Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • 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
  • B60W30/18063—Creeping
• • 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
• • 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
  • 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 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 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
  • 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 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
• • 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
  • 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
  • B60W30/18027—Drive off, accelerating from standstill
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/48—Drive Train control parameters related to transmissions
  • B60L2240/486—Operating parameters
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/10—Change speed gearings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/10—Accelerator pedal position
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/10—Change speed gearings
  • B60W2710/105—Output torque
• • 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 invention relates to a control method for a motor vehicle with parallel hybrid motorization.
• the invention relates more particularly to a control method for a motor vehicle with parallel hybrid motorization which comprises a transmission permanently coupled on the one hand to an electric motor and on the other hand to a thermal motor via the d a clutch, the transmission providing a driving torque to the wheels of the vehicle, and of the type comprising an electronic control module which, depending on the position of an accelerator pedal, controls the thermal engine, the clutch, and the electric motor.
• Numerous control methods are known concerning the management of the operation of the electric and thermal motors of parallel hybrid vehicles.
• the electric and thermal motors then intervene simultaneously or independently depending on the operating strategies.
• Document DE-A1 -4,436,383 describes a device in which the method of controlling the parallel hybrid vehicle can implement either an electric start mode, or according to a thermal start mode.
• the first starting mode corresponds, depending on the strategy selected by the driver, to a strategy of pure electric operation or to an electric operating strategy of the engine off, while the second starting mode corresponds to an operating strategy pure thermal, to a strategy for recharging a storage battery.
• the invention provides a control method of the type described above, characterized in that q ue, from an initial operating mode in which the thermal motor is in operation and the clutch is disengaged, the electronic module is capable of implementing a mode of assistance at low speed of the vehicle, in particular at start-up, according to which the thermal and electric motors are controlled to supply respectively thermal and electric couples according to a distribution governed by a predefined control law, and according to which the clutch is simultaneously controlled to be engaged.
• the electronic module converts the position of the accelerator pedal to a value of total torque requested, and it controls the simultaneous operation of the thermal and electric motors so that the sum of the torques supplied by the thermal and electric motors is equal to the torque total requested;
• the electronic module comprises means for measuring the speed of the vehicle and constantly compares it to a predefined reference speed above which the electronic module regulates the torques provided by the thermal and electric motors so that the couple supplied by the heat engine increases until it reaches the value of the total torque requested from the vehicle while the torque supplied by the electric motor gradually decreases and vanishes, the value of the total torque supplied to the vehicle remaining equal to the value of the total torque request.
• FIG. 1 is a block diagram showing the various elements d 'a hybrid vehicle operating according to the invention.
• - Fig ure 2 is a flowchart illustrating the progress of a low speed assistance mode of the vehicle according to the invention.
• FIG. 1 shows a block diagram of a hybrid vehicle 1 0 using a control method according to the invention.
• the architecture 10 of a parallel hybrid vehicle comprises a transmission 12 which receives engine torques coming from one hand from a heat engine 14, by means of a clutch 16, and on the other hand of an electric motor 18.
• the transmission 12 transmits the engine torques received to the wheels 20 of the vehicle by means of a differential 22.
• the heat engine 14 is supplied with fuel via a supply device 24 and the electric motor 1 8 is supplied by an accumulator battery 26 which transmits power to the electric motor 1 8 per l '' through power electronics 28.
• An electronic control module 30 is capable of receiving information from various elements of the architecture 10 and taking account of certain parameters fixed by the driver of the vehicle to control the operation of the thermal engine 14, of the clutch 16, and of the electric motor 18.
• the driver acts on the electronic control module first of all by means of a strategy selector 32 which enables the vehicle to be operated according to at least three strategies: an electrical strategy, a pure thermal strategy and a hybrid strategy.
• the driver also acts on the electronic control module 30 by means of an accelerator pedal 34 whose position provides the electronic control module with a torque value C DU requested by the user.
• the electronic control module is capable of controlling the various elements of the architecture 10 of the hybrid motor vehicle.
• the electronic control module 30 transmits in the direction of the heat engine 14 two main commands, on the one hand, a state command M ⁇ which determines an operating state l MT or stop 0 MT of the heat engine 14, and on the other hand a torque control C MT which is associated with the operation of the supply device 24 to regulate the operation of the heat engine 14.
• the electronic control module 30 transmits to the electric motor 18 a state command M E between an operating state l ME and a stop state 0 ME , and a torque command C ME associated with the power electronics 28 to regulate the operation of the electric motor 1 8.
• the electronic control module 30 is capable of issuing a state command E to control the operation of the clutch 1 6 between a engaged state l E and a disengaged state 0 E.
• the electronic control module 30 is capable of receiving information relating to the speed of the vehicle via a speed sensor 36 which supplies the electronic control module with a value V proportional to the speed of the vehicle.
• the organ ig ramme of Figure 2 illustrates the implementation of a low speed assistance control method, and in particular at startup, according to the invention using the architecture 1 0 previously described.
• the hybrid vehicle operates at a low speed in an initial configuration in which the heat engine 14 is running, the electric motor 18 is stopped and the clutch 16 is disengaged.
• This configuration is that of a vehicle initially stopped or driving slowly in a traffic jam.
• the electronic control module therefore associates the value l MT with the state parameter M ⁇ of the heat engine 14, the value 0 MT with the state parameter M E of the electric motor 18 and the value 0 E with the state parameters E of the clutch 16. Based on this configuration, the electronic control module 30 compares the value of the torque C DU , requested by the user, with the zero value.
• the electronic control module 30 If the value of the torque C DU requested by the user is zero, the electronic control module 30 remains on standby until the value of C DU is no longer zero, as indicated by the return arrow in the configuration initial. If the value C DU of the torque requested by the user is not zero, the electronic control module 30 associates the value l MT with the state parameter M ⁇ of the heat engine 14, the value l ME with the state parameter M E of the electric motor 18 and the value l E with the state parameter E of the clutch 16 , to control the simultaneous operation of the heat engine 14, the electric motor 18 and the clutch 16.
• the electronic module 30 then regulates the torques to which the vehicle is subjected.
• the electronic control module 30 acts on the device 24 for supplying the heat engine 14 and on the power electronics 28 of the electric motor 18 so that the sum of the torque C MT supplied by the heat engine 14 and the torque C ME supplied by the electric motor 18 is equal to the torque C DU requested by the user.
• the couples C MT and C ME are distributed in a predefined manner so that the couple C ⁇ is proportional to the couple C E at the rate of a coefficient ⁇ which is governed by a control law controlled by the electronic module 30.
• the law of command can associate with the coefficient ⁇ a constant value, or a variable value depending for example on the time elapsed since the value of the torque C DU has become non-zero, or dependent on the speed of the vehicle.
• the coefficient ⁇ defines a share of torque to be supplied for each engine, this share being associated only with starting. Also, the total torque supplied to the vehicle C MT + C ME is less than the torque C DU requested by the user as long as the clutch 16 slips during the revving of the engine 14, the engine 14 providing a response at the orders of the electronic module 30 comparatively slower than that of the electric motor 18. However, the skating phase is very short and of the order of half a second.
• the electronic module 30 continuously compares the speed of the vehicle V with a predefined reference speed V ref . This speed V ref is chosen so that whatever the vehicle's configuration, the clutch never slips at this speed.
• the thermal engine 14 and the electric motor 18 provide a torque C MT + C ME equal to the torque C DU requested by the user, and that V is less at V ref , the electronic module 30 maintains the system in the state previously described.
• the electronic module 30 abandons the torque control law previously described and modifies the distribution of torque between the torques supplied by the internal combustion engine C MT and the torque supplied by the electric motor C ME , so that the torque C MT tends towards the torque C DU requested by the user and that the torque supplied by the electric motor C E decreases until canceled.
• the electronic control module maintains the system in the previously described state, the state parameter M E of the electric motor keeping the value l ME , the clutch state parameter E keeping the value l E , the thermal torque C MT increasing and the electric torque C ME decreasing.
• the torque C ME of the electric motor therefore continuously adjusts to a value C DU - C MT so that the total torque remains equal to C DU .
• the electronic control module always compares in this second phase the speed V of the vehicle to the reference speed V ref and is capable of commanding a return of the vehicle to a defined operation. in the first phase, as indicated by the return arrow in Figure 2.
• the electronic module 30 assigns the value 0 ME to the state parameter M E of the electric motor 1 8 while maintaining the state parameters M ⁇ and E respectively associated with the operation of the heat engine 14 and the clutch 16 at the respective values l MT and l E.
• the torque supplied by the heat engine C MT is then equal to the torque requested by the user C DU .
• the electronic module 30 is then no longer in a low-speed assistance mode of the hybrid vehicle, but in a thermal operating mode.
• the vehicle can then be brought to operate conventionally in hybrid mode for a speed greater than V ref , when for example the driver needs a boost of power, as is the case for example during a strong acceleration.
• control module 30 again commands an operation like that described in the first phase.
• This control and starting process is particularly advantageous because, due to the assistance of the electric motor 18 by the heat engine 14, it makes it possible to reduce the dimensioning of the electric motor 1 8, and of the clutch 16.
• the clutch is necessarily dimensioned in a large way so as to be able to transmit significant torques.
• the electric motor is necessarily oversized so as to be able to supply a large torque to the transmission of the vehicle.
• the architecture 1 0 described makes it possible to limit the torque C MT transmitted to the clutch 16 by the heat engine 14 on the one hand, and to limit the torque C ME q ue must supply the electric motor 1 8 on the other hand.
• the torque undergone by the clutch of a vehicle fitted with such a control method is then comparable to the torque undergone by the clutch of a conventional thermal vehicle traveling in a descent.
• a reduced dimensioning of the mechanical elements is possible and allows a considerable weight saving which goes in the direction of an improvement in the performance of the vehicle.
• the assistance of the heat engine 14 by the electric motor 1 8 has the advantage of reducing the duration of the slippage phases of the clutch 16 and the vehicle more quickly reaches a state of steady state in which the heat engine 14 and the electric motor 18 participate in the propulsion of the vehicle.
• This configuration is particularly advantageous in the case of starting the vehicle under heavy load, as is the case for example when the vehicle is heavily loaded or when it starts on a hill.
• the interaction of the heat engine 14 and the electric motor 18 favorably influences the overall efficiency of the traction chain. Indeed, the two engines 14 and 18 participating in starting, the heat engine 14 consumes less fuel and the vehicle is less polluting.
• the interaction of the heat engine 14 and the electric motor 18 also makes it possible to modify the reduction ratios of the transmission 12.
• the electric motor 1 8 being capable of providing a significant torque to the transmission of the vehicle, it becomes superfluous to use a significant reduction ratio which usually favors large torques on a conventional vehicle to the detriment of the speed of rotation. It is therefore possible, in the case of a vehicle using a conventional gearbox, to approximate the multiplication ratios, or even to decrease the number thereof.
• a first forward gear as it is known and intended to allow for low rotational speeds to transmit a large torque to the transmission can be eliminated, the electric motor therefore supplying sufficient torque at start-up or at low vehicle speeds.
• the internal combustion engine being able to cover a wide range of speeds on the one hand, and the electric motor being able to cover a wide range of torques on the other hand, the transmission can comprise a limited number of reports and even be reduced to a simple red uctor.

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

Applications Claiming Priority (3)

Publications (1)

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ID=9525130

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Family Cites Families (6)

• 1998
  • 1998-04-10 FR FR9804532A patent/FR2777231B1/fr not_active Expired - Fee Related
• 1999
  • 1999-04-09 WO PCT/FR1999/000820 patent/WO1999052729A1/fr not_active Ceased
  • 1999-04-09 EP EP99913366A patent/EP1068088A1/de not_active Withdrawn

Non-Patent Citations (1)

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