Classifications

• • 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
  • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
  • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
• • 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
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/42—Drive Train control parameters related to electric machines
  • B60L2240/421—Speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/42—Drive Train control parameters related to electric machines
  • B60L2240/423—Torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2250/00—Driver interactions
  • B60L2250/26—Driver interactions by pedal actuation
• • 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
  • B60L2250/28—Accelerator pedal thresholds
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/64—Electric machine technologies in electromobility
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• • 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 invention relates to the technical control of motors for moving motor vehicles, all engine technologies combined and more particularly the control of torque as a function of the speed of rotation of electric motors.
• An electric motor generally has a high torque at low rotation speed followed by a decrease in torque with the increase of the speed of rotation.
• a heat engine has a maximum torque occurring at intermediate rotational speeds. This maximum torque decreases when one evo reads towards speeds of rotation higher or lower than this intermediate rotation speed.
• the thermal vehicles have an acceleration which falls less quickly, or which increases as the speed of rotation increases over a given speed ratio.
• the problem is related to the shape of the torque and power curves of the electric machines in comparison with those of the combustion engines. This problem is not solved because we consider today that it is part of the characteristics of an electric vehicle.
• the invention relates to a system for controlling the torque of a motor involved in the propulsion of a motor vehicle comprising:
• determining a torque setpoint capable of determining a torque setpoint increasing with the speed of rotation and starting with a reference torque for a reference rotational speed, the determining means being connected at the output to the electric motor.
• the system may comprise a mapping of a torque setpoint as a function of the rotation speed of the electric motor and of the depression of the accelerator pedal, a comparison means capable of transmitting a control signal when the maximum torque the mapping for the rotational speed measured is decreasing, a storage means capable of storing, on reception of the control signal of the comparison means, the rotational speed measured as reference rotational speed and able to memorize the torque setpoint at this time, and a subtractor able to subtract from the stored torque a predetermined offset value to obtain the reference torque.
• the determination means may be connected to a means for comparing the determined torque setpoint with a maximum value of the engine torque resulting from the mapping, the comparison means being connected at the output to a storage means able to memorize the speed of rotation. as a reference rotational speed and able to memorize the torque, on receiving a signal from the comparison means, the storage means being interconnected with the subtractor capable of subtracting from the stored torque a predetermined offset value in order to obtain the reference torque,
• the subtractor is further connected to the output by means of determination.
• the system may include a mapping of a torque setpoint as a function of the rotational speed of the electric motor and the depression of the accelerator pedal is connected to the output to a means for comparing the degree of depression of the pedal.
• accelerator to an accelerator pedal depression threshold value the comparing means being outputted to a storage means for storing the applied torque value when the depression of the pedal is detected, the storing means being also able to memorize the reference speed corresponding to the speed of rotation of the engine when the depression of the pedal is detected, a means for comparing the degree of depression of the accelerator pedal to a value threshold of depression of the accelerator pedal, able to detect a maintenance of the request for strong acceleration, the means for comparing the degree of depressing the accelerator pedal being connected at the output to a control means adapted to reinitialize the torque setpoint, when the request for strong acceleration is not maintained, and to the determination means when the request for strong acceleration is maintained.
• the determination means can be connected to means for comparing the torque setpoint to a maximum value of the engine torque, the comparison means being outputted to a storage means capable of storing the speed of rotation as the speed of rotation. reference rotation and able to memorize the torque, on receipt of a signal from the comparison means, the storage means being interconnected with a subtractor able to subtract from the stored torque a predetermined offset value in order to obtain the reference torque, the subtractor being connected at the output to the comparison means.
• the invention also relates to a method for controlling the torque of an electric motor as a function of the rotational speed and the depression of the accelerator pedal, comprising the following steps:
• a torque setpoint is initialized according to these initial conditions.
• a torque setpoint is developed by successive evolutions from the initial torque setpoint, taking into account the history of the torque setpoints.
• An initial torque set point can be determined to be lower than the maximum torque that the system is capable of delivering.
• An increasing torque setpoint can be determined with the speed of rotation.
• the torque setpoint can be limited to the maximum torque that the system can deliver.
• the method can be initialized by determining a torque setpoint as a function of the rotation speed of the electric motor and of the depression of the accelerator pedal by means of a mapping of a torque setpoint as a function of the speed of the electric motor and depression of the accelerator pedal, then the torque and the speed of rotation can be memorized as soon as the maximum torque is decreasing.
• the determined torque setpoint is greater than a maximum value of the engine torque resulting from a mapping of a torque setpoint as a function of the rotation speed of the electric motor and of the depression of the accelerator pedal. if so, the rotational speed is stored as the reference rotational speed and the difference between torque setpoint and a predetermined offset value as a reference torque before determining a new torque setpoint.
• the method can be initialized by determining a torque setpoint as a function of the rotation speed of the electric motor and of the depression of the accelerator pedal by means of a mapping of a torque setpoint as a function of the the speed of rotation of the electric motor and the depression of the accelerator pedal, the degree of depression of the accelerator pedal shall be compared with a threshold value of depression of the accelerator pedal, if the degree of The depression of the accelerator pedal is greater than the threshold value of depression of the accelerator pedal, the speed of rotation is memorized as the reference speed of rotation and the difference between the torque reference and a value.
• the degree of depression of the accelerator pedal is compared with the threshold value of depression of the accelerator pedal, if the degree of depression of the accelerator pedal is less than the threshold value of depression of the accelerator pedal, the request for torque is reinitialized, if this is not the case, the process continues in determining a torque setpoint as a function of the reference torque and reference speed.
• FIG. 1 illustrates the main steps of a control method of an electric motor according to one embodiment
• FIG. 2 illustrates the main elements of a control system of an electric motor according to one embodiment
• FIG. 3 illustrates the main steps of a method of controlling an electric motor according to another embodiment
• FIG. 4 illustrates the main elements of a control system of an electric motor according to another embodiment.
• the control system and method provides a reserve of torque for higher rotational speeds by reducing the performance of the electric motor, which allows the flexibility to increase this performance over time or with the increase. the speed of rotation.
• control system and method provides for acceleration of the fully loaded vehicle that resembles the acceleration of a thermal vehicle. For this, we try to control the torque curve generated by the powertrain according to the intrinsic torque curve of the engine.
• the maximum torque curve entered in calibration is modified in order to change from a linearly decreasing curve to a set of increasing segments each over a restricted range of rotation speeds.
• the behavior of a power train with a thermal engine and a gearbox is emulated.
• the feeling of the driver is negative if the rapid decrease in the torque between two segments occurs at the moment or just after the depression of the accelerator pedal, because its demand for a greater acceleration expressed by the depression of the accelerator. the accelerator pedal will result in a decrease in vehicle acceleration.
• the control method of the electric motor starts with a step 1 during which a torque setpoint equal to the maximum torque Cmax (N) is determined, which is a function of the speed of rotation of the electric motor and the depression of the accelerator pedal. through a nominal map (8).
• the torque Cdec is subtracted from a predetermined offset value Cdim.
• the offset value Cdim may be derived from a map depending on the depression of the accelerator pedal and the speed of rotation N.
• the value Cdec-Cdim is stored in a reference torque CO and the value Ndec in a reference speed of reference NO. This gives a coordinate point (C0, N0).
• a torque setpoint denoted by torque (N) increasing with the speed of rotation N is determined and starting with the reference torque CO for the reference speed NO.
• the torque setpoint can be derived from a mapping function of the initial regime and the current regime, at the output of which CO is added or be derived from a calculation, for example by applying the following equation:
• SlopeCmot growth coefficient of the torque Torque (N). This value, in Nm.min / tr, can be constant or derived from a map based on the vehicle speed and the level of pedal depression.
• step 6 it is determined whether the torque torque setpoint (N) is greater than a maximum value of the engine torque Cmax (N).
• the value Cmax (N) represents the maximum torque curve as a function of the speed of rotation N corresponding to the nominal mapping for a depression at 100% of the accelerator pedal.
• step 4 If the torque torque setpoint (N) is greater than the maximum value of the engine torque Cmax (N), the instantaneous speed of rotation in the variable Ndec and the torque setpoint Cmax (Ndec) in the variable Cdec are stored. The process continues in step 4.
• the electric motor 15 is controlled by a control system illustrated in FIG. 2.
• the control system 7 of an electric motor 1 5 comprises means 8 for determining a torque setpoint as a function of the speed of rotation of the electric motor and of the depression of the accelerator pedal, such as a mapping.
• Sensors 14 are connected to the map 8 as well as to the other elements of the control system 7 requiring measurements.
• the sensors 14 are able to determine characteristic quantities of the vehicle operation such as the torque of the electric motor, the rotational speed of the electric motor and the degree of depressing of the accelerator pedal.
• the map 8 is connected to a comparison means 9 for determining whether the maximum torque resulting from the nominal map is decreasing.
• the comparison means 9 is connected at the output to a storage means 10 able to store the torque in a value Cdec and the speed of rotation in a value Ndec, as soon as the maximum torque is decreasing.
• comparison means 9 can be replaced by a mapping of the values Cdec and Ndec.
• the storage means 10 is connected at the output to a subtractor 1 1 able to subtract from the torque Cdec a predetermined offset value Cdim.
• the storage means 10 may comprise a mapping 10a of the offset value Cdim depending on the depression of the accelerator pedal and the rotation speed N.
• the subtracter 1 1 is connected at the output to a storage means 1 i able to memorize the value from the subtractor in a reference torque C0 and the value Ndec in a reference rotation speed N0.
• the storage means 11a is connected at the output to a determination means 12 of a torque setpoint able to determine a torque setpoint noted Torque (N) increasing with the speed of rotation N and starting with the reference torque C0 for the reference speed N0.
• the determining means 12 applies equation 1.
• the determination means 12 is connected at the output to the electric motor 15 and to a comparison means 13 able to determine if the torque torque setpoint (N) is greater than a maximum value of the engine torque Cmax (N).
• the value Cmax (N) represents the maximum torque curve as a function of the rotation speed N corresponding to the nominal mapping for a 100% depression of the accelerator pedal.
• the comparison means 13 is connected at the output to the storage means 11a so that the instantaneous rotation speed is stored in the variable Ndec and the torque setpoint Cmax (Ndec) is stored in the variable Cdec, if the torque setpoint Couple (N) is greater than the maximum value of the engine torque Cmax (N).
• the system and the control method are able to take into account the moment when the driver strongly depresses the accelerator pedal. It is then possible to build, at the given moment, the torque setpoint that best fits to optimize the acceleration of the vehicle while preserving the driver 's experience.
• the control system and method maintains the feeling of acceleration for a minimum of time regardless of the rotational speed of the engine when the pedal is depressed.
• control method applies the steps illustrated in FIG. 3.
• a torque setpoint is determined as a function of the depression of the accelerator pedal and the rotational speed of the engine. This step is similar to step 1 of the first embodiment of the control method. It should be noted that the reference curve as a function of the rotational speed of the engine for 100% depression of the accelerator pedal corresponds to the maximum torque curve of the powertrain.
• This first step corresponds to the state of the art as currently applied in the automobile, all powertrain technologies combined.
• step 17 makes it possible to override the state of the art operation when detecting accelerator pedal depression conditions corresponding to a request. strong acceleration.
• the degree of depression of the accelerator pedal is compared with a value S P threshold of depression of the accelerator pedal. It may be possible to define a second threshold in order to achieve a hysteresis.
• step 18 If the result of the comparison is positive, the process continues in step 18, otherwise it resumes in step 16.
• an initial setpoint torque value Cinit corresponding to the torque value to be applied when the depression of the pedal is detected is defined.
• the speed of rotation Ninit corresponding to the rotational speed of the motor measured when the depression of the pedal is detected is also defined.
• the Cinit value can be derived from a map based on the vehicle speed and the pedal depression level.
• step 19 detecting conditions of depression of the accelerator pedal corresponding to a maintenance of the request for strong acceleration.
• the degree of depression of the accelerator pedal is compared with a value S P threshold of depression of the accelerator pedal.
• step 20 If the result of the comparison is positive, the method continues in step 20, otherwise it resumes in step 21 during which the torque request is reinitialized, the method then continuing in step 16.
• Step 20 is similar to step 5 of the first embodiment of the control method.
• a Torque (N) torque value is defined which increases with the speed of rotation of the motor by applying equation 1 defined above or by using a value derived from any other determination system. from mappings and / or calculations.
• step 22 it is determined whether the torque torque setpoint (N) is greater than a maximum value of the engine torque Cmax (N).
• This step is similar to step 6 of the first embodiment of the control method.
• the value Cmax (N) represents the maximum torque curve which is a function of the speed of rotation N and corresponds to the nominal mapping for a depression at 100% of the accelerator pedal. If the torque torque setpoint (N) is greater than a maximum value of the engine torque Cmax (N), the method continues in step 23, otherwise it resumes in step 19.
• step 23 we subtract an offset value Cdim from the torque torque setpoint (N).
• the offset value Cdim can be derived from a map based on the vehicle speed and the level of pedal depression. This step is similar to step 4 of the first embodiment of the control method.
• step 23 the process continues in step 19.
• step 22a it is possible to substitute a step 22a in step 22, during which a torque torque setpoint (N) equal to the maximum value of the engine torque Cmax (N) is maintained.
• Figure 4 illustrates the control system according to the second embodiment.
• the elements bearing the same references as the elements of the control system according to the first embodiment essentially perform the same functions.
• the control system 24 includes a mapping 8 of a torque setpoint as a function of the depression of the accelerator pedal and the speed of rotation of the engine.
• Sensors 14 are connected to the map 8 as well as to the other elements of the control system 7 requiring measurements.
• the sensors 14 are capable of determining characteristic quantities of the operation of the vehicle such as the torque of the electric motor, the speed of rotation of the electric motor and the degree of depression of the accelerator pedal.
• Mapping 8 is outputted to a means 25 for comparing the degree of depression of the accelerator pedal with S édaie P value threshold of depression of the accelerator pedal.
• S édaie P value threshold of depression of the accelerator pedal For example, accelerator pedal depression conditions corresponding to a high acceleration request are detected. It may be possible to define a second threshold in order to achieve a hysteresis.
• the comparison means 25 is connected at the output to a storage means 26 able to store an initial setpoint torque value Cinit corresponding to the torque value applied when the depressing of the pedal is detected.
• the storage means 26 is also able to memorize the rotation speed Ninit corresponding to the speed of rotation of the engine when the pressing of the pedal is detected.
• the Cinit value can be derived from a map based on the vehicle speed and the level of pedal depression.
• the storage means 26 is connected at the output to a comparison means 27 of the degree of depression of the accelerator pedal to a value S P edeen threshold of depression of the accelerator pedal.
• a comparison means 27 of the degree of depression of the accelerator pedal to a value S P edeen threshold of depression of the accelerator pedal.
• the comparison means 27 is connected at the output to a control means 28 adapted to reset the torque setpoint, which is itself connected at the output to the mapping 8 of a torque setpoint.
• the comparison means 27 is also connected at the output to a means 12 for determining a torque value capable of applying the equation 1 defined above.
• the determining means 12 is connected at the output to the electric motor 15 as well as to a comparison means 13 of the torque torque setpoint (N) at a maximum value of the engine torque Cmax (N).
• the comparison means 1 3 is connected at the output to a subtractor 1 1 able to subtract a torque decrease value Cdim from the torque torque setpoint (N).
• the offset value Cdim can be derived from a map based on the vehicle speed and the level of pedal depression.
• the subtractor 1 1 is connected at the output to the comparison means 25.
• the method and control system makes it possible to modify the behavior of an electric motor so that the driver perceives an operation similar to that of a heat engine. It is thus possible to combine the environmental qualities of an electric motor with the driving qualities of a heat engine.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Power Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)
• Control Of Electric Motors In General (AREA)

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• 2012
  • 2012-07-25 FR FR1257209A patent/FR2993842B1/fr not_active Expired - Fee Related
• 2013
  • 2013-06-06 JP JP2015523586A patent/JP2015528278A/ja active Pending
  • 2013-06-06 WO PCT/FR2013/051284 patent/WO2014016482A1/fr not_active Ceased
  • 2013-06-06 CN CN201380040129.9A patent/CN104507738A/zh active Pending
  • 2013-06-06 EP EP13733350.6A patent/EP2877363A1/de not_active Withdrawn
  • 2013-06-06 US US14/417,000 patent/US9446683B2/en not_active Expired - Fee Related

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