WO2024252080A1 - Controlling the torque delivered by a hybrid powertrain of a land vehicle during an upward change in gear in an automatic gearbox - Google Patents

Controlling the torque delivered by a hybrid powertrain of a land vehicle during an upward change in gear in an automatic gearbox Download PDF

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Publication number
WO2024252080A1
WO2024252080A1 PCT/FR2024/050640 FR2024050640W WO2024252080A1 WO 2024252080 A1 WO2024252080 A1 WO 2024252080A1 FR 2024050640 W FR2024050640 W FR 2024050640W WO 2024252080 A1 WO2024252080 A1 WO 2024252080A1
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WO
WIPO (PCT)
Prior art keywords
torque
gear ratio
clutches
phase
total torque
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Ceased
Application number
PCT/FR2024/050640
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French (fr)
Inventor
Gaetan Rocq
Yohan MILHAU
Cedric Launay
Ridouane Habbani
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Stellantis Auto SAS
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Stellantis Auto SAS
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Publication date
Application filed by Stellantis Auto SAS filed Critical Stellantis Auto SAS
Priority to EP24732346.2A priority Critical patent/EP4724290A1/en
Publication of WO2024252080A1 publication Critical patent/WO2024252080A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • 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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque

Definitions

  • TITLE CONTROL OF THE TORQUE PROVIDED BY A HYBRID GMP OF A LAND VEHICLE DURING AN UPWARD GEAR CHANGE OF AN AUTOMATED GEARBOX
  • the invention relates to land vehicles comprising a hybrid powertrain (or GMP) and an automated gearbox, and more specifically to the control of the torques to be provided by the driving machines of such GMPs during an upward gear change (from n to n+1).
  • GMP hybrid powertrain
  • Certain land vehicles possibly of the automobile type, include a hybrid powertrain (or GMP) and an automated gearbox (possibly with a dual clutch (or DCT (“Dual Clutch Transmission”)).
  • GMP hybrid powertrain
  • DCT Dual Clutch Transmission
  • hybrid GMP means a GMP comprising a first thermal drive machine capable of providing a first torque to the drive wheels, and at least one second non-thermal drive machine capable not only of providing a second torque to the drive wheels, forming with the first torque a total torque (or “wheel torque”), but also of recovering torque in its vehicle.
  • the second non-thermal driving machine is generally an electric machine associated with a battery or a fuel cell (for example hydrogen). But this is not an obligation.
  • an automated gearbox and therefore with at least two clutches
  • it proceeds in two phases. In a first phase it prepares the two clutches concerned to transfer the total torque provided by the GMP, then in a second phase it actually performs the transfer of the total torque between the two clutches.
  • a disadvantage of this mode of upshifting lies in the fact that the torque input made by the first drive machine is not fast enough with regard to the dynamics required for the torque transfer phase, unlike the torque input made by the second drive machine which is very fast. Consequently, when the second drive machine is not able to provide the torque input, the total torque supplied to the primary shaft upstream of the clutches is not sufficient to compensate for the change in gear ratio, and therefore there is a loss of torque at the wheels during the upshift, which is detrimental to the quality of this change and is felt by the passengers of the vehicle.
  • the invention therefore aims in particular to improve the situation.
  • a powertrain comprising first and second thermal and non-thermal drive machines respectively and capable of providing for drive wheels respectively first and second torques together forming a total torque, the second drive machine also being capable of recovering torque, and
  • an automated gearbox with at least two clutches, and capable of receiving the total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other, then a second phase in which the clutches transfer the total torque to each other.
  • This control method is characterized by the fact that it comprises a step in which during the entire first phase, when the second drive machine cannot provide a second torque, the first drive machine is required to provide, in addition to its first torque, an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for torque recovery by the second drive machine increased by this additional torque.
  • the first drive machine when the second drive machine is not capable of providing torque, the first drive machine provides additional torque in an anticipatory manner in the first phase, and therefore the total torque provided upstream of the clutches of the gearbox during the second phase is now sufficient to compensate for the change in gear ratio, which significantly improves the quality of the upshift.
  • control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular: [0015] - in its step, the first driving machine can be required to provide additional torque fully compensating for the loss of torque;
  • the additional torque can vary in a linearly increasing manner
  • the additional torque can vary in an increasing parabolic manner.
  • the invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a land vehicle comprising, on the one hand, a powertrain comprising first and second respectively thermal and non-thermal drive machines and capable of providing for drive wheels respectively first and second torques together forming a total torque, the second drive machine also being capable of recovering torque, and, on the other hand, an automated gearbox, with at least two clutches, and capable of receiving the total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having a (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other then a second phase in which the clutches transfer the total torque to each other, to control the torque total provided during gear change.
  • the invention also proposes a control device intended to equip a land vehicle comprising:
  • a powertrain comprising first and second thermal and non-thermal drive machines respectively and capable of providing for drive wheels respectively first and second torques together forming a total torque, the second drive machine also being capable of recovering torque, and [0022] - an automated gearbox, with at least two clutches, and capable of receiving the total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other, then a second phase in which the clutches transfer the total torque to each other.
  • This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, during the entire first phase, when the second driving machine cannot provide a second torque, in triggering an imposition on the first driving machine to provide, in addition to its first torque, an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for torque recovery by the second driving machine increased by this additional torque.
  • the invention also provides a land vehicle, possibly of the automobile type, and comprising:
  • a powertrain comprising first and second thermal and non-thermal drive machines respectively and capable of providing for drive wheels respectively first and second torques together forming a total torque, the second drive machine also being capable of recovering torque,
  • an automated gearbox with at least two clutches, and capable of receiving the total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other, then a second phase in which the clutches transfer the total torque to each other, and
  • FIG. 1 schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a control device according to the invention, and a transmission chain with automated gearbox and hybrid GMP and associated with a supervision computer,
  • FIG. 2 schematically and functionally illustrates an exemplary embodiment of a supervision calculator comprising an exemplary embodiment of a control device according to the invention
  • FIG. 3 schematically illustrates an example of an algorithm implementing a control method according to the invention.
  • the invention aims in particular to propose a control method, and an associated DC3 control device, intended to allow control, in a land vehicle V comprising a hybrid powertrain (or GMP) and an automated gearbox BV, of the total torque supplied by this GMP during an upward gear change (n to n+1).
  • GMP hybrid powertrain
  • BV automated gearbox
  • the land vehicle V is of the automobile type.
  • it is a car, as illustrated in FIG. 1.
  • the invention is not limited to this type of land vehicle. It in fact concerns any type of land vehicle comprising a hybrid GMP transmission chain and automated gearbox. Thus, it concerns in particular utility vehicles, campers, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and tracked machinery, for example.
  • the GMP is thermal and electric. It therefore comprises at least a first thermal drive machine MM1 and at least one second electric drive machine MM2.
  • the invention is not limited to this type of GMP. It in fact concerns all GMPs comprising first and second drive machines, respectively thermal and non-thermal, and capable of providing for drive wheels respectively first and second torques forming together a total torque.
  • the second electric motor MM2 is associated with at least one rechargeable battery BP (called main or traction). But it could be associated with a fuel cell (for example hydrogen).
  • the automated gearbox BV is a dual-clutch gearbox (or DCT).
  • DCT dual-clutch gearbox
  • the invention is not limited to this type of automated gearbox. It in fact concerns all automated gearboxes comprising at least two clutches.
  • the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.
  • FIG. 1 schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (here thermal and electric) and automated BV gearbox, a supervision computer CS, a rechargeable main (or traction) battery BP, and a control device DC3 according to the invention.
  • the transmission chain also comprises, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, and a transmission shaft AT.
  • the first (thermal) motor machine MM1 comprises a crankshaft (not shown) which is fixedly secured to the motor shaft AM in order to drive the latter (AM) in rotation.
  • This first motor machine MM1 is capable of operating according to a first speed in order to provide a first couple d defined by a first motor instruction, for example determined by the CS supervision calculator.
  • the first driving machine MM1 is capable of being coupled to the gearbox BV, via at least the first coupling device DC1.
  • the latter (DC1) is capable of delivering a torque from the first torque c1, in particular for at least one train T1 of driving wheels, when it is in its coupled position and therefore when it couples the thermal driving machine MM1 to the gearbox BV.
  • the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.
  • the train T1 can be located in the front part PW of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) DV. But in a variant this train T1 could be the one referenced T2 which is located in the rear part PRV of the vehicle V.
  • the second (non-thermal (here electric)) driving machine MM2 is capable of providing for the driving wheels of the vehicle V a second torque c2 defined by a second driving instruction, for example determined by the supervision computer CS.
  • the second driving machine MM2 is, here, installed between the first coupling device DC1 and the gearbox BV. It therefore provides a second torque c2 for the train T1. But in a variant it could provide a second torque c2 for the train T2.
  • the first coupling device DC1 when the first coupling device DC1 has been placed in its coupled state (or completely closed) and the first driving machine MM1 is operating (and therefore at a first non-zero speed to provide the first torque c1), the first coupling device DC1 delivers a torque which is added to a possible second torque c2 provided, upstream of the gearbox BV, by the second driving machine MM2 when it is supplied (here) with electrical energy (here) by the battery main BP.
  • the first coupling device DC1 has been placed in its decoupled state (or fully open) only the second driving machine MM2 can provide a second torque c2 upstream of the gearbox BV in a purely electric driving phase.
  • the second driving machine MM2 is also capable of recovering a third torque c3 in the vehicle V. This is particularly the case here in a regenerative (or regenerative) braking phase, and in this case the third recovered torque c3 can be used to recharge the main battery BP associated with the second driving machine MM2. But the recovery can also be done on a part of the first torque c1 provided by the first driving machine MM1, as will be seen later.
  • the main battery BP may be of the cellular type.
  • it comprises electrical energy storage cells, possibly electrochemical (such as for example lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type cells).
  • this main battery BP may be of the 450 V type. But this is not an obligation. Indeed, it could alternatively be of the 48 V or 600 V type, for example.
  • the gearbox BV being automated (and therefore comprising at least two clutches), when it has to carry out a change from an nth gear having an nth gear ratio d n to an (n+1)th gear having an (n+1)th gear ratio d n +i lower than the nth gear ratio d n (i.e. d n > d n +i), it proceeds in two phases. In a first phase it prepares the two clutches concerned to transfer the total torque and which is provided by the GMP, then in a second phase it actually carries out the transfer of the total torque and between the two clutches.
  • the transmission chain also comprises a second coupling device DC2 installed downstream of the first coupling device DC1 and electric motor MM2 and upstream of the gearbox BV. But this is not an obligation.
  • the first coupling device DC1, the second coupling device DC2, the electric motor MM2 and the gearbox BV are part of a gearbox assembly EBV. But this is not an obligation.
  • the invention proposes in particular a control method intended to allow control of the total torque and which is provided by the GMP during an upward gear change (n to n+1) in the BV gearbox.
  • This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP), and at least one memory MD.
  • This control device DC3 can therefore be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). For example, it can be a microcontroller.
  • the MD memory is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method.
  • the processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections.
  • An integrated (or printed) circuit is understood to mean any type of device capable of performing at least one electrical or electronic operation.
  • the control device DC3 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC3 could comprise its own dedicated computer, which can then be coupled to the supervision computer CS, or could be part of another computer embedded in the vehicle V and providing at least one other function, for example.
  • the (control) method according to the invention comprises a step 10-20 which is implemented each time an upward gear change (n to n+1) must be carried out in the gearbox BV.
  • Step 10-20 of the method comprises a substep 20 in which, during the entire first phase of an upward gear change, when the second driving machine MM2 cannot provide a second torque c2, the first driving machine MM1 is required (for example, the control device DC3 triggers the requirement) to provide (supply) in addition to its first torque c1 an additional torque ca by generating a torque recovery request by the second driving machine MM2 increased by this additional torque ca.
  • the latter (ca) is determined (for example, by the control device DC3) so as to at least partially compensate for the loss of torque pc which is induced by the change in gear ratio (from d n to d n +i, with d n > d n +i).
  • the first drive machine MM1 provides additional torque ac in an anticipatory manner in the first phase (torque transfer preparation), and therefore the total torque which is provided to the primary shaft AP upstream of the clutches of the gearbox BV during the second phase (torque transfer) is now sufficient to compensate for the change in gear ratio. There is therefore no longer any risk of ending up with a loss of torque at the wheels during the second phase of an upshift, which significantly improves the quality of the upshift.
  • the additional torque ca which is recovered by the second driving machine MM2 during the first phase (and therefore which constitutes a third torque c3), can, for example, be (here) converted by the second MM2 driving machine in electric current allowing the main BP battery to be recharged.
  • step 10-20 may include a sub-step 10 in which one (for example the control device DC3) can determine the additional torque ca to be provided by the first drive machine MM1 as a function of the torque loss pc induced by the change in gear ratio.
  • one for example the control device DC3
  • the control device DC3 can determine the additional torque ca to be provided by the first drive machine MM1 as a function of the torque loss pc induced by the change in gear ratio.
  • step 20 of step 10-20 it is possible to impose (for example the control device DC3 can trigger the imposition) on the first driving machine MM1 to provide (to provide) an additional torque ca which fully compensates for the loss of torque pc. But this is not an obligation. Indeed, the additional torque ca could only partially compensate for the loss of torque pc. For example, it is possible to envisage choosing partial compensation when an economical driving mode has been selected in the vehicle V.
  • the additional torque ca (partially or totally compensating for the loss of torque pc) can be determined in sub-step 10 (for example by the control device DC3).
  • sub-step 20 of step 10-20 it is possible to impose (for example the control device DC3 can trigger the imposition) on the first driving machine MM1 to provide (to provide) an additional torque ca which is variable between two values.
  • This is then referred to as filtering of the additional torque ca carried out for example by the control device DC3.
  • the additional torque ca preferably varies in an increasing manner between the two aforementioned values, in order to allow the first driving machine MM1 to gradually increase the first torque c1 which it provides.
  • the two values between which the additional torque ca must vary can be determined in sub-step 10 (for example by the control device DC3).
  • the determined additional torque ca could have a single value (function of the partial or total compensation of the loss of torque pc).
  • the first driving machine MM1 is forced to immediately provide a first torque c1 increased by the value of the additional torque ca.
  • step 20 of step 10-20 when the additional torque ca must vary, its variation can be done in a linear increasing manner. But in an alternative embodiment, its variation could be done in a parabolic increasing manner (or according to any other faster growing function (of type x n with n > 2)).
  • the supervision computer CS (or the computer of the control device DC3) can also comprise a mass memory MM1, in particular for storing each loss of torque pc and each additional torque ca associated with the latter (pc), as well as any intermediate data involved in all its calculations and processing.
  • this supervision computer CS (or the computer of the control device DC3) can also comprise an input interface IE for receiving each loss of torque pc, for using it in calculations or processing, possibly after having formatted and/or demodulated and/or amplified it, in a manner known per se, by means of a digital signal processor PR2.
  • this supervision computer CS (or the computer of the control device DC3) can also comprise an output interface IS, in particular for delivering each message containing the determined additional torque ca.
  • the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the total torque in the vehicle V and which is provided during an upward gear change (n to n+1).

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

Abstract

The invention relates to a control method implemented in a vehicle comprising combustion and non-combustion first and second prime movers and delivering first and second torques that together form a total torque, and an automatic gearbox capable of changing from a nth gear having a nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio by carrying out a first phase of preparing the relevant clutches with the transfer of the total torque and then a second phase of transferring the total torque. This method comprises a step (10-20) in which, throughout the entire first phase, when the second prime mover cannot provide any second torque, the first prime mover is required also to deliver an additional torque that compensates for the loss of torque brought about by the change in gear ratio by generating a request for torque recovery by the second prime mover plus this additional torque.

Description

DESCRIPTION DESCRIPTION

TITRE : CONTRÔLE DU COUPLE FOURNI PAR UN GMP HYBRIDE D’UN VÉHICULE TERRESTRE LORS D’UN CHANGEMENT DE RAPPORT MONTANT D’UNE BOÎTE AUTOMATISÉE TITLE: CONTROL OF THE TORQUE PROVIDED BY A HYBRID GMP OF A LAND VEHICLE DURING AN UPWARD GEAR CHANGE OF AN AUTOMATED GEARBOX

La présente invention revendique la priorité de la demande française N°2305791 déposée le 08.06.2023 dont le contenu (texte, dessins et revendications) est ici incorporé par référence. The present invention claims priority from French application No. 2305791 filed on 08.06.2023, the content of which (text, drawings and claims) is incorporated herein by reference.

Domaine technique de l’invention Technical field of the invention

[0001] L’invention concerne les véhicules terrestres comprenant un groupe motopropulseur (ou GMP) hybride et une boîte de vitesses automatisée, et plus précisément le contrôle des couples devant être fournis par les machines motrices de tels GMPs lors d’un changement de rapport montant (de n à n+1 ). [0001] The invention relates to land vehicles comprising a hybrid powertrain (or GMP) and an automated gearbox, and more specifically to the control of the torques to be provided by the driving machines of such GMPs during an upward gear change (from n to n+1).

Etat de la technique State of the art

[0002] Certains véhicules terrestres, éventuellement de type automobile, comprennent un groupe motopropulseur (ou GMP) hybride et une boîte de vitesses automatisée (éventuellement à double embrayage (ou DCT (« Dual Clutch Transmission »))). [0002] Certain land vehicles, possibly of the automobile type, include a hybrid powertrain (or GMP) and an automated gearbox (possibly with a dual clutch (or DCT (“Dual Clutch Transmission”)).

[0003] On entend ici par « GMP hybride » un GMP comportant une première machine motrice thermique et propre à fournir à des roues motrices un premier couple, et au moins une seconde machine motrice non thermique et propre non seulement à fournir à des roues motrices un deuxième couple, formant avec le premier couple un couple total (ou « couple aux roues »), mais aussi à récupérer du couple dans son véhicule. [0003] Here, the term “hybrid GMP” means a GMP comprising a first thermal drive machine capable of providing a first torque to the drive wheels, and at least one second non-thermal drive machine capable not only of providing a second torque to the drive wheels, forming with the first torque a total torque (or “wheel torque”), but also of recovering torque in its vehicle.

[0004] On notera que dans ce type de GMP la seconde machine motrice non thermique est généralement une machine électrique associée à une batterie ou à une pile à combustible (par exemple à hydrogène). Mais cela n’est pas une obligation. [0005] Comme le sait l’homme de l’art, lorsqu’une boîte de vitesses automatisée (et donc à au moins deux embrayages) doit réaliser un changement d’un nième rapport ayant une nième démultiplication dn à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication dn+i inférieure à la nième démultiplication dn (soit dn > dn+i ), elle procède en deux phases. Dans une première phase elle prépare les deux embrayages concernés à se transférer le couple total fourni par le GMP, puis dans une seconde phase elle réalise effectivement le transfert du couple total entre les deux embrayages. [0004] It should be noted that in this type of GMP the second non-thermal driving machine is generally an electric machine associated with a battery or a fuel cell (for example hydrogen). But this is not an obligation. [0005] As is known to those skilled in the art, when an automated gearbox (and therefore with at least two clutches) must perform a change from an nth gear having an nth gear ratio d n to an (n+1)th gear having an (n+1)th gear ratio d n +i lower than the nth gear ratio d n (i.e. d n > d n +i ), it proceeds in two phases. In a first phase it prepares the two clutches concerned to transfer the total torque provided by the GMP, then in a second phase it actually performs the transfer of the total torque between the two clutches.

[0006] Lors de la seconde phase, pour que le couple aux roues demeure constant, on a besoin d’une augmentation rapide du couple total que reçoit l’arbre primaire de la boîte de vitesses en amont des embrayages afin de compenser la perte de couple qui est induite par le changement de démultiplication (de dn à dn+i, avec dn > dn+i). Actuellement, cette augmentation du couple total est effectuée par un apport de couple soit par la seconde machine motrice, soit par la première machine motrice lorsque la seconde machine motrice n’est pas en capacité de le faire (par exemple du fait que la batterie associée est trop faiblement chargée). [0006] During the second phase, in order for the torque at the wheels to remain constant, a rapid increase in the total torque received by the primary shaft of the gearbox upstream of the clutches is required in order to compensate for the loss of torque induced by the change in gear ratio (from d n to d n +i, with d n > d n +i). Currently, this increase in the total torque is carried out by a torque input either by the second drive machine or by the first drive machine when the second drive machine is not able to do so (for example because the associated battery is too weakly charged).

[0007] Un inconvénient de ce mode de changement de rapport montant (n vers n+1 ) réside dans le fait que l’apport de couple effectué par la première machine motrice n’est pas suffisamment rapide au regard de la dynamique nécessaire à la phase de transfert de couple, contrairement à l’apport de couple effectué par la seconde machine motrice qui est très rapide. Par conséquent, lorsque la seconde machine motrice n’est pas en capacité de faire l’apport de couple, le couple total fourni à l’arbre primaire en amont des embrayages n’est pas suffisant pour compenser le changement de démultiplication, et donc on se retrouve avec une perte de couple aux roues pendant le changement de rapport montant, ce qui nuit à la qualité de ce changement et est ressenti par les passagers du véhicule. [0007] A disadvantage of this mode of upshifting (n to n+1) lies in the fact that the torque input made by the first drive machine is not fast enough with regard to the dynamics required for the torque transfer phase, unlike the torque input made by the second drive machine which is very fast. Consequently, when the second drive machine is not able to provide the torque input, the total torque supplied to the primary shaft upstream of the clutches is not sufficient to compensate for the change in gear ratio, and therefore there is a loss of torque at the wheels during the upshift, which is detrimental to the quality of this change and is felt by the passengers of the vehicle.

[0008] L’invention a donc notamment pour but d’améliorer la situation. [0008] The invention therefore aims in particular to improve the situation.

Présentation de l’invention [0009] Elle propose notamment à cet effet un procédé de contrôle destiné à être mis en œuvre dans un véhicule terrestre comprenant : Presentation of the invention [0009] It proposes in particular for this purpose a control method intended to be implemented in a land vehicle comprising:

[0010] - un groupe motopropulseur comportant des première et seconde machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total, la seconde machine motrice étant aussi propre à récupérer du couple, et [0010] - a powertrain comprising first and second thermal and non-thermal drive machines respectively and capable of providing for drive wheels respectively first and second torques together forming a total torque, the second drive machine also being capable of recovering torque, and

[0011] - une boîte de vitesses automatisée, à au moins deux embrayages, et propre à recevoir le couple total et à réaliser un changement, d’un nième rapport ayant une nième démultiplication à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication inférieure à la nième démultiplication, en effectuant une première phase dans laquelle elle prépare les embrayages concernés à se transférer le couple total puis une seconde phase dans laquelle les embrayages se transfèrent le couple total. [0011] - an automated gearbox, with at least two clutches, and capable of receiving the total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other, then a second phase in which the clutches transfer the total torque to each other.

[0012] Ce procédé de contrôle se caractérise par le fait qu’il comprend une étape dans laquelle pendant toute la première phase, lorsque la seconde machine motrice ne peut pas fournir de deuxième couple, on impose à la première machine motrice de fournir en complément de son premier couple un couple additionnel compensant au moins partiellement une perte de couple induite par le changement de démultiplication en générant une demande de récupération de couple par la seconde machine motrice augmentée de ce couple additionnel. [0012] This control method is characterized by the fact that it comprises a step in which during the entire first phase, when the second drive machine cannot provide a second torque, the first drive machine is required to provide, in addition to its first torque, an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for torque recovery by the second drive machine increased by this additional torque.

[0013] Grâce à l’invention, lorsque la seconde machine motrice n’est pas en capacité de fournir du couple, la première machine motrice fourni un couple additionnel de façon anticipative dans la première phase, et donc le couple total fourni en amont des embrayages de la boîte de vitesses pendant la seconde phase est désormais suffisant pour compenser le changement de démultiplication, ce qui améliore notablement la qualité du changement de rapport montant. [0013] Thanks to the invention, when the second drive machine is not capable of providing torque, the first drive machine provides additional torque in an anticipatory manner in the first phase, and therefore the total torque provided upstream of the clutches of the gearbox during the second phase is now sufficient to compensate for the change in gear ratio, which significantly improves the quality of the upshift.

[0014] Le procédé de contrôle selon l’invention peut comporter d’autres caractéristiques qui peuvent être prises séparément ou en combinaison, et notamment : [0015] - dans son étape, on peut imposer à la première machine motrice de fournir un couple additionnel compensant totalement la perte de couple ; [0014] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular: [0015] - in its step, the first driving machine can be required to provide additional torque fully compensating for the loss of torque;

[0016] - dans son étape, on peut imposer la fourniture d’un couple additionnel variable ; [0016] - in its step, it is possible to impose the supply of a variable additional torque;

[0017] - en présence de la dernière option, dans son étape, le couple additionnel peut varier de façon linéaire croissante ; [0017] - in the presence of the last option, in its step, the additional torque can vary in a linearly increasing manner;

[0018] - en variante, en présence de la dernière option, dans son étape, le couple additionnel peut varier de façon parabolique croissante. [0018] - alternatively, in the presence of the last option, in its step, the additional torque can vary in an increasing parabolic manner.

[0019] L’invention propose également un produit programme d’ordinateur comprenant un jeu d’instructions qui, lorsqu’il est exécuté par des moyens de traitement, est propre à mettre en œuvre un procédé de contrôle du type de celui présenté ci-avant, dans un véhicule terrestre comprenant, d’une part, un groupe motopropulseur comportant des première et seconde machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total, la seconde machine motrice étant aussi propre à récupérer du couple, et, d’autre part, une boîte de vitesses automatisée, à au moins deux embrayages, et propre à recevoir le couple total et à réaliser un changement, d’un nième rapport ayant une nième démultiplication à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication inférieure à la nième démultiplication, en effectuant une première phase dans laquelle elle prépare les embrayages concernés à se transférer le couple total puis une seconde phase dans laquelle les embrayages se transfèrent le couple total, pour contrôler le couple total fourni pendant le changement de rapport. [0019] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a land vehicle comprising, on the one hand, a powertrain comprising first and second respectively thermal and non-thermal drive machines and capable of providing for drive wheels respectively first and second torques together forming a total torque, the second drive machine also being capable of recovering torque, and, on the other hand, an automated gearbox, with at least two clutches, and capable of receiving the total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having a (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other then a second phase in which the clutches transfer the total torque to each other, to control the torque total provided during gear change.

[0020] L’invention propose également un dispositif de contrôle destiné à équiper un véhicule terrestre comprenant : [0020] The invention also proposes a control device intended to equip a land vehicle comprising:

[0021] - un groupe motopropulseur comportant des première et seconde machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total, la seconde machine motrice étant aussi propre à récupérer du couple, et [0022] - une boîte de vitesses automatisée, à au moins deux embrayages, et propre à recevoir le couple total et à réaliser un changement, d’un nième rapport ayant une nième démultiplication à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication inférieure à la nième démultiplication, en effectuant une première phase dans laquelle elle prépare les embrayages concernés à se transférer le couple total puis une seconde phase dans laquelle les embrayages se transfèrent le couple total. [0021] - a powertrain comprising first and second thermal and non-thermal drive machines respectively and capable of providing for drive wheels respectively first and second torques together forming a total torque, the second drive machine also being capable of recovering torque, and [0022] - an automated gearbox, with at least two clutches, and capable of receiving the total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other, then a second phase in which the clutches transfer the total torque to each other.

[0023] Ce dispositif de contrôle se caractérise par le fait qu’il comprend au moins un processeur et au moins une mémoire agencés pour effectuer les opérations consistant, pendant toute la première phase, lorsque la seconde machine motrice ne peut pas fournir de deuxième couple, à déclencher une imposition à la première machine motrice de fourniture en complément de son premier couple d’un couple additionnel compensant au moins partiellement une perte de couple induite par le changement de démultiplication en générant une demande de récupération de couple par la seconde machine motrice augmentée de ce couple additionnel. [0023] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, during the entire first phase, when the second driving machine cannot provide a second torque, in triggering an imposition on the first driving machine to provide, in addition to its first torque, an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for torque recovery by the second driving machine increased by this additional torque.

[0024] L’invention propose également un véhicule terrestre, éventuellement de type automobile, et comprenant : [0024] The invention also provides a land vehicle, possibly of the automobile type, and comprising:

[0025] - un groupe motopropulseur comportant des première et seconde machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total, la seconde machine motrice étant aussi propre à récupérer du couple, [0025] - a powertrain comprising first and second thermal and non-thermal drive machines respectively and capable of providing for drive wheels respectively first and second torques together forming a total torque, the second drive machine also being capable of recovering torque,

[0026] - une boîte de vitesses automatisée, à au moins deux embrayages, et propre à recevoir le couple total et à réaliser un changement, d’un nième rapport ayant une nième démultiplication à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication inférieure à la nième démultiplication, en effectuant une première phase dans laquelle elle prépare les embrayages concernés à se transférer le couple total puis une seconde phase dans laquelle les embrayages se transfèrent le couple total, et [0026] - an automated gearbox, with at least two clutches, and capable of receiving the total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other, then a second phase in which the clutches transfer the total torque to each other, and

[0027] - un dispositif de contrôle du type de celui présenté ci-avant. Brève description des figures [0027] - a control device of the type presented above. Brief description of the figures

[0028] D’autres caractéristiques et avantages de l’invention apparaîtront à l’examen de la description détaillée ci-après, et des dessins annexés, sur lesquels : [0028] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings, in which:

[0029] [Fig. 1] illustre schématiquement et fonctionnellement un exemple de réalisation d’un véhicule terrestre comprenant un dispositif de contrôle selon l’invention, et une chaîne de transmission à boîte de vitesses automatisée et GMP hybride et associé à un calculateur de supervision, [0029] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a control device according to the invention, and a transmission chain with automated gearbox and hybrid GMP and associated with a supervision computer,

[0030] [Fig. 2] illustre schématiquement et fonctionnellement un exemple de réalisation d’un calculateur de supervision comprenant un exemple de réalisation d’un dispositif de contrôle selon l’invention, et [0030] [Fig. 2] schematically and functionally illustrates an exemplary embodiment of a supervision calculator comprising an exemplary embodiment of a control device according to the invention, and

[0031] [Fig. 3] illustre schématiquement un exemple d’algorithme mettant en œuvre un procédé de contrôle selon l’invention. [0031] [Fig. 3] schematically illustrates an example of an algorithm implementing a control method according to the invention.

Description détaillée de l’invention Detailed description of the invention

[0032] L’invention a notamment pour but de proposer un procédé de contrôle, et un dispositif de contrôle DC3 associé, destinés à permettre un contrôle, dans un véhicule terrestre V comprenant un groupe motopropulseur (ou GMP) hybride et une boîte de vitesses BV automatisée, du couple total et fourni par ce GMP lors d’un changement de rapport montant (n vers n+1 ). [0032] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to allow control, in a land vehicle V comprising a hybrid powertrain (or GMP) and an automated gearbox BV, of the total torque supplied by this GMP during an upward gear change (n to n+1).

[0033] Dans ce qui suit, on considère, à titre d’exemple non limitatif, que le véhicule terrestre V est de type automobile. Il s’agit par exemple d’une voiture, comme illustré sur la figure 1 . Mais l’invention n’est pas limitée à ce type de véhicule terrestre. Elle concerne en effet tout type de véhicule terrestre comprenant une chaîne de transmission à GMP hybride et boîte de vitesses automatisée. Ainsi, elle concerne notamment les véhicules utilitaires, les camping-cars, les minibus, les cars, les camions, les motocyclettes, les engins de voirie, les engins de chantier, les engins agricoles, les engins de loisir (motoneige, kart), et les engins à chenille(s), par exemple. [0033] In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. For example, it is a car, as illustrated in FIG. 1. However, the invention is not limited to this type of land vehicle. It in fact concerns any type of land vehicle comprising a hybrid GMP transmission chain and automated gearbox. Thus, it concerns in particular utility vehicles, campers, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and tracked machinery, for example.

[0034] Par ailleurs, on considère dans ce qui suit, à titre d’exemple non limitatif, que le GMP est thermique et électrique. Il comprend donc au moins une première machine motrice MM1 thermique et au moins une seconde machine motrice MM2 électrique. Mais l’invention n’est pas limitée à ce type de GMP. Elle concerne en effet tous les GMPs comportant des première et seconde machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total. [0034] Furthermore, it is considered in the following, by way of non-limiting example, that the GMP is thermal and electric. It therefore comprises at least a first thermal drive machine MM1 and at least one second electric drive machine MM2. However, the invention is not limited to this type of GMP. It in fact concerns all GMPs comprising first and second drive machines, respectively thermal and non-thermal, and capable of providing for drive wheels respectively first and second torques forming together a total torque.

[0035] En outre, on considère dans ce qui suit, à titre d’exemple non limitatif, que la seconde machine motrice MM2 électrique est associée à au moins une batterie rechargeable BP (dite principale ou de traction). Mais elle pourrait être associée à une pile à combustible (par exemple à hydrogène). [0035] Furthermore, it is considered in the following, as a non-limiting example, that the second electric motor MM2 is associated with at least one rechargeable battery BP (called main or traction). But it could be associated with a fuel cell (for example hydrogen).

[0036] De plus, on considère dans ce qui suit, à titre d’exemple non limitatif, que la boîte de vitesses automatisée BV est à double embrayage (ou DCT). Mais l’invention n’est pas limitée à ce type de boîte de vitesses automatisée. Elle concerne en effet toutes les boîtes de vitesses automatisées comprenant au moins deux embrayages. [0036] Furthermore, it is considered in the following, as a non-limiting example, that the automated gearbox BV is a dual-clutch gearbox (or DCT). However, the invention is not limited to this type of automated gearbox. It in fact concerns all automated gearboxes comprising at least two clutches.

[0037] Enfin, la chaîne de transmission pourrait aussi permettre un mode quatre roues motrices (ou 4x4) ou 4x2. [0037] Finally, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0038] On a schématiquement représenté sur la figure 1 un véhicule (terrestre) V comprenant une chaîne de transmission à GMP hybride (ici thermique et électrique) et boîte de vitesses BV automatisée, un calculateur de supervision CS, une batterie principale (ou de traction) BP rechargeable, et un dispositif de contrôle DC3 selon l’invention. [0038] Figure 1 schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (here thermal and electric) and automated BV gearbox, a supervision computer CS, a rechargeable main (or traction) battery BP, and a control device DC3 according to the invention.

[0039] Comme illustré, la chaîne de transmission comprend aussi, ici, un arbre moteur AM, un premier dispositif de couplage DC1 , un second dispositif de couplage DC2, et un arbre de transmission AT. [0039] As illustrated, the transmission chain also comprises, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, and a transmission shaft AT.

[0040] Le fonctionnement de la chaîne de transmission (et donc du GMP) est supervisé par un calculateur de supervision CS. [0040] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision calculator.

[0041] La première machine motrice (thermique) MM1 comprend un vilebrequin (non représenté) qui est solidarisé fixement à l’arbre moteur AM afin d’entraîner ce dernier (AM) en rotation. Cette première machine motrice MM1 est propre à fonctionner selon un premier régime pour fournir un premier couple d défini par une première consigne motrice, par exemple déterminée par le calculateur de supervision CS. [0041] The first (thermal) motor machine MM1 comprises a crankshaft (not shown) which is fixedly secured to the motor shaft AM in order to drive the latter (AM) in rotation. This first motor machine MM1 is capable of operating according to a first speed in order to provide a first couple d defined by a first motor instruction, for example determined by the CS supervision calculator.

[0042] De plus, la première machine motrice MM1 est propre à être couplée à la boîte de vitesses BV, via au moins le premier dispositif de couplage DC1 . Ce dernier (DC1 ) est propre à délivrer un couple issu du premier couple c1 , notamment pour au moins un train T1 de roues motrices, lorsqu’il est dans sa position couplée et donc lorsqu’il couple la machine motrice thermique MM1 à la boîte de vitesses BV. [0042] In addition, the first driving machine MM1 is capable of being coupled to the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is capable of delivering a torque from the first torque c1, in particular for at least one train T1 of driving wheels, when it is in its coupled position and therefore when it couples the thermal driving machine MM1 to the gearbox BV.

[0043] Par exemple, le premier dispositif de couplage DC1 peut être un embrayage à circuit hydraulique. Mais il pourrait être d’un autre type. [0043] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0044] Egalement par exemple, le train T1 peut être situé dans la partie avant PW du véhicule V. Il est de préférence, et comme illustré, couplé à l’arbre de transmission AT via un différentiel (ici avant) DV. Mais dans une variante ce train T1 pourrait être celui référencé T2 qui est situé dans la partie arrière PRV du véhicule V. [0044] Also for example, the train T1 can be located in the front part PW of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) DV. But in a variant this train T1 could be the one referenced T2 which is located in the rear part PRV of the vehicle V.

[0045] La seconde machine motrice (non thermique (ici électrique)) MM2 est propre à fournir pour des roues motrices du véhicule V un deuxième couple c2 défini par une seconde consigne motrice, par exemple déterminée par le calculateur de supervision CS. [0045] The second (non-thermal (here electric)) driving machine MM2 is capable of providing for the driving wheels of the vehicle V a second torque c2 defined by a second driving instruction, for example determined by the supervision computer CS.

[0046] On notera que la somme des premier c1 et deuxième c2 couples fournis par le GMP est égale à un couple total et. [0046] It will be noted that the sum of the first c1 and second c2 pairs provided by the GMP is equal to a total pair and.

[0047] La seconde machine motrice MM2 est, ici, installée entre le premier dispositif de couplage DC1 et la boîte de vitesses BV. Elle fournit donc un deuxième couple c2 pour le train T1. Mais dans une variante elle pourrait fournir un deuxième couple c2 pour le train T2. [0047] The second driving machine MM2 is, here, installed between the first coupling device DC1 and the gearbox BV. It therefore provides a second torque c2 for the train T1. But in a variant it could provide a second torque c2 for the train T2.

[0048] On comprendra que lorsque le premier dispositif de couplage DC1 a été placé dans son état couplé (ou complètement fermé) et que la première machine motrice MM1 est en fonctionnement (et donc à un premier régime non nul pour fournir le premier couple c1 ), le premier dispositif de couplage DC1 délivre un couple qui vient s’ajouter à un éventuel deuxième couple c2 fourni, en amont de la boîte de vitesses BV, par la seconde machine motrice MM2 lorsqu’elle est alimentée (ici) en énergie électrique (ici) par la batterie principale BP. Lorsque le premier dispositif de couplage DC1 a été placé dans son état découplé (ou complètement ouvert), seule la seconde machine motrice MM2 peut fournir un deuxième couple c2 en amont de la boîte de vitesses BV dans une phase de roulage purement électrique. [0048] It will be understood that when the first coupling device DC1 has been placed in its coupled state (or completely closed) and the first driving machine MM1 is operating (and therefore at a first non-zero speed to provide the first torque c1), the first coupling device DC1 delivers a torque which is added to a possible second torque c2 provided, upstream of the gearbox BV, by the second driving machine MM2 when it is supplied (here) with electrical energy (here) by the battery main BP. When the first coupling device DC1 has been placed in its decoupled state (or fully open), only the second driving machine MM2 can provide a second torque c2 upstream of the gearbox BV in a purely electric driving phase.

[0049] La seconde machine motrice MM2 est aussi propre à récupérer un troisième couple c3 dans le véhicule V. C’est notamment ici le cas dans une phase de freinage régénératif (ou récupératif), et dans ce cas le troisième couple c3 récupéré peut servir à recharger la batterie principale BP associée à la seconde machine motrice MM2. Mais la récupération peut aussi se faire sur une partie du premier couple c1 fourni par la première machine motrice MM1 , comme on le verra plus loin. [0049] The second driving machine MM2 is also capable of recovering a third torque c3 in the vehicle V. This is particularly the case here in a regenerative (or regenerative) braking phase, and in this case the third recovered torque c3 can be used to recharge the main battery BP associated with the second driving machine MM2. But the recovery can also be done on a part of the first torque c1 provided by the first driving machine MM1, as will be seen later.

[0050] Par exemple, la batterie principale BP peut être de type cellulaire. Dans ce cas, elle comprend des cellules de stockage d’énergie électrique, éventuellement électrochimiques (comme par exemple des cellules de type lithium-ion (ou Li-ion) ou Ni-Mh ou Ni-Cd). Egalement par exemple, cette batterie principale BP peut être de type 450 V. Mais cela n’est pas une obligation. En effet, elle pourrait en variante être de type 48 V ou 600 V, par exemple. [0050] For example, the main battery BP may be of the cellular type. In this case, it comprises electrical energy storage cells, possibly electrochemical (such as for example lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type cells). Also for example, this main battery BP may be of the 450 V type. But this is not an obligation. Indeed, it could alternatively be of the 48 V or 600 V type, for example.

[0051] La boîte de vitesses BV étant automatisée (et donc comportant au moins deux embrayages), lorsqu’elle doit réaliser un changement d’un nième rapport ayant une nième démultiplication dn à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication dn+i inférieure à la nième démultiplication dn (soit dn > dn+i), elle procède en deux phases. Dans une première phase elle prépare les deux embrayages concernés à se transférer le couple total et qui est fourni par le GMP, puis dans une seconde phase elle réalise effectivement le transfert du couple total et entre les deux embrayages. [0051] The gearbox BV being automated (and therefore comprising at least two clutches), when it has to carry out a change from an nth gear having an nth gear ratio d n to an (n+1)th gear having an (n+1)th gear ratio d n +i lower than the nth gear ratio d n (i.e. d n > d n +i), it proceeds in two phases. In a first phase it prepares the two clutches concerned to transfer the total torque and which is provided by the GMP, then in a second phase it actually carries out the transfer of the total torque and between the two clutches.

[0052] On notera que dans l’exemple illustré non limitativement sur la figure 1 la chaîne de transmission comprend aussi un second dispositif de couplage DC2 installé en aval des premier dispositif de couplage DC1 et machine motrice électrique MM2 et en amont de la boîte de vitesses BV. Mais cela n’est pas une obligation. [0053] On notera également que dans l’exemple illustré non limitativement sur la figure 1 le premier dispositif de couplage DC1 , le second dispositif de couplage DC2, la machine motrice électrique MM2 et la boîte de vitesses BV font partie d’un ensemble de boîte de vitesses EBV. Mais cela n’est pas une obligation. [0052] It will be noted that in the example illustrated non-limitingly in FIG. 1, the transmission chain also comprises a second coupling device DC2 installed downstream of the first coupling device DC1 and electric motor MM2 and upstream of the gearbox BV. But this is not an obligation. [0053] It will also be noted that in the example illustrated non-limitingly in FIG. 1, the first coupling device DC1, the second coupling device DC2, the electric motor MM2 and the gearbox BV are part of a gearbox assembly EBV. But this is not an obligation.

[0054] Comme évoqué plus haut, l’invention propose notamment un procédé de contrôle destiné à permettre le contrôle du couple total et qui est fourni par le GMP lors d’un changement de rapport montant (n vers n+1 ) dans la boîte de vitesses BV. [0054] As mentioned above, the invention proposes in particular a control method intended to allow control of the total torque and which is provided by the GMP during an upward gear change (n to n+1) in the BV gearbox.

[0055] Ce procédé (de contrôle) peut être mis en œuvre au moins partiellement par le dispositif de contrôle DC3 (illustré au moins partiellement sur les figures 1 et 2) qui comprend à cet effet au moins un processeur PR1 , par exemple de signal numérique (ou DSP (« Digital Signal Processor »)), et au moins une mémoire MD. Ce dispositif de contrôle DC3 peut donc être réalisé sous la forme d’une combinaison de circuits ou composants électriques ou électroniques (ou « hardware ») et de modules logiciels (ou « software »). A titre d’exemple, il peut s’agir d’un microcontrôleur. [0055] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP), and at least one memory MD. This control device DC3 can therefore be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). For example, it can be a microcontroller.

[0056] La mémoire MD est vive afin de stocker des instructions pour la mise en œuvre par le processeur PR1 d’une partie au moins du procédé de contrôle. Le processeur PR1 peut comprendre des circuits intégrés (ou imprimés), ou bien plusieurs circuits intégrés (ou imprimés) reliés par des connexions filaires ou non filaires. On entend par circuit intégré (ou imprimé) tout type de dispositif apte à effectuer au moins une opération électrique ou électronique. [0056] The MD memory is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of performing at least one electrical or electronic operation.

[0057] Dans l’exemple illustré non limitativement sur les figures 1 et 2, le dispositif de contrôle DC3 fait partie du calculateur de supervision CS. Mais cela n’est pas obligatoire. En effet, le dispositif de contrôle DC3 pourrait comprendre son propre calculateur dédié, lequel peut alors être couplé au calculateur de supervision CS, ou bien pourrait faire partie d’un autre calculateur embarqué dans le véhicule V et assurant au moins une autre fonction, par exemple. [0058] Comme illustré non limitativement sur la figure 3, le procédé (de contrôle), selon l’invention, comprend une étape 10-20 qui est mise en œuvre chaque fois qu’un changement de rapport montant (n vers n+1 ) doit être réalisé dans la boîte de vitesses BV. [0057] In the example illustrated non-limitingly in FIGS. 1 and 2, the control device DC3 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC3 could comprise its own dedicated computer, which can then be coupled to the supervision computer CS, or could be part of another computer embedded in the vehicle V and providing at least one other function, for example. [0058] As illustrated non-limitingly in FIG. 3, the (control) method according to the invention comprises a step 10-20 which is implemented each time an upward gear change (n to n+1) must be carried out in the gearbox BV.

[0059] L’étape 10-20 du procédé comprend une sous-étape 20 dans laquelle, pendant toute la première phase d’un changement de rapport montant, lorsque la seconde machine motrice MM2 ne peut pas fournir de deuxième couple c2, on impose (par exemple le dispositif de contrôle DC3 déclenche l’imposition) à la première machine motrice MM1 de fournir (de fourniture) en complément de son premier couple c1 un (d’un) couple additionnel ca en générant une demande de récupération de couple par la seconde machine motrice MM2 augmentée de ce couple additionnel ca. Ce dernier (ca) est déterminé (par exemple par le dispositif de contrôle DC3) de manière à compenser au moins partiellement la perte de couple pc qui est induite par le changement de démultiplication (de dn à dn+i , avec dn > dn+i). [0059] Step 10-20 of the method comprises a substep 20 in which, during the entire first phase of an upward gear change, when the second driving machine MM2 cannot provide a second torque c2, the first driving machine MM1 is required (for example, the control device DC3 triggers the requirement) to provide (supply) in addition to its first torque c1 an additional torque ca by generating a torque recovery request by the second driving machine MM2 increased by this additional torque ca. The latter (ca) is determined (for example, by the control device DC3) so as to at least partially compensate for the loss of torque pc which is induced by the change in gear ratio (from d n to d n +i, with d n > d n +i).

[0060] En d’autres termes, c’est par la demande de récupération de couple augmentée du couple additionnel ca que la cible de couple moteur augmente en conséquence. [0060] In other words, it is through the increased torque recovery demand of the additional torque ac that the engine torque target increases accordingly.

[0061] Ainsi, lorsque la seconde machine motrice MM2 n’est pas en capacité de fournir du couple, la première machine motrice MM1 fourni un couple additionnel ca de façon anticipative dans la première phase (de préparation de transfert de couple), et donc le couple total et qui est fourni à l’arbre primaire AP en amont des embrayages de la boîte de vitesses BV pendant la seconde phase (de transfert de couple) est désormais suffisant pour compenser le changement de démultiplication. Il n’y a donc plus de risque de se retrouver avec une perte de couple aux roues pendant la seconde phase d’un changement de rapport montant, ce qui améliore notablement la qualité du changement de rapport montant. [0061] Thus, when the second drive machine MM2 is not able to provide torque, the first drive machine MM1 provides additional torque ac in an anticipatory manner in the first phase (torque transfer preparation), and therefore the total torque which is provided to the primary shaft AP upstream of the clutches of the gearbox BV during the second phase (torque transfer) is now sufficient to compensate for the change in gear ratio. There is therefore no longer any risk of ending up with a loss of torque at the wheels during the second phase of an upshift, which significantly improves the quality of the upshift.

[0062] On notera que le couple additionnel ca, qui est récupéré par la seconde machine motrice MM2 pendant la première phase (et donc qui constitue un troisième couple c3), peut, par exemple, être (ici) converti par la seconde machine motrice MM2 en courant électrique permettant de recharger la batterie principale BP. [0062] It will be noted that the additional torque ca, which is recovered by the second driving machine MM2 during the first phase (and therefore which constitutes a third torque c3), can, for example, be (here) converted by the second MM2 driving machine in electric current allowing the main BP battery to be recharged.

[0063] Par exemple, l’étape 10-20 peut comprendre une sous-étape 10 dans laquelle on (par exemple le dispositif de contrôle DC3) peut déterminer le couple additionnel ca devant être apporté par la première machine motrice MM1 en fonction de la perte de couple pc induite par le changement de démultiplication. [0063] For example, step 10-20 may include a sub-step 10 in which one (for example the control device DC3) can determine the additional torque ca to be provided by the first drive machine MM1 as a function of the torque loss pc induced by the change in gear ratio.

[0064] Egalement par exemple, dans la sous-étape 20 de l’étape 10-20 on peut imposer (par exemple le dispositif de contrôle DC3 peut déclencher l’imposition) à la première machine motrice MM1 de fournir (de fourniture) un (d’un) couple additionnel ca qui compense totalement la perte de couple pc. Mais cela n’est pas une obligation. En effet, le couple additionnel ca pourrait ne compenser que partiellement la perte de couple pc. Par exemple, on peut envisager de choisir la compensation partielle lorsqu’un mode de conduite économique a été sélectionné dans le véhicule V. [0064] Also for example, in sub-step 20 of step 10-20 it is possible to impose (for example the control device DC3 can trigger the imposition) on the first driving machine MM1 to provide (to provide) an additional torque ca which fully compensates for the loss of torque pc. But this is not an obligation. Indeed, the additional torque ca could only partially compensate for the loss of torque pc. For example, it is possible to envisage choosing partial compensation when an economical driving mode has been selected in the vehicle V.

[0065] On notera, comme indiqué précédemment que le couple additionnel ca (compensant partiellement ou totalement la perte de couple pc) peut être déterminé dans la sous-étape 10 (par exemple par le dispositif de contrôle DC3). [0065] It will be noted, as indicated previously, that the additional torque ca (partially or totally compensating for the loss of torque pc) can be determined in sub-step 10 (for example by the control device DC3).

[0066] Egalement par exemple, dans la sous-étape 20 de l’étape 10-20 on peut imposer (par exemple le dispositif de contrôle DC3 peut déclencher l’imposition) à la première machine motrice MM1 de fournir (de fourniture) un (d’un) couple additionnel ca qui est variable entre deux valeurs. On parle alors de filtrage du couple additionnel ca effectué par exemple par le dispositif de contrôle DC3. Dans ce cas, le couple additionnel ca varie de préférence de façon croissante entre les deux valeurs précitées, afin de permettre à la première machine motrice MM1 d’augmenter progressivement le premier couple c1 qu’elle fournit. On notera, comme indiqué dans le paragraphe précédent, que les deux valeurs entre lesquelles le couple additionnel ca doit varier peuvent être déterminées dans la sous-étape 10 (par exemple par le dispositif de contrôle DC3). [0067] Mais dans une variante de réalisation, le couple additionnel ca déterminé pourrait avoir une unique valeur (fonction de la compensation partielle ou totale de la perte de couple pc). Dans ce cas, on contraint la première machine motrice MM1 à fournir immédiatement un premier couple c1 augmenté de la valeur du couple additionnel ca. [0066] Also for example, in sub-step 20 of step 10-20 it is possible to impose (for example the control device DC3 can trigger the imposition) on the first driving machine MM1 to provide (to provide) an additional torque ca which is variable between two values. This is then referred to as filtering of the additional torque ca carried out for example by the control device DC3. In this case, the additional torque ca preferably varies in an increasing manner between the two aforementioned values, in order to allow the first driving machine MM1 to gradually increase the first torque c1 which it provides. It will be noted, as indicated in the previous paragraph, that the two values between which the additional torque ca must vary can be determined in sub-step 10 (for example by the control device DC3). [0067] But in an alternative embodiment, the determined additional torque ca could have a single value (function of the partial or total compensation of the loss of torque pc). In this case, the first driving machine MM1 is forced to immediately provide a first torque c1 increased by the value of the additional torque ca.

[0068] Egalement par exemple, dans la sous-étape 20 de l’étape 10-20, lorsque le couple additionnel ca doit varier, sa variation peut se faire de façon linéaire croissante. Mais dans une variante de réalisation, sa variation pourrait se faire de façon parabolique croissante (ou selon toute autre fonction à croissance plus rapide (de type xn avec n > 2)). [0068] Also for example, in sub-step 20 of step 10-20, when the additional torque ca must vary, its variation can be done in a linear increasing manner. But in an alternative embodiment, its variation could be done in a parabolic increasing manner (or according to any other faster growing function (of type x n with n > 2)).

[0069] On notera également, comme illustré non limitativement sur la figure 2, que le calculateur de supervision CS (ou le calculateur du dispositif de contrôle DC3) peut aussi comprendre une mémoire de masse MM1 , notamment pour stocker chaque perte de couple pc et chaque couple additionnel ca associé à cette dernière (pc), ainsi que d’éventuelles données intermédiaires intervenant dans tous ses calculs et traitements. Par ailleurs, ce calculateur de supervision CS (ou le calculateur du dispositif de contrôle DC3) peut aussi comprendre une interface d’entrée IE pour recevoir chaque perte de couple pc, pour l’utiliser dans des calculs ou traitements, éventuellement après l’avoir mise en forme et/ou démodulée et/ou amplifiée, de façon connue en soi, au moyen d’un processeur de signal numérique PR2. De plus, ce calculateur de supervision CS (ou le calculateur du dispositif de contrôle DC3) peut aussi comprendre une interface de sortie IS, notamment pour délivrer chaque message contenant le couple additionnel ca déterminé. [0069] It will also be noted, as illustrated non-limitingly in FIG. 2, that the supervision computer CS (or the computer of the control device DC3) can also comprise a mass memory MM1, in particular for storing each loss of torque pc and each additional torque ca associated with the latter (pc), as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the computer of the control device DC3) can also comprise an input interface IE for receiving each loss of torque pc, for using it in calculations or processing, possibly after having formatted and/or demodulated and/or amplified it, in a manner known per se, by means of a digital signal processor PR2. Furthermore, this supervision computer CS (or the computer of the control device DC3) can also comprise an output interface IS, in particular for delivering each message containing the determined additional torque ca.

[0070] On notera également que l’invention propose aussi un produit programme d’ordinateur (ou programme informatique) comprenant un jeu d’instructions qui, lorsqu’il est exécuté par des moyens de traitement de type circuits électroniques (ou hardware), comme par exemple le processeur PR1 , est propre à mettre en œuvre le procédé de contrôle décrit ci-avant pour contrôler dans le véhicule V le couple total et qui est fourni pendant un changement de rapport montant (n vers n+1 ). [0070] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the total torque in the vehicle V and which is provided during an upward gear change (n to n+1).

Claims

REVENDICATIONS [Revendication 1] Procédé de contrôle pour un véhicule terrestre (V) comprenant i) un groupe motopropulseur comportant des première (MM1 ) et seconde (MM2) machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total, ladite seconde machine motrice (MM2) étant aussi propre à récupérer du couple, et ii) une boîte de vitesses (BV) automatisée, à au moins deux embrayages, et propre à recevoir ledit couple total et à réaliser un changement, d’un nième rapport ayant une nième démultiplication à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication inférieure à ladite nième démultiplication, en effectuant une première phase dans laquelle elle prépare les embrayages concernés à se transférer ledit couple total puis une seconde phase dans laquelle lesdits embrayages se transfèrent ledit couple total, caractérisé en ce qu’il comprend une étape (10-20) dans laquelle pendant toute ladite première phase, lorsque ladite seconde machine motrice (MM2) ne peut pas fournir de deuxième couple, on impose à ladite première machine motrice (MM1 ) de fournir en complément de son premier couple un couple additionnel compensant au moins partiellement une perte de couple induite par le changement de démultiplication en générant une demande de récupération de couple par ladite seconde machine motrice (MM2) augmentée de ce couple additionnel. [Claim 1] Control method for a land vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal drive machines respectively and capable of providing for drive wheels respectively first and second torques together forming a total torque, said second drive machine (MM2) also being capable of recovering torque, and ii) an automated gearbox (BV), with at least two clutches, and capable of receiving said total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having a (n+1)th gear ratio lower than said nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer said total torque to each other then a second phase in which said clutches transfer said total torque to each other, characterized in that it comprises a step (10-20) in which during all of said first phase, when said second drive machine (MM2) is not cannot provide a second torque, said first drive machine (MM1) is required to provide, in addition to its first torque, an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for torque recovery by said second drive machine (MM2) increased by this additional torque. [Revendication 2] Procédé selon la revendication 1 , caractérisé en ce que dans ladite étape (10-20) on impose à ladite première machine motrice (MM1 ) de fournir un couple additionnel compensant totalement ladite perte de couple. [Claim 2] Method according to claim 1, characterized in that in said step (10-20) said first drive machine (MM1) is required to provide an additional torque fully compensating for said loss of torque. [Revendication 3] Procédé selon la revendication 1 ou 2, caractérisé en ce que dans ladite étape (10-20) on impose la fourniture d’un couple additionnel variable. [Claim 3] Method according to claim 1 or 2, characterized in that in said step (10-20) the supply of a variable additional torque is imposed. [Revendication 4] Procédé selon la revendication 3, caractérisé en ce que dans ladite étape (10-20) ledit couple additionnel varie de façon linéaire croissante. [Claim 4] Method according to claim 3, characterized in that in said step (10-20) said additional torque varies in a linearly increasing manner. [Revendication 5] Procédé selon la revendication 3, caractérisé en ce que dans ladite étape (10-20) ledit couple additionnel varie de façon parabolique croissante. [Claim 5] Method according to claim 3, characterized in that in said step (10-20) said additional torque varies parabolically. growing. [Revendication 6] Produit programme d’ordinateur comprenant un jeu d’instructions qui, lorsqu’il est exécuté par des moyens de traitement, est propre à mettre en œuvre le procédé de contrôle selon l’une des revendications 1 à 5, dans un véhicule terrestre (V) comprenant i) un groupe motopropulseur comportant des première (MM1 ) et seconde (MM2) machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total, ladite seconde machine motrice (MM2) étant aussi propre à récupérer du couple, et ii) une boîte de vitesses (BV) automatisée, à au moins deux embrayages, et propre à recevoir ledit couple total et à réaliser un changement, d’un nième rapport ayant une nième démultiplication à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication inférieure à ladite nième démultiplication, en effectuant une première phase dans laquelle elle prépare les embrayages concernés à se transférer ledit couple total puis une seconde phase dans laquelle lesdits embrayages se transfèrent ledit couple total, pour contrôler le couple total fourni pendant ledit changement. [Claim 6] Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 5, in a land vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) respectively thermal and non-thermal drive machines and capable of providing for drive wheels respectively first and second torques together forming a total torque, said second drive machine (MM2) also being capable of recovering torque, and ii) an automated gearbox (BV), with at least two clutches, and capable of receiving said total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having a (n+1)th gear ratio lower than said nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer said total torque to each other then a second phase in which said clutches transfer said total torque, to control the total torque supplied during said shift. [Revendication 7] Dispositif de contrôle (DC3) pour un véhicule terrestre (V) comprenant i) un groupe motopropulseur comportant des première (MM1 ) et seconde (MM2) machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total, ladite seconde machine motrice (MM2) étant aussi propre à récupérer du couple, et ii) une boîte de vitesses (BV) automatisée, à au moins deux embrayages, et propre à recevoir ledit couple total et à réaliser un changement, d’un nième rapport ayant une nième démultiplication à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication inférieure à ladite nième démultiplication, en effectuant une première phase dans laquelle elle prépare les embrayages concernés à se transférer ledit couple total puis une seconde phase dans laquelle lesdits embrayages se transfèrent ledit couple total, caractérisé en ce qu’il comprend au moins un processeur (PR1 ) et au moins une mémoire (MD) agencés pour effectuer les opérations consistant, pendant toute ladite première phase, lorsque ladite seconde machine motrice (MM2) ne peut pas fournir de deuxième couple, à déclencher une imposition à ladite première machine motrice (MM1 ) de fourniture en complément de son premier couple d’un couple additionnel compensant au moins partiellement une perte de couple induite par le changement de démultiplication en générant une demande de récupération de couple par ladite seconde machine motrice (MM2) augmentée de ce couple additionnel. [Claim 7] Control device (DC3) for a land vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) respectively thermal and non-thermal drive machines and capable of providing for drive wheels respectively first and second torques together forming a total torque, said second drive machine (MM2) also being capable of recovering torque, and ii) an automated gearbox (BV), with at least two clutches, and capable of receiving said total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having a (n+1)th gear ratio lower than said nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer said total torque to each other then a second phase in which said clutches transfer said total torque to each other, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the following operations: operations consisting, during the whole of said first phase, when said second driving machine (MM2) cannot provide second torque, to trigger an imposition on said first driving machine (MM1) to supply in addition to its first torque an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for torque recovery by said second driving machine (MM2) increased by this additional torque. [Revendication 8] Véhicule terrestre (V) comprenant i) un groupe motopropulseur comportant des première (MM1 ) et seconde (MM2) machines motrices respectivement thermique et non thermique et propres à fournir pour des roues motrices respectivement des premier et deuxième couples formant ensemble un couple total, ladite seconde machine motrice (MM2) étant aussi propre à récupérer du couple, et ii) une boîte de vitesses (BV) automatisée, à au moins deux embrayages, et propre à recevoir ledit couple total et à réaliser un changement, d’un nième rapport ayant une nième démultiplication à un (n+1 )ième rapport ayant une (n+1 )ième démultiplication inférieure à ladite nième démultiplication, en effectuant une première phase dans laquelle elle prépare les embrayages concernés à se transférer ledit couple total puis une seconde phase dans laquelle lesdits embrayages se transfèrent ledit couple total, caractérisé en ce qu’il comprend en outre un dispositif de contrôle (DC3) selon la revendication 7. [Claim 8] Land vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal drive machines respectively and capable of providing for drive wheels respectively first and second torques together forming a total torque, said second drive machine (MM2) also being capable of recovering torque, and ii) an automated gearbox (BV), with at least two clutches, and capable of receiving said total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having a (n+1)th gear ratio lower than said nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer said total torque to each other and then a second phase in which said clutches transfer said total torque to each other, characterized in that it further comprises a control device (DC3) according to claim 7. [Revendication 9] Véhicule terrestre selon la revendication 9, caractérisé en ce qu’il est de type automobile. [Claim 9] Land vehicle according to claim 9, characterized in that it is of the automobile type.
PCT/FR2024/050640 2023-06-08 2024-05-17 Controlling the torque delivered by a hybrid powertrain of a land vehicle during an upward change in gear in an automatic gearbox Ceased WO2024252080A1 (en)

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EP24732346.2A EP4724290A1 (en) 2023-06-08 2024-05-17 Controlling the torque delivered by a hybrid powertrain of a land vehicle during an upward change in gear in an automatic gearbox

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FRFR2305791 2023-06-08
FR2305791A FR3149573B1 (en) 2023-06-08 2023-06-08 CONTROL OF THE TORQUE PROVIDED BY A HYBRID GMP OF A LAND VEHICLE DURING AN UPWARD GEAR CHANGE OF AN AUTOMATED TRANSMISSION

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WO2024252080A1 true WO2024252080A1 (en) 2024-12-12

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2305791A1 (en) 1975-03-26 1976-10-22 Honeywell Inf Systems MEMORY IN DEGRADE MODE
EP2067680A2 (en) * 2007-12-06 2009-06-10 Hitachi Ltd. Vehicle control apparatus and vehicle equipped with the control apparatus
US20120289376A1 (en) * 2011-05-10 2012-11-15 Gm Global Technology Operations, Llc Hybrid vehicle with dual clutch transmission
WO2020143979A1 (en) * 2019-01-10 2020-07-16 Bayerische Motoren Werke Aktiengesellschaft Control unit and method for operating a hybrid drive with a dual clutch transmission
US10807601B1 (en) * 2019-02-22 2020-10-20 Hyundai Motor Company Shift control method for hybrid vehicle having dual clutch transmission

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2305791A1 (en) 1975-03-26 1976-10-22 Honeywell Inf Systems MEMORY IN DEGRADE MODE
EP2067680A2 (en) * 2007-12-06 2009-06-10 Hitachi Ltd. Vehicle control apparatus and vehicle equipped with the control apparatus
US20120289376A1 (en) * 2011-05-10 2012-11-15 Gm Global Technology Operations, Llc Hybrid vehicle with dual clutch transmission
WO2020143979A1 (en) * 2019-01-10 2020-07-16 Bayerische Motoren Werke Aktiengesellschaft Control unit and method for operating a hybrid drive with a dual clutch transmission
US10807601B1 (en) * 2019-02-22 2020-10-20 Hyundai Motor Company Shift control method for hybrid vehicle having dual clutch transmission

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FR3149573B1 (en) 2025-04-25
FR3149573A1 (en) 2024-12-13

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