces accumulateurs ne peuvent recevoir qu'une puissance électrique réduite. Le couple de freinage 32 que peut délivrer la machine électrique 20 est diminué en valeur absolue, la courbe de couple freinage maximum remonte suivant la flèche 36, pour donner une nouvelle courbe de couple de freinage 34.  When the charge of the electric accumulators approaches saturation, these accumulators can receive only a reduced electrical power. The braking torque 32 that can be delivered by the electric machine 20 is reduced in absolute value, the maximum braking torque curve rises along the arrow 36, to give a new braking torque curve 34.
Quand la courbe de couple de freinage diminué 34 remonte au dessus de la courbe de demande de freinage 30, comme présenté sur le graphique entre les vitesses V2 et V1 , la machine électrique 20 délivre un couple de freinage insuffisant pour répondre à la demande du conducteur. Dans ce cas, on pilote le système de démarrage 10 pour remettre en marche le moteur thermique 2, et l'accoupler automatiquement par l'embrayage 6 aux roues motrices 8, afin d'ajouter un couple de freinage venant de ce moteur thermique. On assure ainsi la sécurité du véhicule 1 , le moteur thermique 2 pouvant délivrer pendant de longues durées le couple de freinage nécessaire. When the decreased braking torque curve 34 rises above the braking demand curve 30, as shown in the graph between the speeds V2 and V1, the electric machine 20 delivers insufficient braking torque to meet the driver's demand. . In this case, the starting system 10 is operated to restart the engine 2, and automatically couple it by the clutch 6 to the drive wheels 8, to add a braking torque from the engine. This ensures the safety of the vehicle 1, the engine 2 can deliver for long periods of the necessary braking torque.
Si le conducteur appui franchement sur la pédale d'accélérateur, par exemple pour des valeurs supérieures à 15% de l'enfoncement maximal de cette pédale, le couple de traction demandé est suffisamment élevé pour nécessiter l'accouplement systématique du moteur thermique 2, qui est réalisé de manière automatique.  If the driver positively presses on the accelerator pedal, for example for values greater than 15% of the maximum depression of this pedal, the requested traction torque is high enough to require the systematic coupling of the engine 2, which is performed automatically.
Un problème qui se pose est que lorsque le conducteur appui légèrement sur la pédale d'accélérateur pour une demande de couple aux roues proche d'une valeur nulle, par exemple avec des valeurs comprises entre 1 et 15% de l'enfoncement maximal de cette pédale, le couple de freinage ou le couple de traction demandé par le conducteur est suffisamment faible pour permettre un arrêt du moteur thermique 2.  A problem that arises is that when the driver slightly presses on the accelerator pedal for a torque demand to the wheels close to a zero value, for example with values between 1 and 15% of the maximum depression of this pedal, the braking torque or the driving torque required by the driver is sufficiently low to allow a stop of the engine 2.
On peut obtenir ainsi lors de fréquentes variations de la pédale d'accélérateur dans cette zone, par exemple lors du roulage dans un embouteillage, des accouplements et désaccouplements successifs et rapprochés du moteur thermique 2 qui occasionnent du bruit et des vibrations, ainsi que des accélérations longitudinales du véhicule. Cette situation peut être inconfortable.  It is thus possible to obtain, during frequent variations of the accelerator pedal in this zone, for example when driving in a traffic jam, successive and close couplings and uncoupling of the engine 2 which cause noise and vibrations, as well as accelerations. longitudinal dimensions of the vehicle. This situation can be uncomfortable.
La figure 3 est un graphique comprenant la courbe de demande de freinage du véhicule 30 quand le conducteur relâche la pédale d'accélérateur, et une courbe de couple C positif minimum 40 correspondant au couple à partir duquel on demande systématiquement un démarrage du moteur thermique 2, pour un enfoncement de la pédale d'accélérateur supérieur dans cet exemple à 15%.  FIG. 3 is a graph comprising the braking demand curve of the vehicle 30 when the driver releases the accelerator pedal, and a minimum positive torque curve C corresponding to the torque from which the engine 2 is systematically started. for a depression of the upper accelerator pedal in this example to 15%.
La courbe de couple C positif minimum 40 s'arrête à la vitesse V1 qui est avantageusement d'environ 60 km/h, à partir de laquelle le moteur thermique 2 est systématiquement accouplé  The minimum positive torque curve C 40 stops at the speed V 1, which is advantageously about 60 km / h, from which the heat engine 2 is systematically coupled.
Pour cette figure 3, les accumulateurs électriques 26 sont saturés et la courbe de couple de freinage maximum 34 que peut délivrer la machine électrique 20, passe à partir de la vitesse V3 au dessus de la courbe de demande de freinage du véhicule 30 avec la pédale d'accélérateur relâchée. Il faut donc entre la vitesse V3 et la vitesse V1 , le conducteur ayant relâché la pédale d'accélérateur, accoupler le moteur thermique 2 pour assurer le freinage demandé. For this FIG. 3, the electric accumulators 26 are saturated and the maximum braking torque curve 34 that can be delivered by the machine electrical 20, passes from the speed V3 above the braking demand curve of the vehicle 30 with the accelerator pedal released. It is therefore necessary between the speed V3 and the speed V1, the driver having released the accelerator pedal, coupling the heat engine 2 to ensure the requested braking.
Dans le cas où le conducteur appuie légèrement sur la pédale d'accélérateur pour atteindre notamment une valeur supérieure à 15%, puis relâche cette pédale, la demande de couple aux roues du conducteur devient légèrement positive puis négative comme présenté par la courbe 42, en oscillant autour d'un couple aux roues nul.  In the case where the driver slightly presses on the accelerator pedal to achieve a value greater than 15%, and then releases the pedal, the torque demand to the driver's wheels becomes slightly positive then negative as shown by the curve 42, in oscillating around a couple with no wheels.
La demande de couple aux roues 42 passe par deux zones de transition 44 comprises entre les courbes 34 et 40, où cette demande de couple C positive ou négative est suffisamment faible en valeur absolue pour pouvoir désaccoupler le moteur thermique 2 des roues avant 8. Le procédé de gestion de l'accouplement du moteur thermique 2 suivant l'invention, maintient dans les zones de transition 44 comprenant des petites variations rapprochées de demande couple, l'accouplement de ce moteur thermique pour éviter des variations fréquentes de l'état de la transmission, qui pourraient provoquer des à-coups.  The torque demand to the wheels 42 passes through two transition zones 44 between the curves 34 and 40, where this positive or negative torque demand C is sufficiently low in absolute value to be able to uncouple the heat engine 2 from the front wheels 8. The method of management of the coupling of the heat engine 2 according to the invention, maintains in the transition zones 44 comprising small close torque demand variations, the coupling of this heat engine to avoid frequent variations in the state of the transmission, which could cause jolts.
Avantageusement, le procédé de gestion attend ensuite que la demande du conducteur se stabilise pendant un petit temps dans la zone de transition 44, plusieurs secondes par exemple, pour désaccoupler le moteur thermique 2. Dans le cas contraire, le procédé de gestion maintient le moteur thermique 2 accouplé.  Advantageously, the management method then waits for the driver's demand to stabilize for a short time in the transition zone 44, for example several seconds, to uncouple the heat engine 2. Otherwise, the management method keeps the engine thermal 2 coupled.
On peut réaliser ainsi de manière simple et économique, avec seulement des modifications des logiciels du procédé de gestion, une amélioration de l'agrément acoustique et vibratoire du véhicule lorsque les accumulateurs électriques sont saturés.  It is thus possible in a simple and economical manner, with only modifications of the software of the management method, to improve the acoustic and vibrational amenity of the vehicle when the electric accumulators are saturated.
La sécurité du véhicule est assurée en délivrant de manière confortable et permanente un couple de freinage aux roues, qui permet de descendre des pentes prolongées. De plus la réponse dynamique du véhicule peut être améliorée. Si le conducteur effectue une forte demande de couple, en enfonçant par exemple brutalement la pédale d'accélérateur, le moteur thermique peut répondre plus vite à cette demande. The safety of the vehicle is ensured by providing a comfortable and permanent braking torque to the wheels, which allows descending long slopes. In addition the dynamic response of the vehicle can be improved. If the driver makes a strong demand for torque, for example by pressing hard the accelerator pedal, the engine can respond faster to this request.
Avantageusement, suivant la configuration particulière présentée dans cet exemple de véhicule hybride, le moteur thermique entraîne les roues avant du véhicule ce qui permet de garder un groupe motopropulseur standard généralement utilisé pour les véhicules à roues avant motrices, et la machine électrique entraîne les roues arrière.  Advantageously, according to the particular configuration presented in this example of a hybrid vehicle, the heat engine drives the front wheels of the vehicle, which makes it possible to keep a standard powertrain generally used for vehicles with front-wheel-drive wheels, and the electric machine drives the rear wheels. .

Claims

REVENDICATIONS
1 - Procédé de gestion de l'accouplement du moteur thermique (2) sur un véhicule automobile hybride (1 ) comportant un moteur thermique, un moyen d'accouplement automatique (6) de ce moteur thermique à des roues motrices (8) du véhicule, et au moins une machine électrique (20) de traction du véhicule reliée à des accumulateurs d'énergie électrique (26), ce procédé de gestion réalisant automatiquement en cas de lâcher de la pédale d'accélérateur et pour des basses vitesses de roulage, un désaccouplement du moteur thermique (2) lorsque les accumulateurs électriques (26) ne sont pas saturés, et un accouplement lorsque ces accumulateurs sont saturés, caractérisé en ce que les accumulateurs électriques (26) étant saturés, pour des petites variations rapprochées (42) de la pédale d'accélérateur, proches d'une demande de couple nul aux roues, l'accouplement du moteur thermique (2) est maintenu. 1 - Method for managing the coupling of the heat engine (2) on a hybrid motor vehicle (1) comprising a heat engine, a means for automatically coupling (6) this heat engine to the driving wheels (8) of the vehicle , and at least one electric traction machine (20) of the vehicle connected to electric energy accumulators (26), this management method realizing automatically in case of release of the accelerator pedal and for low speeds of rolling, a disengagement of the heat engine (2) when the electric accumulators (26) are not saturated, and a coupling when these accumulators are saturated, characterized in that the electric accumulators (26) being saturated, for small close variations (42) of the accelerator pedal, close to a demand of zero torque to the wheels, the coupling of the engine (2) is maintained.
2 - Procédé de gestion selon la revendication 1 , caractérisé en ce que les petites variations rapprochées (42) de la pédale d'accélérateur, sont sensiblement comprises entre 0 et une faible part qui peut être d'environ 15% de la valeur maximum d'enfoncement de cette pédale.  2 - Management method according to claim 1, characterized in that the small close-up variations (42) of the accelerator pedal, are substantially between 0 and a small share that can be about 15% of the maximum value d depression of this pedal.
3 - Procédé de gestion selon la revendication 1 ou 2, caractérisé en ce qu'il attend que la demande du conducteur se stabilise sans petites variations rapprochées pendant un certain temps, pour déterminer si le moteur thermique (2) peut être désaccouplé.  3 - A management method according to claim 1 or 2, characterized in that it waits for the driver demand stabilizes without small close changes for a time, to determine whether the engine (2) can be uncoupled.
4 - Procédé de gestion selon l'une quelconque des revendications précédentes, caractérisé en ce que les basses vitesses de roulage pour lesquelles on réalise un accouplement ou un désaccouplement du moteur thermique (2) lorsque la pédale d'accélérateur est relâchée, sont inférieures à une vitesse (V1 ) d'environ 60km/h.  4 - A management method according to any one of the preceding claims, characterized in that the low running speeds for which is made a coupling or uncoupling of the engine (2) when the accelerator pedal is released, are less than a speed (V1) of about 60km / h.
5 - Procédé de gestion selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il demande à un système de démarrage indépendant (10) un redémarrage du moteur thermique (2) avant de réaliser l'accouplement de ce moteur thermique. 5 - Management method according to any one of the preceding claims, characterized in that it requires a starter system independent (10) a restart of the engine (2) before performing the coupling of this engine.
6 - Véhicule hybride comportant un moteur thermique (2), un moyen d'accouplement automatique (6) de ce moteur thermique à des roues motrices (8) du véhicule, au moins une machine électrique (20) de traction du véhicule reliée à des accumulateurs d'énergie électrique (26), et un procédé de gestion de l'accouplement de ce moteur thermique (2) aux roues motrices 6 - Hybrid vehicle comprising a heat engine (2), an automatic coupling means (6) of this engine to the driving wheels (8) of the vehicle, at least one electric machine (20) of traction of the vehicle connected to electric energy accumulators (26), and a method of managing the coupling of this heat engine (2) to the drive wheels
(8), caractérisé en ce que ce procédé de gestion est réalisé selon l'une quelconque des revendications précédentes. (8), characterized in that this management method is carried out according to any one of the preceding claims.
7 - Véhicule hybride selon la revendication 6, caractérisé en ce que le moyen d'accouplement automatique comprend un embrayage (6).  7 - hybrid vehicle according to claim 6, characterized in that the automatic coupling means comprises a clutch (6).
8 - Véhicule hybride selon la revendication 7, caractérisé en ce qu'entre l'embrayage (6) et les roues motrices (8), se trouve une transmission (4) réalisant de manière automatique des changements du rapport de démultiplication.  8 - hybrid vehicle according to claim 7, characterized in that between the clutch (6) and the driving wheels (8) is a transmission (4) automatically achieving changes in the gear ratio.
9 - Véhicule hybride selon la revendication 8, caractérisé en ce que le moteur thermique (2) entraîne les roues avant (8) de ce véhicule, et la machine électrique de traction (20) entraîne les roues arrière (24).  9 - hybrid vehicle according to claim 8, characterized in that the engine (2) drives the front wheels (8) of the vehicle, and the electric traction machine (20) drives the rear wheels (24).
PCT/FR2010/051935 2009-09-24 2010-09-17 Method for managing the coupling of the heat engine on a hybrid automobile WO2011036383A1 (en)

Applications Claiming Priority (2)

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FR0956597 2009-09-24
FR0956597A FR2950302B1 (en) 2009-09-24 2009-09-24 METHOD FOR MANAGING THE COUPLING OF THE HEAT ENGINE ON A HYBRID MOTOR VEHICLE

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Publication number Priority date Publication date Assignee Title
FR2988651B1 (en) * 2012-03-29 2014-04-18 Peugeot Citroen Automobiles Sa MOTORIZATION CONTROL METHOD OF A VEHICLE COMPRISING AT LEAST TWO MOTORIZATIONS
FR2988675B1 (en) * 2012-04-03 2014-03-14 Renault Sa METHOD FOR CONTROLLING THE RECHARGE OF THE BATTERY ON A HYBRID VEHICLE
FR2993937B1 (en) * 2012-07-24 2018-01-12 Psa Automobiles Sa. METHOD FOR DETERMINING THE STARTING MEANS FOR STARTING A THERMAL MOTOR OF A HYBRID MOTOR VEHICLE

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FR2722738A1 (en) 1994-07-01 1996-01-26 Nippon Denso Co Control system for hybrid vehicle
US6549840B1 (en) * 1999-10-08 2003-04-15 Toyota Jidosha Kabushiki Kaisha Vehicle control apparatus for front and rear drive ratio on the basis of operator's desired vehicle drive force and static and dynamic vehicle states
US20030098185A1 (en) * 2001-11-29 2003-05-29 Toyota Jidosha Kabushiki Kaisha Vehicular control apparatus and method
EP1491386A1 (en) * 2002-03-20 2004-12-29 Nissan Diesel Motor Co., Ltd. Braking system of hybrid vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2722738A1 (en) 1994-07-01 1996-01-26 Nippon Denso Co Control system for hybrid vehicle
US6549840B1 (en) * 1999-10-08 2003-04-15 Toyota Jidosha Kabushiki Kaisha Vehicle control apparatus for front and rear drive ratio on the basis of operator's desired vehicle drive force and static and dynamic vehicle states
US20030098185A1 (en) * 2001-11-29 2003-05-29 Toyota Jidosha Kabushiki Kaisha Vehicular control apparatus and method
EP1491386A1 (en) * 2002-03-20 2004-12-29 Nissan Diesel Motor Co., Ltd. Braking system of hybrid vehicle

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