WO2014114855A1 - Control method and control device for driving mode transition in a hybrid vehicle - Google Patents
Control method and control device for driving mode transition in a hybrid vehicle Download PDFInfo
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- WO2014114855A1 WO2014114855A1 PCT/FR2013/053206 FR2013053206W WO2014114855A1 WO 2014114855 A1 WO2014114855 A1 WO 2014114855A1 FR 2013053206 W FR2013053206 W FR 2013053206W WO 2014114855 A1 WO2014114855 A1 WO 2014114855A1
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- transition
- request
- mode
- motorization
- control device
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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
- 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
- B60W50/08—Interaction between the driver and the control system
- B60W50/082—Selecting or switching between different modes of propelling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
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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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
- 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
- B60W50/08—Interaction between the driver and the control system
- B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
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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
- 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
- B60W50/08—Interaction between the driver and the control system
- B60W50/10—Interpretation of driver requests or demands
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/10—DC to DC converters
- B60L2210/12—Buck converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
- B60L2240/463—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/26—Transition between different drive modes
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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
- 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
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
- B60W2050/0095—Automatic control mode change
- B60W2050/0096—Control during transition between modes
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/215—Selection or confirmation of options
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- 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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the field of the invention relates to hybrid vehicles and more specifically to a control method and the control device of the powertrain of the hybrid vehicle.
- a hybrid thermal-electric motor includes a heat engine coupled to an electric machine.
- the electric machine can function as an electric motor when it has a sufficient source of energy to power it and can also function as a generator of electrical energy when it is driven, usually by the engine , to supply energy to various on-board equipment of the vehicle, for example an energy accumulator, a voltage network or any other equipment requiring a power supply.
- the powertrain may comprise one or more electrical machines.
- the term "powertrain” refers to the electromechanical elements involved in the propulsion or traction of the vehicle, ie the heat engine, the electric machines, the running gear and the control members for controlling these elements.
- a main electrical machine coupled to the engine directly intervenes in the engine of the vehicle on the running gear of the vehicle, ie the front and / or rear axle either in electrical thermal hybridization or electrically alone. In the latter case, it is said that the hybrid vehicle has a 100% electric driving mode.
- the vehicle can have several modes of travel, for example a fuel economy saving running mode, a so-called sporty driving mode to provide high power in case driver demand, but this is done at the expense of consumption, and a driving mode with four-wheel drive to maximize handling.
- the vehicle has a powertrain operating mode selection device that allows the driver to choose from the various modes available.
- An example of such a selection device was the subject of the filing of the patent application FR2936450 by the applicant. To each of these modes corresponds a mapping of torque setpoint for the motorization means of the powertrain.
- the torque setpoint at the wheel of a running gear depends on the driver setpoint and the speed of the vehicle but also on the active mode of operation of the powertrain. Therefore, a request from the operating mode change driver may result in a change in the torque setpoint to the wheel which may result in untimely acceleration or a torque jump. This modification of the torque setpoint is felt as a driving inconvenience during the transition of the operating mode.
- this control method can become problematic when the mode of operation of the powertrain is a parameter selected by the driver. Indeed, if the driving license conditions are not met, the powertrain may remain frozen in an unwanted operating mode by the driver on the pretext that the transition between the modes of operation will be felt by the driver. However, this blockage in a mode of operation is not acceptable.
- the invention relates to a control method implemented by a control device of a hybrid vehicle powertrain for effecting the transition from a first motorization mode to a motor vehicle. second mode of motorization of said powertrain.
- the method comprises the following successive steps:
- the conductive request is a wheel torque variation request.
- the driver request is a request configuring the control device so that the wheel torque calculation is independent of the motorization mode.
- the driver request is initiated by a vehicle interface means between a driver of the vehicle and the control device.
- the transition request is initiated by a vehicle interface means between a driver of the vehicle and the control device for selecting the motorization mode of the powertrain.
- the delay is a function of the motorization modes of the transition.
- the invention also relates to a control device of a powertrain for a hybrid vehicle, the said powertrain being able to operate in at least a first and second motorization modes, comprising means for detecting a transition request of the first mode from motorization to the second motorization mode.
- the control device also comprises a means for generating a delay when a transition request is detected to make the transition after the delay and means for triggering the transition before the end of the delay on receipt of the timer. a driver request.
- the means for triggering the transition is configured by an authorization function defining conditions with respect to parameters of the driver request that allow the transition before the timer expires.
- the invention also relates to a hybrid vehicle comprising the said control device, and according to the invention it further comprises a first conductive interface means for selecting the motorization mode of the powertrain and for initiating the transition request and a second conductive interface means, for example an accelerator pedal, for initiating the driver request.
- the driving pleasure is improved during the transition of the drive modes of a hybrid vehicle.
- the transition is carried out during a rolling event during which the change of mapping of the torque setpoints is imperceptible or when this change of mapping does not impact the calculation of the setpoints of torque.
- FIG. 1 shows a diagram of a hybrid vehicle according to the invention.
- FIG. 2 represents a diagram of a control device according to the invention.
- the invention aims to improve the driving pleasure of a hybrid vehicle during a transition from one drive mode powertrain to another motorization mode.
- Figure 1 shows more precisely the powertrain of a hybrid vehicle comprising the CTL control device according to the invention.
- This powertrain is said to be hybrid because it comprises a front train TRAV driven by a heat engine MTH and a rear train driven by a main electric machine (not shown in the diagram of Figure 1).
- the heat engine MTH generates a drive torque for the front axle on receipt of a setpoint.
- the front train TRAV also includes a gearbox (not shown in Figure 1).
- the engine can be gasoline type, diesel, LPG (for liquefied petroleum gas) or, more generally, any other type of engine in this embodiment.
- the main electric machine generates a drive torque for the rear axle on receipt of a setpoint and acts mainly as an electric motor to assist the engine for the engine of the vehicle, or may even according to another engine mode participate alone in the mobility of the vehicle.
- a secondary electrical machine MEL is coupled to the heat engine MTH, it can be driven by the heat engine MTH to generate electrical energy.
- the electric machine MEL then functions as a generator to transmit a quantity of electrical energy to various electronic equipment.
- the electric machine MEL can also provide torque to the front axle on receipt of a torque setpoint, thus acting as an electric motor, more generally in specific phases of rolling, for example at startup or to briefly assist the heat engine MTH.
- a first piece of equipment is a first SOC energy accumulator forming part of a high voltage network of the vehicle.
- This first SOC energy accumulator also called battery, can supply energy to the main electric machine so that it generates a drive torque for the rear axle.
- the battery may be a nickel or lithium-ion type technology, for example.
- a second device is a DCDC voltage converter supplying a voltage network, more specifically a low voltage network, 12V being the voltage commonly used.
- This network is a low-voltage network on which the cockpit equipment is powered, the vehicle computers and a second battery BAT low voltage energy. It is understood that other equipment can be connected to this voltage network.
- the BAT accumulator is used to store energy to power network equipment.
- the powertrain also comprises the CTL control device, also called supervisor, having the role of intelligent electronic component to coordinate the MTH heat engine, the main electric machine, the MEL secondary electrical machine, the SOC accumulator, the DCDC converter and the BAT accumulator.
- This control device can be an ASIC type calculator ("Application-Specific Integrated Circuit" in English) to withstand high temperature and reliability constraints.
- the device control may consist of one or more calculators according to the strategy of decentralization of intelligence. For example, component-specific calculations can be performed at the component level itself. It is therefore understood that the control device of the invention is not limited to a single calculation component but can be one or more computers of the system, ASIC technology or other equivalent to perform the calculation functions. More specifically, the CTL control device performs the target calculations of the engine and electrical machines. These include calculations of torque setpoints.
- the powertrain presented in this embodiment allows the vehicle to drive in four distinct modes of motorization.
- a first mode called auto mode
- sport mode is a mode that maximizes the performance of the vehicle at the expense of consumption
- a third mode is a mode having four-wheel drive. to maximize the handling of the vehicle
- a fourth mode is an all-electric driving mode.
- the invention can be applied to a powertrain that only allows the operation of a part of these modes of running or different running modes.
- the hybrid vehicle also comprises interface means IHM1 and IHM2 between the driver of the vehicle and the CTL control device. These interface means have the function of communicating instructions between the driver and the control device. These instructions are communicated by means of data communication buses and interface devices such as screens, buttons and indicators.
- a first interface means IHM1 is a means for selecting the drive mode of the hybrid vehicle.
- this selection means is in the form of a wheel-type button accompanied by LEDs indicating the states of the motorization modes, for example an activated state or a motor mode that can not be activated.
- This interface means also allows the driver to communicate to the control device via a data bus its drive mode instruction. When the driver wishes to modify the motorization mode, for example to switch from a mode maximizing the Vehicle performance in an all-electric mode, that selects the desired drive mode and the interface means generates a drive mode transition driver request to the CTL control device. The CTL control device then processes this request to configure the operation of the powertrain and develop the wheel torque instructions.
- a second HMI interface means 2 is a means for controlling the speed of the hybrid vehicle, such as, for example, the acceleration pedal, a speed regulator or a touch control screen. If the driver wishes to accelerate or slow down, it acts on the speed control means which then generates a driver request to the CTL control device via a data bus. The CTL control device then processes this driver request to develop the wheel torque setpoints.
- the CTL controller In order to coordinate the entire powertrain to carry out the driver's instructions, the CTL controller develops functions to control the equipment. Among these functions, the CTL control device comprises:
- An interface function of the driver's will to collect information from the vehicle. This function is used to transmit the vehicle data to the CTL control device.
- the CTL control device calculates the wheel torque needed to perform the driver instruction.
- Torque instructions for the MTH heat engine and electric machines depend on the driver's wishes, the motorization mode of the vehicle (sports, car, all electric etc.) and status data of electronic equipment including power supply. depends on the powertrain, especially the level of the amount of energy of the batteries.
- the CTL control device For calculating the torque setpoints of the thermal engine MTH and electrical machines, the CTL control device has wheel torque calculation functions that depend on the motorization mode chosen. When the all-electric mode is active, only the main electric machine is driven to provide torque to the rear running gear, while in sport motorization mode all motorization means are controlled to provide torque to the running gear.
- torque mapping denotes the various wheel torque calculation functions for each motorization mode and for each of the powertrain motorization means, ie the MTH heat engine and the electric machines. A transition from piloting a first torque map to a second torque map can lead to accelerations or decelerations that can be felt by the driver.
- the CTL control device implements a powertrain control method for performing the transition from one motorization mode to another motorization mode.
- Four or more modes of motorization can be controlled by the method and the control device according to the invention.
- a drive mode transition request is received by the control device.
- This request is issued for example from a button for selecting the motorization mode, such as the interface means IHM1.
- the CTL control device performs a step of detecting the transition request from the auto mode to the all-electric mode, then a step of initiating a delay triggered by the detection of the transition request to make the transition at the end of the transition. the delay.
- the control device performs a step of triggering the transition from the auto mode to the all-electric mode before the end of the transition if the result of a control of the conditions allowing the transition is positive.
- This control step checks parameters of the driver request with regard to predetermined conditions indicating conditions favorable to the transition, ie conditions limiting driving inconvenience. The control function will be described later.
- the driver request is initiated by an interface means IHM2 of the vehicle, for example a speed control means such as the accelerator pedal, the brake pedal or a speed controller.
- This driver request may have the effect of modifying the wheel torque setpoint. It is particularly advantageous to execute the wheel torque mapping transition during a wheel torque variation because the mapping transition is then imperceptible by the driver.
- the driving request may have the effect that the powertrain operates in a mode in which the transition has no impact on the calculation of the wheel torque.
- the transition of the motorization modes is triggered at a favorable time to improve driving pleasure.
- the driver request may be a torque setpoint change request to the wheel or a configuration request from the CTL control device so that the wheel torque calculation is independent of the motorization mode.
- the transition from one motorization mode to another motorization mode has the effect of modifying the powertrain torque calculation map, the wheel torque calculation being in the majority of driving situations depending on the motorization mode.
- the timing allows not to prevent the transition if a condition of authorization of the transition does not appear.
- the invention also relates to the control device of the powertrain.
- the functions specific to the invention are illustrated in FIG. 2.
- the control device comprises in particular a means 1 for generating the delay, when the control device detects the transition request M comprising data representing the active motorization mode and the motorization mode requested by the driver. This delay is necessary to force the transition at the end of a given time.
- the value of the delay is variable depending on the transition requested.
- the value of the delay before the transition initiated by a driver request depends on the source motor mode and target mode because each transition requires a specific configuration.
- One of the objectives of the strategy is to limit the torque gradients felt by the driver on simple change of motorization mode.
- the delay before the transition initiated by the driver request is even higher than the output torque difference of the source and target maps is high.
- the control device also comprises a means 2 for triggering the transition before the end of the delay on reception of one of the conductive requests C1 to C8 complying with at least one of the predetermined conditions.
- the control device comprises calculation means 2 for executing an authorization function determining whether the transition can be authorized before the end of the delay under acceptable driving conditions.
- the driver request is an input data for this authorization function.
- the authorization function includes several conditions for authorizing the transition.
- these conditions make it possible to detect at least the following events named C1 to C8, and to execute the transition under conditions such that the transition of the motions mode is imperceptible to the driver, or when the drive mode is not a calculation data impacting the wheel torque setpoint.
- these events favorable to the transition of motorization mode, we can mention the following:
- - C1 is a brake pedal support event: when a depressed brake pedal is detected, this event is interpreted as a driver will decrease speed, so the transition can take place without feeling driver.
- - C2 is a foot throttle event: when the driver lifts his foot off the accelerator pedal, the torque demand is low regardless of the engine mode of the powertrain. The constant accelerator depression torque gradient generated by the transition is therefore imperceptible to the driver.
- - C3 is an event of strong depression of the accelerator pedal: the torque demand by the driver is high and is only slightly impacted by the transition of motorization mode.
- - C4 is a speed regulator activation event: the torque setpoint sent to the engine no longer comes from the maps specific to the modes of the powertrain but is determined in speed regulation, the change of motorization mode therefore has no influence on the wheel torque.
- - C5 is a lever position change event: the shift of the speed lever by the driver is translated as a request for changing the vehicle operating mode, the drive mode transition is then allowed.
- - C6 is an activation ramping event: at low speed, the vehicle enters a rampage state recreating the rampage of an automatic gearbox.
- the wheel torque setpoint is regulated according to the speed of the vehicle, and regardless of the motorization mode. As when activating the cruise control, changing the drive mode has no influence on the wheel torque.
- - C7 is an event with a high gradient of accelerator pedal displacement: in the event of a strong gradient of displacement of the accelerator pedal
- - C8 is a low vehicle speed event: when the vehicle is stationary or close to a stop (for example a speed less than 3km / h), the GMP mode transition is immediately authorized.
- the result of the authorization function is a data item or authorization message 3 for the wheel torque target calculation means.
- the calculation means comprise a variety of torque setpoint calculation functions dependent on a multitude of parameters such as the motorization mode, the driver request, the speed of the vehicle. Among these functions are also defined the maps of torque setpoints for each motorization mode.
- the invention applies to any type of hybrid vehicle that can operate in different modes of motorization and comprising means so that the driver can control these modes of motorization.
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Abstract
The invention concerns a hybrid vehicle, a device (CTL) for controlling the drive train of the hybrid vehicle and the control method for transitioning from a first drive mode to a second drive mode of the drive train. The invention comprises means for generating a time delay in order to force the transition at the end of the time delay, and to force the transition before the end of the time delay if a request is received from the driver by the control device, originating from an interface means (IHM2), for example the acceleration pedal. The invention applies to hybrid vehicles capable of operating in a plurality of drive modes with a view to improving the comfort of driving.
Description
PROCEDE DE COMMANDE ET DISPOSITIF DE CONTROLE D'UN VEHICULE HYBRIDE POUR LA TRANSITION DES MODES DE MOTORISATION CONTROL METHOD AND DEVICE FOR CONTROLLING A HYBRID VEHICLE FOR THE TRANSITION OF MOTORIZATION MODES
Le domaine de l'invention concerne les véhicules hybrides et plus précisément un procédé de commande et le dispositif de contrôle du groupe motopropulseur du véhicule hybride. The field of the invention relates to hybrid vehicles and more specifically to a control method and the control device of the powertrain of the hybrid vehicle.
Il existe divers types de systèmes de motorisation hybride électrique, hydraulique, pneumatique, etc .. pour les véhicules automobiles. Par exemple, une motorisation hybride thermique-électrique comprend un moteur thermique couplé à une machine électrique. La machine électrique peut fonctionner comme un moteur électrique lorsque celle-ci dispose d'une source d'énergie suffisante permettant de l'alimenter et peut également fonctionner comme un générateur d'énergie électrique lorsque celui-ci est entraîné, généralement par le moteur thermique, pour fournir de l'énergie à divers équipements embarqués du véhicule, par exemple un accumulateur d'énergie, un réseau de tension ou tout autre équipement nécessitant une alimentation électrique. There are various types of electric, hydraulic, pneumatic, etc. motorized drive systems for motor vehicles. For example, a hybrid thermal-electric motor includes a heat engine coupled to an electric machine. The electric machine can function as an electric motor when it has a sufficient source of energy to power it and can also function as a generator of electrical energy when it is driven, usually by the engine , to supply energy to various on-board equipment of the vehicle, for example an energy accumulator, a voltage network or any other equipment requiring a power supply.
Selon le degré d'hybridation électrique avec le moteur thermique le groupe motopropulseur peut comprendre une ou plusieurs machines électriques. On appelle groupe motopropulseur les éléments électromécaniques participant à la propulsion ou à la traction du véhicule, c'est à dire le moteur thermique, les machines électriques, les trains roulants et les organes de commande pour piloter ces éléments. Dans le cas d'un groupe motopropulseur à plusieurs machines électriques, une machine électrique principale couplée au moteur thermique intervient directement dans la motorisation du véhicule sur les trains roulants du véhicule, c'est à dire le train avant et/ou sur le train arrière, soit en hybridation thermique électrique ou soit en électrique seul. Dans ce dernier cas, on dit alors que le véhicule hybride dispose d'un mode de roulage 100% électrique. Lorsque le moteur électrique fournit du couple en addition du couple du moteur thermique alors le véhicule peut disposer de plusieurs modes de roulage, par exemple un mode de roulage économe en consommation de carburant, un mode de roulage dit sportif pour fournir une puissance élevée en cas de demande du conducteur, mais cela se fait au détriment de la consommation, et un mode de roulage avec les quatre roues motrices pour maximiser la tenue de route.
Généralement, le véhicule dispose d'un dispositif de sélection du mode de fonctionnement du groupe motopropulseur qui permet au conducteur de choisir parmi les différents modes disponibles. Un exemple d'un tel dispositif de sélection a fait l'objet du dépôt de la demande de brevet FR2936450 par la demanderesse. A chacun de ces modes correspond une cartographie de consigne de couple pour les moyens de motorisation du groupe motopropulseur. Depending on the degree of electrical hybridization with the engine, the powertrain may comprise one or more electrical machines. The term "powertrain" refers to the electromechanical elements involved in the propulsion or traction of the vehicle, ie the heat engine, the electric machines, the running gear and the control members for controlling these elements. In the case of a power train with several electrical machines, a main electrical machine coupled to the engine directly intervenes in the engine of the vehicle on the running gear of the vehicle, ie the front and / or rear axle either in electrical thermal hybridization or electrically alone. In the latter case, it is said that the hybrid vehicle has a 100% electric driving mode. When the electric motor provides torque in addition to the torque of the heat engine then the vehicle can have several modes of travel, for example a fuel economy saving running mode, a so-called sporty driving mode to provide high power in case driver demand, but this is done at the expense of consumption, and a driving mode with four-wheel drive to maximize handling. Generally, the vehicle has a powertrain operating mode selection device that allows the driver to choose from the various modes available. An example of such a selection device was the subject of the filing of the patent application FR2936450 by the applicant. To each of these modes corresponds a mapping of torque setpoint for the motorization means of the powertrain.
La consigne de couple à la roue d'un train roulant dépend de la consigne du conducteur et de la vitesse du véhicule mais également du mode actif de fonctionnement du groupe motopropulseur. Par conséquent, une demande de la part du conducteur de changement de mode de fonctionnement peut entraîner une modification de la consigne de couple à la roue pouvant se traduire par des accélérations intempestives ou un saut de couple. Cette modification de la consigne de couple est ressentie comme un désagrément de conduite lors de la transition du mode de fonctionnement. The torque setpoint at the wheel of a running gear depends on the driver setpoint and the speed of the vehicle but also on the active mode of operation of the powertrain. Therefore, a request from the operating mode change driver may result in a change in the torque setpoint to the wheel which may result in untimely acceleration or a torque jump. This modification of the torque setpoint is felt as a driving inconvenience during the transition of the operating mode.
II est connu dans l'état de l'art le document FR2928122 décrivant un procédé de commande d'un groupe motopropulseur d'un véhicule hybride dans lequel la transition d'un mode de fonctionnement hybride à un mode de fonctionnement électrique est empêchée pendant un intervalle de temps prédéterminé et, à la suite de cet intervalle de temps, tant qu'une situation susceptible de dégrader l'agrément de conduite est détectée. It is known in the state of the art the document FR2928122 describing a control method of a powertrain of a hybrid vehicle in which the transition from a hybrid mode of operation to an electrical mode of operation is prevented during a predetermined time interval and, as a result of this time interval, as long as a situation likely to degrade the driving pleasure is detected.
Cependant, ce procédé de commande peut devenir problématique lorsque le mode de fonctionnement du groupe motopropulseur est un paramètre sélectionné par le conducteur. En effet, si les conditions d'agrément de conduite ne sont pas remplies, le groupe motopropulseur peut rester figé dans un mode de fonctionnement non désiré par le conducteur au prétexte que la transition entre les modes de fonctionnement sera ressentie par le conducteur. Or, ce blocage dans un mode de fonctionnement n'est pas acceptable. However, this control method can become problematic when the mode of operation of the powertrain is a parameter selected by the driver. Indeed, if the driving license conditions are not met, the powertrain may remain frozen in an unwanted operating mode by the driver on the pretext that the transition between the modes of operation will be felt by the driver. However, this blockage in a mode of operation is not acceptable.
Il existe donc un besoin d'améliorer le procédé de commande d'un groupe motopropulseur pour réduire les désagréments précités lors de la transition d'un premier mode de fonctionnement du groupe motopropulseur à un second mode de fonctionnement. There is therefore a need to improve the control method of a powertrain to reduce the aforementioned inconvenience during the transition from a first mode of operation of the powertrain to a second mode of operation.
Plus précisément, l'invention concerne un procédé de commande mis en œuvre par un dispositif de contrôle d'un groupe motopropulseur de véhicule hybride pour effectuer la transition à partir d'un premier mode de motorisation vers un
deuxième mode de motorisation du dit groupe motopropulseur. Selon l'invention le procédé comporte les étapes successives suivantes : More specifically, the invention relates to a control method implemented by a control device of a hybrid vehicle powertrain for effecting the transition from a first motorization mode to a motor vehicle. second mode of motorization of said powertrain. According to the invention, the method comprises the following successive steps:
- une étape de détection d'une requête de transition du premier mode de motorisation vers le deuxième mode de motorisation, a step of detecting a transition request from the first motorization mode to the second motorization mode,
- une étape d'amorçage d'une temporisation déclenchée par la détection de la requête de transition pour effectuer la transition au terme de la temporisation, a step of initiating a delay triggered by the detection of the transition request to effect the transition at the end of the delay,
- si une requête conducteur est reçue par le dispositif de contrôle avant le terme de la transition, une étape de contrôle de paramètres de la requête au regard de conditions prédéterminées autorisant la transition pour effectuer la transition avant le terme de la temporisation, if a conductive request is received by the control device before the end of the transition, a step of controlling the parameters of the request with respect to predetermined conditions allowing the transition to make the transition before the end of the delay,
- après la transition, une étape de calcul de couple de roue lorsque le groupe motopropulseur est configuré dans le deuxième mode de motorisation. - After the transition, a wheel torque calculation step when the powertrain is configured in the second motorization mode.
Selon une variante du procédé, la requête conducteur est une requête de variation de couple de roue. According to a variant of the method, the conductive request is a wheel torque variation request.
Selon une variante du procédé, la requête conducteur est une requête configurant le dispositif de contrôle de sorte que le calcul de couple de roue soit indépendant du mode de motorisation. According to a variant of the method, the driver request is a request configuring the control device so that the wheel torque calculation is independent of the motorization mode.
Selon une variante du procédé, la requête conducteur est initiée par un moyen d'interface du véhicule entre un conducteur du véhicule et le dispositif de contrôle. According to a variant of the method, the driver request is initiated by a vehicle interface means between a driver of the vehicle and the control device.
Selon une variante du procédé, la requête de transition est initiée par un moyen d'interface du véhicule entre un conducteur du véhicule et le dispositif de contrôle pour sélectionner le mode de motorisation du groupe motopropulseur. According to a variant of the method, the transition request is initiated by a vehicle interface means between a driver of the vehicle and the control device for selecting the motorization mode of the powertrain.
Selon une variante du procédé, la temporisation est fonction des modes de motorisation de la transition. According to a variant of the method, the delay is a function of the motorization modes of the transition.
L'invention concerne également un dispositif de contrôle d'un groupe motopropulseur pour un véhicule hybride, le dit groupe motopropulseur étant apte à fonctionner selon au moins un premier et deuxième modes de motorisation, comportant un moyen pour détecter une requête de transition du premier mode de motorisation vers le deuxième mode de motorisation. Selon l'invention le dispositif de contrôle comporte également un moyen pour générer une temporisation lorsqu'une requête de transition est détectée pour effectuer la transition au terme de la temporisation et un moyen pour déclencher la transition avant le terme de la temporisation sur réception d'une requête conducteur.
Selon une variante, le moyen pour déclencher la transition est configuré par une fonction d'autorisation définissant des conditions au regard de paramètres de la requête conducteur qui autorisent la transition avant le terme de la temporisation. The invention also relates to a control device of a powertrain for a hybrid vehicle, the said powertrain being able to operate in at least a first and second motorization modes, comprising means for detecting a transition request of the first mode from motorization to the second motorization mode. According to the invention the control device also comprises a means for generating a delay when a transition request is detected to make the transition after the delay and means for triggering the transition before the end of the delay on receipt of the timer. a driver request. According to one variant, the means for triggering the transition is configured by an authorization function defining conditions with respect to parameters of the driver request that allow the transition before the timer expires.
L'invention concerne également un véhicule hybride comportant le dit dispositif de contrôle, et selon l'invention il comporte en outre un premier moyen d'interface conducteur pour sélectionner le mode de motorisation du groupe motopropulseur et pour initier la requête de transition et un deuxième moyen d'interface conducteur, par exemple une pédale d'accélération, pour initier la requête conducteur. The invention also relates to a hybrid vehicle comprising the said control device, and according to the invention it further comprises a first conductive interface means for selecting the motorization mode of the powertrain and for initiating the transition request and a second conductive interface means, for example an accelerator pedal, for initiating the driver request.
Grâce à l'invention, l'agrément de conduite est amélioré lors de la transition des modes de motorisation d'un véhicule hybride. La transition est effectuée lors d'un événement de roulage durant lequel le changement de cartographie des consignes de couple est imperceptible ou lorsque ce changement de cartographie n'impacte pas le calcul des consignes de couple. Thanks to the invention, the driving pleasure is improved during the transition of the drive modes of a hybrid vehicle. The transition is carried out during a rolling event during which the change of mapping of the torque setpoints is imperceptible or when this change of mapping does not impact the calculation of the setpoints of torque.
D'autres caractéristiques et avantages de la présente invention apparaîtront plus clairement à la lecture de la description détaillée qui suit de modes de réalisation de l'invention donnés à titre d'exemples nullement limitatifs et illustrés par les dessins annexés, dans lesquels : Other features and advantages of the present invention will appear more clearly on reading the following detailed description of embodiments of the invention given as non-limiting examples and illustrated by the appended drawings, in which:
- la figure 1 représente un schéma d'un véhicule hybride selon l'invention. - Figure 1 shows a diagram of a hybrid vehicle according to the invention.
- la figure 2 représente un schéma d'un dispositif de contrôle selon l'invention. FIG. 2 represents a diagram of a control device according to the invention.
L'invention a pour objectif d'améliorer l'agrément de conduite d'un véhicule hybride lors d'une transition d'un mode de motorisation du groupe motopropulseur vers un autre mode de motorisation. The invention aims to improve the driving pleasure of a hybrid vehicle during a transition from one drive mode powertrain to another motorization mode.
La figure 1 représente plus précisément le groupe motopropulseur d'un véhicule hybride comprenant le dispositif de contrôle CTL selon l'invention. Ce groupe motopropulseur est dit hybride car il comprend un train avant TRAV entraîné par un moteur thermique MTH et un train arrière entraîné par une machine électrique principale (non représentés sur le schéma de la figure 1 ). Figure 1 shows more precisely the powertrain of a hybrid vehicle comprising the CTL control device according to the invention. This powertrain is said to be hybrid because it comprises a front train TRAV driven by a heat engine MTH and a rear train driven by a main electric machine (not shown in the diagram of Figure 1).
Le moteur thermique MTH génère un couple d'entraînement pour le train avant sur réception d'une consigne. Le train avant TRAV comprend également une boite de vitesse (non représentée sur la figure 1 ). Le moteur thermique peut être de type essence, diesel, GPL (pour gaz de pétrole liquéfié) ou, plus généralement, tout autre type de moteur thermique dans ce mode de réalisation.
La machine électrique principale génère un couple d'entraînement pour le train arrière sur réception d'une consigne et agit principalement comme un moteur électrique pour assister le moteur thermique pour la motorisation du véhicule, ou peut même selon un autre mode de motorisation participer seul à la mobilité du véhicule. The heat engine MTH generates a drive torque for the front axle on receipt of a setpoint. The front train TRAV also includes a gearbox (not shown in Figure 1). The engine can be gasoline type, diesel, LPG (for liquefied petroleum gas) or, more generally, any other type of engine in this embodiment. The main electric machine generates a drive torque for the rear axle on receipt of a setpoint and acts mainly as an electric motor to assist the engine for the engine of the vehicle, or may even according to another engine mode participate alone in the mobility of the vehicle.
Une machine électrique secondaire MEL est attelée au moteur thermique MTH, celle-ci pouvant être entraînée par le moteur thermique MTH afin de générer de l'énergie électrique. La machine électrique MEL fonctionne alors comme un générateur afin de transmettre une quantité d'énergie électrique à divers équipements électroniques. La machine électrique MEL peut également fournir du couple au train avant sur réception d'une consigne de couple, agissant donc comme un moteur électrique, plus généralement dans des phases ponctuelles de roulage, par exemple au démarrage ou pour assister brièvement le moteur thermique MTH. A secondary electrical machine MEL is coupled to the heat engine MTH, it can be driven by the heat engine MTH to generate electrical energy. The electric machine MEL then functions as a generator to transmit a quantity of electrical energy to various electronic equipment. The electric machine MEL can also provide torque to the front axle on receipt of a torque setpoint, thus acting as an electric motor, more generally in specific phases of rolling, for example at startup or to briefly assist the heat engine MTH.
Dans le mode de réalisation représenté en figure 1 , un premier équipement est un premier accumulateur d'énergie SOC faisant partie d'un réseau haute tension du véhicule. Ce premier accumulateur d'énergie SOC, appelé aussi batterie, peut alimenter en énergie la machine électrique principale afin que celle-ci génère un couple d'entraînement pour le train arrière. L'accumulateur peut être une technologie de type nickel ou lithium-ion par exemple. In the embodiment shown in FIG. 1, a first piece of equipment is a first SOC energy accumulator forming part of a high voltage network of the vehicle. This first SOC energy accumulator, also called battery, can supply energy to the main electric machine so that it generates a drive torque for the rear axle. The battery may be a nickel or lithium-ion type technology, for example.
Un deuxième équipement est un convertisseur de tension DCDC alimentant un réseau de tension, plus précisément un réseau basse tension, 12V étant la tension couramment utilisée. A second device is a DCDC voltage converter supplying a voltage network, more specifically a low voltage network, 12V being the voltage commonly used.
Ce réseau est un réseau basse tension sur lequel les équipements de bord de l'habitacle sont alimentés, les calculateurs du véhicule ainsi qu'un deuxième accumulateur d'énergie basse tension BAT. Il est bien entendu que d'autres équipements peuvent être connectés à ce réseau de tension. L'accumulateur BAT permet d'emmagasiner de l'énergie pour alimenter les équipements du réseau. This network is a low-voltage network on which the cockpit equipment is powered, the vehicle computers and a second battery BAT low voltage energy. It is understood that other equipment can be connected to this voltage network. The BAT accumulator is used to store energy to power network equipment.
Le groupe motopropulseur comprend également le dispositif de contrôle CTL, appelé également superviseur, ayant le rôle de composant électronique intelligent afin de coordonner le moteur thermique MTH, la machine électrique principale, la machine électrique secondaire MEL, l'accumulateur SOC, le convertisseur DCDC et l'accumulateur BAT. Ce dispositif de contrôle peut être un calculateur de type ASIC (« Application-Specific Integrated Circuit » en anglais) devant résister à des contraintes de température et de fiabilité fortes. Le dispositif de
contrôle peut être constitué de un ou plusieurs calculateurs selon la stratégie de décentralisation de l'intelligence. Par exemple, des calculs spécifiques à un composant peuvent être exécutés au niveau du composant même. On comprend donc que le dispositif de contrôle de l'invention ne se limite pas à un unique composant de calcul mais peut être un ou plusieurs calculateurs du système, de technologie ASIC ou autres équivalentes pour réaliser les fonctions de calcul. Plus précisément, le dispositif de contrôle CTL réalise les calculs de consigne du moteur et des machines électriques. Il s'agit notamment des calculs des consignes de couple. Les fonctions réalisées dans le cadre de l'invention seront décrites plus précisément dans la suite de la description. The powertrain also comprises the CTL control device, also called supervisor, having the role of intelligent electronic component to coordinate the MTH heat engine, the main electric machine, the MEL secondary electrical machine, the SOC accumulator, the DCDC converter and the BAT accumulator. This control device can be an ASIC type calculator ("Application-Specific Integrated Circuit" in English) to withstand high temperature and reliability constraints. The device control may consist of one or more calculators according to the strategy of decentralization of intelligence. For example, component-specific calculations can be performed at the component level itself. It is therefore understood that the control device of the invention is not limited to a single calculation component but can be one or more computers of the system, ASIC technology or other equivalent to perform the calculation functions. More specifically, the CTL control device performs the target calculations of the engine and electrical machines. These include calculations of torque setpoints. The functions performed in the context of the invention will be described more precisely in the following description.
Par ailleurs, le groupe motopropulseur présenté dans ce mode de réalisation permet au véhicule de rouler selon quatre modes de motorisation distincts. Un premier mode, dit mode auto, est un mode minimisant la consommation de carburant, un deuxième mode, dit mode sportif, est un mode maximisant les performances du véhicule au détriment de la consommation, un troisième mode est un mode ayant les quatre roues motrices permettant de maximiser la tenue de route du véhicule et un quatrième mode est un mode de roulage tout électrique. Toutefois, l'invention peut s'appliquer à un groupe motopropulseur n'autorisant le fonctionnement que d'une partie de ces modes de roulage ou des modes de roulage distincts. Moreover, the powertrain presented in this embodiment allows the vehicle to drive in four distinct modes of motorization. A first mode, called auto mode, is a mode that minimizes fuel consumption, a second mode, called sport mode, is a mode that maximizes the performance of the vehicle at the expense of consumption, a third mode is a mode having four-wheel drive. to maximize the handling of the vehicle and a fourth mode is an all-electric driving mode. However, the invention can be applied to a powertrain that only allows the operation of a part of these modes of running or different running modes.
Le véhicule hybride comprend également des moyens d'interface IHM1 et IHM2 entre le conducteur du véhicule et le dispositif de contrôle CTL. Ces moyens d'interface ont pour fonction de communiquer des instructions entre le conducteur et le dispositif de contrôle. Ces instructions sont communiquées au moyen de bus de communication de données et d'organes d'interface comme par exemple des écrans, boutons et voyants. The hybrid vehicle also comprises interface means IHM1 and IHM2 between the driver of the vehicle and the CTL control device. These interface means have the function of communicating instructions between the driver and the control device. These instructions are communicated by means of data communication buses and interface devices such as screens, buttons and indicators.
Un premier moyen d'interface IHM1 est un moyen de sélection du mode de motorisation du véhicule hybride. Dans un mode de réalisation, ce moyen de sélection se présente sous la forme d'un bouton de type molette accompagné de voyants indiquant les états des modes de motorisation, par exemple un état activé ou un mode de motorisation ne pouvant être activé. Ce moyen d'interface permet également au conducteur de communiquer au dispositif de contrôle via un bus de données son instruction de mode de motorisation. Lorsque le conducteur désire modifier le mode motorisation, par exemple passer d'un mode maximisant les
performances du véhicule à un mode tout électrique, celui sélectionne le mode de motorisation voulu et le moyen d'interface génère une requête conducteur de transition de mode de motorisation à destination du dispositif de contrôle CTL. Le dispositif de contrôle CTL traite ensuite cette requête pour configurer le fonctionnement du groupe motopropulseur et élaborer les consignes de couple de roue. A first interface means IHM1 is a means for selecting the drive mode of the hybrid vehicle. In one embodiment, this selection means is in the form of a wheel-type button accompanied by LEDs indicating the states of the motorization modes, for example an activated state or a motor mode that can not be activated. This interface means also allows the driver to communicate to the control device via a data bus its drive mode instruction. When the driver wishes to modify the motorization mode, for example to switch from a mode maximizing the Vehicle performance in an all-electric mode, that selects the desired drive mode and the interface means generates a drive mode transition driver request to the CTL control device. The CTL control device then processes this request to configure the operation of the powertrain and develop the wheel torque instructions.
Un second moyen d'interface IHM 2 est un moyen de commande de la vitesse du véhicule hybride, comme par exemple la pédale d'accélération, un régulateur de vitesse ou un écran de commande tactile. Si le conducteur souhaite accélérer ou ralentir, celui-ci agit sur le moyen de commande de la vitesse qui génère ensuite une requête conducteur à destination du dispositif de contrôle CTL via un bus de données. Le dispositif de contrôle CTL traite ensuite cette requête conducteur pour élaborer les consignes de couple de roue. A second HMI interface means 2 is a means for controlling the speed of the hybrid vehicle, such as, for example, the acceleration pedal, a speed regulator or a touch control screen. If the driver wishes to accelerate or slow down, it acts on the speed control means which then generates a driver request to the CTL control device via a data bus. The CTL control device then processes this driver request to develop the wheel torque setpoints.
Afin de coordonner l'ensemble du groupe motopropulseur pour réaliser les instructions du conducteur, le dispositif de contrôle CTL élabore des fonctions pour commander les équipements. Parmi ces fonctions, le dispositif de contrôle CTL comprend : In order to coordinate the entire powertrain to carry out the driver's instructions, the CTL controller develops functions to control the equipment. Among these functions, the CTL control device comprises:
- Une fonction d'interface de la volonté du conducteur permettant de récolter les informations du véhicule. Cette fonction permet de transmettre les données du véhicule au dispositif de contrôle CTL. - An interface function of the driver's will to collect information from the vehicle. This function is used to transmit the vehicle data to the CTL control device.
- Une fonction de traduction de la volonté d'accélérer du conducteur en une consigne de couple roue. Le dispositif de contrôle CTL calcule le couple de roue nécessaire pour réaliser l'instruction du conducteur. - A translation function of the will to accelerate the driver in a wheel torque setpoint. The CTL control device calculates the wheel torque needed to perform the driver instruction.
- Une fonction de calcul des limitations organiques, plus précisément de couple, des équipements de la motorisation, et en particulier le moteur thermique A function for calculating the organic limitations, more specifically the torque, the equipment of the engine, and in particular the heat engine
MTH et les machines électriques principale et secondaire MEL. MTH and the main and secondary electrical machines MEL.
- Une fonction de calcul du couple de chaque organe pour fournir le couple roue que désire le conducteur et de répartition des couples entre les différents fournisseurs de couple. - A calculation function of the torque of each member to provide the wheel torque that the driver wants and distribution of couples between different suppliers of torque.
- Une fonction de transmission d'une consigne de couple vers le moteur thermique MTH. - A transmission function of a torque setpoint to the heat engine MTH.
- Une fonction de transmission d'une consigne de couple vers la machine électrique secondaire MEL et d'une consigne de couple vers la machine électrique principale.
Les consignes de couples à destination du moteur thermique MTH et des machines électriques dépendent de la volonté du conducteur, du mode de motorisation du véhicule (sportif, auto, tout électrique etc..) et de données de statut des équipements électroniques dont l'alimentation dépend du groupe motopropulseur, notamment le niveau de la quantité d'énergie des batteries. - A transmission function of a torque setpoint to the secondary electrical machine MEL and a torque setpoint to the main electrical machine. Torque instructions for the MTH heat engine and electric machines depend on the driver's wishes, the motorization mode of the vehicle (sports, car, all electric etc.) and status data of electronic equipment including power supply. depends on the powertrain, especially the level of the amount of energy of the batteries.
Pour le calcul des consignes de couple du moteur thermique MTH et des machines électriques, le dispositif de contrôle CTL dispose de fonctions de calcul de couple de roue qui dépendent du mode de motorisation choisi. Lorsque le mode tout électrique est actif, seule la machine électrique principale est pilotée pour fournir du couple au train roulant arrière, tandis qu'en mode de motorisation sportif tous les moyens de motorisation sont pilotés pour fournir du couple aux trains roulants. On appelle cartographie de couple les différentes fonctions de calcul de couple de roue pour chaque mode de motorisation et pour chacun des moyens de motorisation du groupe motopropulseur, c'est à dire le moteur thermique MTH et les machines électriques. Une transition de pilotage d'une première cartographie de couple à une deuxième cartographie de couple peut entraîner des accélérations ou décélérations pouvant être ressenties par le conducteur. For calculating the torque setpoints of the thermal engine MTH and electrical machines, the CTL control device has wheel torque calculation functions that depend on the motorization mode chosen. When the all-electric mode is active, only the main electric machine is driven to provide torque to the rear running gear, while in sport motorization mode all motorization means are controlled to provide torque to the running gear. The term "torque mapping" denotes the various wheel torque calculation functions for each motorization mode and for each of the powertrain motorization means, ie the MTH heat engine and the electric machines. A transition from piloting a first torque map to a second torque map can lead to accelerations or decelerations that can be felt by the driver.
Pour éviter ce désagrément le dispositif de contrôle CTL met en œuvre un procédé de commande du groupe motopropulseur pour exécuter la transition d'un mode de motorisation à un autre mode de motorisation. Quatre modes de motorisation, ou plus, peuvent être commandés par le procédé et le dispositif de contrôle selon l'invention. To avoid this inconvenience the CTL control device implements a powertrain control method for performing the transition from one motorization mode to another motorization mode. Four or more modes of motorization can be controlled by the method and the control device according to the invention.
A la suite d'une demande conducteur de changement de mode de motorisation, par exemple du mode auto au mode tout électrique, une requête de transition de mode de motorisation est reçue par le dispositif de contrôle. Cette requête est issue par exemple d'un bouton de sélection du mode de motorisation, tel que le moyen d'interface IHM1. Le dispositif de contrôle CTL exécute une étape de détection de la requête de transition du mode auto vers le mode tout électrique, puis une étape d'amorçage d'une temporisation déclenchée par la détection de la requête de transition pour effectuer la transition au terme de la temporisation. Following a driver request to change the drive mode, for example from auto mode to all-electric mode, a drive mode transition request is received by the control device. This request is issued for example from a button for selecting the motorization mode, such as the interface means IHM1. The CTL control device performs a step of detecting the transition request from the auto mode to the all-electric mode, then a step of initiating a delay triggered by the detection of the transition request to make the transition at the end of the transition. the delay.
Toutefois, si une requête conducteur est reçue par le dispositif de contrôle avant le terme de la transition, le dispositif de contrôle exécute une étape de déclenchement de la transition du mode auto au mode tout électrique avant le terme de la transition si le résultat d'un contrôle des conditions autorisant la transition est
positif. Cette étape de contrôle vérifie des paramètres de la requête conducteur au regard de conditions prédéterminées indiquant des conditions favorables à la transition, c'est à dire des conditions limitant les désagréments de conduite. La fonction de contrôle sera décrite par la suite. However, if a driver request is received by the control device before the termination of the transition, the control device performs a step of triggering the transition from the auto mode to the all-electric mode before the end of the transition if the result of a control of the conditions allowing the transition is positive. This control step checks parameters of the driver request with regard to predetermined conditions indicating conditions favorable to the transition, ie conditions limiting driving inconvenience. The control function will be described later.
La requête conducteur est initiée par un moyen d'interface IHM2 du véhicule, par exemple un moyen de commande de la vitesse tel que la pédale d'accélération, la pédale de frein ou un régulateur de vitesse. Cette requête conducteur peut avoir pour effet de modifier la consigne de couple de roue. Il est particulièrement avantageux d'exécuter la transition de cartographie de couple de roue lors d'une variation de couple de roue car la transition de cartographie est alors imperceptible par le conducteur. The driver request is initiated by an interface means IHM2 of the vehicle, for example a speed control means such as the accelerator pedal, the brake pedal or a speed controller. This driver request may have the effect of modifying the wheel torque setpoint. It is particularly advantageous to execute the wheel torque mapping transition during a wheel torque variation because the mapping transition is then imperceptible by the driver.
Dans une autre situation, la requête conducteur peut avoir pour effet que le groupe motopropulseur fonctionne dans un mode dans lequel la transition n'a pas d'impact sur le calcul du couple de roue. In another situation, the driving request may have the effect that the powertrain operates in a mode in which the transition has no impact on the calculation of the wheel torque.
Ainsi, grâce à l'invention la transition des modes de motorisation est déclenchée à un instant favorable pour améliorer l'agrément de conduite. La requête conducteur peut être une requête de variation de consigne de couple à la roue ou une requête de configuration du dispositif de contrôle CTL de sorte que le calcul de couple de roue soit indépendant du mode de motorisation. Thus, thanks to the invention the transition of the motorization modes is triggered at a favorable time to improve driving pleasure. The driver request may be a torque setpoint change request to the wheel or a configuration request from the CTL control device so that the wheel torque calculation is independent of the motorization mode.
La transition d'un mode de motorisation vers un autre mode de motorisation a pour effet de modifier la cartographie de calcul de couple du groupe motopropulseur, le calcul de couple de roue étant dans la majorité des situations de roulage dépendant du mode de motorisation. Par ailleurs, la temporisation permet de ne pas empêcher la transition si une condition d'autorisation de la transition n'apparait pas. The transition from one motorization mode to another motorization mode has the effect of modifying the powertrain torque calculation map, the wheel torque calculation being in the majority of driving situations depending on the motorization mode. In addition, the timing allows not to prevent the transition if a condition of authorization of the transition does not appear.
L'invention concerne également le dispositif de contrôle du groupe motopropulseur. Les fonctions spécifiques à l'invention sont illustrées par la figure 2. Le dispositif de contrôle comprend en particulier un moyen 1 pour générer la temporisation, lorsque le dispositif de contrôle détecte la requête de transition M comprenant des données représentant le mode de motorisation actif et le mode de motorisation demandé par le conducteur. Cette temporisation est nécessaire pour forcer la transition à la fin d'un temps donné. La valeur de la temporisation est variable selon la transition demandée. La valeur de la temporisation avant la transition initiée par une requête conducteur dépend du mode motorisation source et
du mode cible car chaque transition requière une configuration spécifique. L'un des objectifs de la stratégie est de limiter les gradients de couple ressentis par le conducteur sur simple changement de mode de motorisation. La temporisation avant la transition initiée par la requête conducteur est d'autant plus élevée que la différence de couple en sortie des cartographies source et cible est élevée. En effet, une augmentation de couple sans action sur la pédale d'accélérateur est plus problématique d'un point de vue sécuritaire qu'une diminution de couple. La temporisation est plus longue sur une transition d'un mode auto à un mode sportif que sur la transition inverse pour maximiser les opportunités de transition sur apparition d'un critère d'autorisation. The invention also relates to the control device of the powertrain. The functions specific to the invention are illustrated in FIG. 2. The control device comprises in particular a means 1 for generating the delay, when the control device detects the transition request M comprising data representing the active motorization mode and the motorization mode requested by the driver. This delay is necessary to force the transition at the end of a given time. The value of the delay is variable depending on the transition requested. The value of the delay before the transition initiated by a driver request depends on the source motor mode and target mode because each transition requires a specific configuration. One of the objectives of the strategy is to limit the torque gradients felt by the driver on simple change of motorization mode. The delay before the transition initiated by the driver request is even higher than the output torque difference of the source and target maps is high. Indeed, an increase in torque without action on the accelerator pedal is more problematic from a safety point of view than a decrease in torque. The delay is longer on a transition from an auto mode to a sport mode than on the inverse transition to maximize transition opportunities on the appearance of an authorization criterion.
Le dispositif de contrôle comprend également un moyen 2 pour déclencher la transition avant le terme de la temporisation sur réception d'une des requêtes conducteurs C1 à C8 respectant au moins une des conditions prédéterminées. Pour cela, le dispositif de contrôle comprend des moyens de calcul 2 pour exécuter une fonction d'autorisation déterminant si la transition peut être autorisée avant la fin de la temporisation dans des conditions d'agrément de conduite acceptable. La requête conducteur est une donnée d'entrée pour cette fonction d'autorisation. The control device also comprises a means 2 for triggering the transition before the end of the delay on reception of one of the conductive requests C1 to C8 complying with at least one of the predetermined conditions. For this, the control device comprises calculation means 2 for executing an authorization function determining whether the transition can be authorized before the end of the delay under acceptable driving conditions. The driver request is an input data for this authorization function.
La fonction d'autorisation comprend plusieurs conditions d'autorisation de la transition. Dans ce mode de réalisation, ces conditions permettent de détecter au moins les événements suivants nommés C1 à C8, et d'exécuter la transition dans des conditions telles que la transition du mode de motonsation soit imperceptible par le conducteur, ou lorsque le mode de motorisation n'est pas une donnée de calcul impactant la consigne de couple de roue. Parmi ces événements favorables à la transition de mode de motorisation, nous pouvons citer les suivants : The authorization function includes several conditions for authorizing the transition. In this embodiment, these conditions make it possible to detect at least the following events named C1 to C8, and to execute the transition under conditions such that the transition of the motions mode is imperceptible to the driver, or when the drive mode is not a calculation data impacting the wheel torque setpoint. Among these events favorable to the transition of motorization mode, we can mention the following:
- C1 est un événement d'appui pédale de frein : lorsqu'un enfoncement de la pédale de frein est détecté, cet événement est interprété comme une volonté conducteur de diminution de vitesse, ainsi la transition peut avoir lieu sans ressenti conducteur. - C1 is a brake pedal support event: when a depressed brake pedal is detected, this event is interpreted as a driver will decrease speed, so the transition can take place without feeling driver.
- C2 est un événement de levé de pied de la pédale d'accélérateur : lorsque le conducteur lève le pied de la pédale d'accélérateur, la demande de couple est faible quel que soit le mode de motorisation du groupe motopropulseur. Le gradient de couple à enfoncement accélérateur constant généré par la transition est donc imperceptible pour le conducteur.
- C3 est un événement de fort enfoncement de la pédale d'accélérateur : la demande de couple par le conducteur est élevée et n'est que peu impactée par la transition de mode de motorisation. - C2 is a foot throttle event: when the driver lifts his foot off the accelerator pedal, the torque demand is low regardless of the engine mode of the powertrain. The constant accelerator depression torque gradient generated by the transition is therefore imperceptible to the driver. - C3 is an event of strong depression of the accelerator pedal: the torque demand by the driver is high and is only slightly impacted by the transition of motorization mode.
- C4 est un événement d'activation du régulateur de vitesse : la consigne de couple envoyée au moteur ne provient plus des cartographies spécifiques aux modes du groupe motopropulseur mais est déterminée en régulation de vitesse, le changement de mode de motorisation n'a donc aucune influence sur le couple de roue. - C4 is a speed regulator activation event: the torque setpoint sent to the engine no longer comes from the maps specific to the modes of the powertrain but is determined in speed regulation, the change of motorization mode therefore has no influence on the wheel torque.
- C5 est un événement de changement de position levier : le déplacement du levier de vitesse par le conducteur est traduit comme une demande de changement de mode de fonctionnement du véhicule, la transition de mode de motorisation est alors autorisée. - C5 is a lever position change event: the shift of the speed lever by the driver is translated as a request for changing the vehicle operating mode, the drive mode transition is then allowed.
- C6 est un événement d'activation du rampage : à faible vitesse, le véhicule entre dans un état de rampage recréant le rampage d'une boite de vitesse automatique. Ainsi, la consigne de couple de roue est régulée en fonction de la vitesse du véhicule, et indépendamment du mode de motorisation. Comme lors de l'activation du régulateur de vitesse, le changement de mode de motorisation n'a alors aucune influence sur le couple de roue. - C6 is an activation ramping event: at low speed, the vehicle enters a rampage state recreating the rampage of an automatic gearbox. Thus, the wheel torque setpoint is regulated according to the speed of the vehicle, and regardless of the motorization mode. As when activating the cruise control, changing the drive mode has no influence on the wheel torque.
- C7 est un événement de fort gradient de déplacement de la pédale d'accélérateur : en cas de fort gradient de déplacement de la pédale d'accélérateur - C7 is an event with a high gradient of accelerator pedal displacement: in the event of a strong gradient of displacement of the accelerator pedal
(enfoncement ou levée de pied) le conducteur s'attend à une modification du comportement du véhicule, et la modification du couple de roue du fait de la transition de mode de motorisation est donc prévisible. (Depressing or lifting of the foot) the driver expects a change in the behavior of the vehicle, and the change in the wheel torque due to the drive mode transition is predictable.
- C8 est un événement de vitesse du véhicule faible : lorsque le véhicule est à l'arrêt ou proche de l'arrêt (par exemple une vitesse inférieure à 3km/h), la transition de mode GMP est immédiatement autorisée. - C8 is a low vehicle speed event: when the vehicle is stationary or close to a stop (for example a speed less than 3km / h), the GMP mode transition is immediately authorized.
Le résultat de la fonction d'autorisation est une donnée ou message d'autorisation 3 pour les moyens de calcul de consigne couple de roue. Les moyens de calcul comprennent une variété de fonctions de calcul de consigne de couple dépendantes d'une multitude de paramètres tels que le mode de motorisation, la requête conducteur, la vitesse du véhicule. Parmi ces fonctions sont également définies les cartographies de consignes de couple pour chaque mode de motorisation.
L'invention s'applique à tout type de véhicules hybrides pouvant fonctionner selon différents modes de motorisation et comprenant des moyens afin que le conducteur puisse piloter ces modes de motorisation.
The result of the authorization function is a data item or authorization message 3 for the wheel torque target calculation means. The calculation means comprise a variety of torque setpoint calculation functions dependent on a multitude of parameters such as the motorization mode, the driver request, the speed of the vehicle. Among these functions are also defined the maps of torque setpoints for each motorization mode. The invention applies to any type of hybrid vehicle that can operate in different modes of motorization and comprising means so that the driver can control these modes of motorization.
Claims
1. Procédé de commande mis en oeuvre par un dispositif de contrôle (CTL) d'un groupe motopropulseur de véhicule hybride pour effectuer la transition à partir d'un premier mode de motorisation vers un deuxième mode de motorisation du dit groupe motopropulseur, caractérisé en ce qu'il comporte les étapes successives suivantes : 1. Control method implemented by a control device (CTL) of a hybrid vehicle powertrain for effecting the transition from a first motorization mode to a second motorization mode of said powertrain, characterized in that what it involves the following successive stages:
- une étape de détection d'une requête de transition (M) du premier mode de motorisation vers le deuxième mode de motorisation, a step of detecting a transition request (M) from the first motorization mode to the second motorization mode,
- une étape d'amorçage d'une temporisation déclenchée par la détection de la requête de transition pour effectuer la transition au terme de la temporisation, a step of initiating a delay triggered by the detection of the transition request to effect the transition at the end of the delay,
- si une requête conducteur (C1 -C8) est reçue par le dispositif de contrôle avant le terme de la transition, une étape de contrôle de paramètres de la requête au regard de conditions prédéterminées autorisant la transition pour effectuer la transition avant le terme de la temporisation, if a driver request (C1 -C8) is received by the control device before the end of the transition, a step of controlling the parameters of the request with respect to predetermined conditions allowing the transition to make the transition before the end of the transition. delay,
- après la transition, une étape de calcul de couple de roue lorsque le groupe motopropulseur est configuré dans le deuxième mode de motorisation. - After the transition, a wheel torque calculation step when the powertrain is configured in the second motorization mode.
2. Procédé selon la revendication 1 , dans lequel la requête conducteur est une requête de variation de couple de roue. 2. The method of claim 1, wherein the conductive request is a request for variation of wheel torque.
3. Procédé selon la revendication 1 , dans lequel la requête conducteur est une requête configurant le dispositif de contrôle de sorte que le calcul de couple de roue soit indépendant du mode de motorisation. 3. Method according to claim 1, wherein the conductive request is a request configuring the control device so that the wheel torque calculation is independent of the motorization mode.
4. Procédé selon la revendication 2 ou 3, dans lequel la requête conducteur est initiée par un moyen d'interface (IHM2) du véhicule entre un conducteur du véhicule et le dispositif de contrôle. 4. The method of claim 2 or 3, wherein the driver request is initiated by an interface means (IHM2) of the vehicle between a driver of the vehicle and the control device.
5. Procédé selon l'une quelconque des revendications précédentes, dans lequel la requête de transition est initiée par un moyen d'interface (IHM1 ) du véhicule entre un conducteur du véhicule et le dispositif de contrôle pour sélectionner le mode de motorisation du groupe motopropulseur. 5. Method according to any one of the preceding claims, wherein the transition request is initiated by an interface means (IHM1) of the vehicle between a driver of the vehicle and the control device to select the drive mode of the powertrain .
6. Procédé selon l'une quelconque des revendications précédentes, dans lequel la temporisation est fonction des modes de motorisation de la transition.
6. Method according to any one of the preceding claims, wherein the delay is a function of the motorization modes of the transition.
7. Dispositif de contrôle (CTL) d'un groupe motopropulseur pour un véhicule hybride, le dit groupe motopropulseur étant apte à fonctionner selon au moins un premier et deuxième modes de motorisation, comportant un moyen pour détecter une requête de transition du premier mode de motorisation vers le deuxième mode de motorisation, caractérisé en ce qu'il comporte également un moyen (1 ) pour générer une temporisation lorsqu'une requête de transition (M) est détectée pour effectuer la transition au terme de la temporisation et un moyen (2) pour déclencher la transition avant le terme de la temporisation sur réception d'une requête conducteur (C1 -C8). 7. Control device (CTL) of a powertrain for a hybrid vehicle, said powertrain being able to operate in at least a first and second modes of motorization, comprising means for detecting a transition request of the first mode of motorization to the second motorization mode, characterized in that it also comprises means (1) for generating a delay when a transition request (M) is detected to effect the transition at the end of the delay and a means (2) ) to trigger the transition before the end of the delay on receipt of a driver request (C1 -C8).
8. Dispositif selon la revendication 7, dans lequel le moyen pour déclencher la transition est configuré par une fonction d'autorisation définissant des conditions au regard de paramètres de la requête conducteur (C1-C8) qui autorisent la transition avant le terme de la temporisation. 8. Device according to claim 7, wherein the means for triggering the transition is configured by an authorization function defining conditions with respect to parameters of the driver request (C1-C8) that allow the transition before the end of the delay. .
9. Véhicule hybride caractérisé en ce qu'il comporte un dispositif de contrôle (CTL) selon la revendication 7 ou 8, et en ce qu'il comporte en outre un premier moyen d'interface conducteur (IHM1 ) pour sélectionner le mode de motorisation du groupe motopropulseur et pour initier la requête de transition (M) et un deuxième moyen d'interface (IHM2) conducteur, par exemple une pédale d'accélération, pour initier la requête conducteur (C1 -C8).
9. Hybrid vehicle characterized in that it comprises a control device (CTL) according to claim 7 or 8, and in that it further comprises a first conductive interface means (IHM1) for selecting the motorization mode powertrain and to initiate the transition request (M) and a second conductive interface means (IHM2), for example an accelerator pedal, to initiate the driver request (C1 -C8).
Priority Applications (2)
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CN201380070463.9A CN105073539A (en) | 2013-01-22 | 2013-12-19 | Control method and control device for driving mode transition in a hybrid vehicle |
EP13820837.6A EP2948354A1 (en) | 2013-01-22 | 2013-12-19 | Control method and control device for driving mode transition in a hybrid vehicle |
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FR1350535A FR3001188B1 (en) | 2013-01-22 | 2013-01-22 | CONTROL METHOD AND DEVICE FOR CONTROLLING A HYBRID VEHICLE FOR THE TRANSITION OF MOTORIZATION MODES |
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FR3001188A1 (en) | 2014-07-25 |
CN105073539A (en) | 2015-11-18 |
EP2948354A1 (en) | 2015-12-02 |
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