• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method for controlling a brake energy recovery function of a vehicle (V) having a driver-controlled accelerator pedal and a hybrid transmission chain having a non-thermal and reversible operating engine (MM). . This method comprises a step (10-70) in which the vehicle (V) determines its acceleration at a time t0, and when the vehicle (V) circulates, or is about to circulate, on a downhill lane and that the driver no longer presses on the accelerator pedal, the vehicle (V) determines a braking energy recovery torque to at least partially cancel this determined acceleration, then controls the driving machine (MM) so it recovers the braking energy according to this determined torque.
    公开号:FR3047216A1
    申请号:FR1650795
    申请日:2016-02-02
    公开日:2017-08-04
    发明作者:Vincent Deschamps
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    The invention relates to vehicles, possibly of automobile type, and comprising a conventional braking system and a hybrid transmission chain and a method for controlling the braking energy recovery of a hybrid vehicle in a downhill slope. with braking energy recovery function.
    The term "conventional braking system" is understood here to mean a hydraulic braking system in which the braking force supplied by the driver is transmitted directly, without modulation making it possible to reduce this hydraulic braking in real time in favor of regenerative braking ( for example electric).
    In the aforementioned vehicles, generally of automobile type, when a braking force must be generated due to the presence of a downward slope inducing acceleration while the transmission chain is closed, the driver first lifts the foot the accelerator pedal, which generally induces regenerative braking (or braking energy recovery). This regenerative braking is generally felt by the driver as a motor brake.
    If the driver feels that he needs more braking than that induced by the braking energy recovery function, he must depress the brake pedal, and it is then a hydraulic braking that completes the regenerative braking (possibly with a surplus of electric braking). Hydraulic braking being totally dissipative, the braking energy, which completes the regenerative braking, is totally lost, which is a pity in terms of consumption.
    Moreover, hybrid vehicles equipped with a conventional braking system currently generate, from the point of view of the driver, a much greater engine braking than a purely thermal transmission chain vehicle. This feature is intended to ensure the generation of maximum regenerative braking before the driver bears on the brake pedal and therefore, as explained above, the hydraulic braking energy is completely lost. However, the deceleration induced by the engine brake (and used by the braking energy recovery function) is sometimes badly felt by some drivers. The invention therefore aims in particular to improve the situation, for example to allow an increase in the amplitude of the regenerative braking lever foot of the accelerator pedal in certain situations, such as for example during a taxi on a downward slope.
    It proposes for this purpose a method for controlling a brake energy recovery function of a vehicle comprising a clean accelerator pedal to be controlled by a driver and a hybrid transmission chain comprising a machine. non-thermal drive and reversible operation.
    This method is characterized in that it comprises a step in which the vehicle determines its acceleration at a time to, and, when the vehicle is traveling, or about to circulate, on a downhill taxiway and the driver no longer presses on the accelerator pedal, the vehicle determines a braking energy recovery torque to at least partially cancel this determined acceleration, then controls his prime mover so that it recovers braking energy according to this determined couple.
    Thus, it is possible to improve the recovery of the braking energy when the vehicle is on a downward slope, by allowing the driver not to use hydraulic braking, or to make less use of the hydraulic braking of the vehicle (which depends especially on the recovery capacity of the prime mover).
    The control method according to the invention can comprise other characteristics that can be taken separately or in combination, and in particular: in a first embodiment, the vehicle can determine an acceleration that it would have at a moment to in the presence a pair said standard energy recovery braking in case of lifting the foot of the accelerator pedal, then determine a braking energy recovery torque according to this determined acceleration, then control his driving machine of so that it recovers the braking energy according to this determined torque when the driver actually lifts the foot of the accelerator pedal; the vehicle can determine its acceleration for a moment to equal to a moment in progress, then, if this determined acceleration is greater than a chosen threshold, the vehicle can determine the braking energy recovery torque that is suitable for making the acceleration of the vehicle equal to this acceleration threshold, whereas if this determined acceleration is below the chosen threshold, the vehicle can determine a braking energy recovery torque equal to the standard torque; • the chosen threshold may, for example, be between 0 m.s'2 and 0.5 m.s'2; alternatively, the vehicle can determine its acceleration for a time t0 equal to a current moment, then can determine if its current speed is greater than or equal to a prescribed speed imposed on the taxiway, and if so it may determine a braking energy recovery torque to make its current speed less than or equal to this prescribed speed, while if this current speed is less than this prescribed speed, the vehicle may not use the recovery function braking energy; in a second embodiment, the vehicle can determine its acceleration in progress, at a time t0 equal to a current moment, and then can determine a braking energy recovery torque capable of canceling this determined acceleration to maintain a speed in progress, then can control its prime mover so that it recovers the braking energy according to this determined torque. The invention also proposes a device for controlling a vehicle energy regeneration recovery function comprising an accelerator pedal capable of being controlled by a driver and a hybrid transmission chain comprising a non-thermal driving machine and reversible operation.
    This device is characterized in that it is arranged to determine an acceleration of the vehicle at a time to, and when his vehicle is traveling, or about to circulate, on a downhill taxiway and that the driver more relies on the accelerator pedal, to determine a braking energy recovery torque to at least partially cancel this determined acceleration, then to control the prime mover so that it recovers the braking energy according to this determined couple.
    For example, this device can be arranged to determine an acceleration that its vehicle would have at a time t0 in the presence of a so-called standard torque braking energy recovery in case of lifting the foot of the accelerator pedal, then for determining a braking energy recovery torque as a function of this determined acceleration and then controlling the driving machine so that it recovers the braking energy according to this determined torque when the driver actually lifts the foot of the pedal; accelerator. The invention also proposes a vehicle, possibly of automobile type, and comprising a hybrid transmission chain comprising a non-thermal and reversible operating engine, an accelerator pedal capable of being controlled by a driver, a recovery function of braking energy, and a control device of the type of that presented above. Other features and advantages of the invention will appear on examining the detailed description below, and the accompanying drawings, in which: - Figure 1 schematically and functionally illustrates a vehicle comprising a hybrid transmission chain and a calculator supervisory device comprising a control device according to the invention, and - Figure 2 schematically illustrates an example of an algorithm implementing a control method according to the invention. The object of the invention is in particular to propose a control method, and an associated DC control device, intended to allow control of the braking energy recovery function of a hybrid transmission vehicle V.
    In what follows, by way of non-limiting example, the (hybrid) vehicle V is of automobile type. This is for example a car. But the invention is not limited to this type of hybrid vehicle. It concerns indeed any land vehicle having a hybrid transmission chain intended to produce torque for rotating wheels, a braking energy recovery function and a conventional braking system. Therefore, the invention relates at least to cars, motorcycles, commercial vehicles, coaches (or buses) and trucks.
    The term "conventional braking system" is understood here to mean a hydraulic braking system in which the braking force supplied by the driver is transmitted directly, without modulation making it possible to reduce this hydraulic braking in real time in favor of regenerative braking. .
    Furthermore, here "hybrid transmission chain" means a transmission chain comprising a powertrain (or GMP) comprising at least one heat engine and at least one non-thermal engine.
    FIG. 1 shows schematically a vehicle V comprising a transmission chain comprising a hybrid powertrain (or GMP), a supervision computer CS capable of supervising (or managing) the operation of the GMP, an EM clutch, a BV robotic gearbox, a coupling / decoupling means MC, and a DC control device according to the invention.
    The hybrid GMP comprises in particular an MT heat engine, a non-thermal power engine MM, and energy storage means MS.
    Here is meant by "thermal engine MT" a machine consuming fuel or chemicals.
    Furthermore, the term "non-thermal motor machine MM" here means a machine or a non-thermal motor intended to provide torque for moving a vehicle, either alone or in addition to the heat engine MT. It should be noted that this non-thermal power machine MM may not be coupled to the heat engine MT or may be continuously coupled to the heat engine MT (and in this case it forms with the latter (MT) an independant block) or may be automatically decoupled.
    As an illustrative example, the non-thermal motor machine MM is considered to be an electric machine. But in alternative embodiments it could be a hydraulic machine, a pneumatic machine or a flywheel, since it can control the negative torque she (he) generates.
    The thermal engine MT comprises a crankshaft (not shown) which is fixedly attached to a motor shaft in order to drive the latter in rotation.
    The BV gearbox can be of any type. Therefore it can be a manual gearbox, an automatic gearbox (or BVA) or a manual gearbox (BVMP or DCT (double clutch gearbox)).
    This gearbox BV comprises at least one input shaft (or primary) intended to receive the torque produced by the heat engine MT via the clutch EM, and an output shaft intended to receive this torque via the gear shaft. input to communicate it to a transmission shaft to which it is coupled and which is coupled indirectly to the wheels (here of the front train TV of the vehicle V), preferably via a differential before DV. For example, the clutch EM comprises a flywheel fixedly secured to the drive shaft and a clutch disc fixedly secured to the input shaft of the gearbox BV.
    The electric machine MM is of the reversible type and coupled to the energy storage means MS, possibly via a DC / DC type inverter (not shown). In view of the hypothesis made above, the energy storage means MS are of the electric type. For example, they are low voltage type (for example about 220 V).
    The coupling / decoupling means MC is here responsible for coupling / decoupling the electric machine MM to a transmission shaft to communicate the torque that it produces thanks to the energy stored in the storage means MS. This transmission shaft is responsible for rotating the wheels (here of the rear train TR of the vehicle V), preferably via a rear differential DR. This coupling / decoupling means MC is for example a jaw mechanism or a clutch or a hydraulic torque converter.
    The transmission chain also comprises an electric machine AD (starter or alternator-starter) which is coupled to the heat engine MT, possibly via a freewheel, in particular to launch it during a start. This electric machine AD is also coupled to energy storage means, which are optionally those referenced MS, as shown in non-limiting manner in FIG. 1, but which could be arranged in the form of a battery, for example of a very small type. low voltage (for example 12 V, 24 V or 48 V).
    Furthermore, the vehicle V implements a braking energy recovery function for recovering braking energy via the electric machine MM when the transmission chain is under engine braking and the driver does not press on the accelerator pedal ("foot lift"). This recovery is done through the reversible operation of the electric machine MM. The braking energy, here electrical, which is recovered by the torque of the electric machine MM is stored in the storage means MS.
    The operations of the thermal engine MT, the coupling / decoupling means MC, the electric machine MM and the electric machine AD are here controlled by the supervision computer CS. But they could be controlled by several (at least two) calculators. This control is carried out according to information and instructions provided by on-board electronic equipment in vehicle V, such as for example sensors and computers. For example, the vehicle V may comprise a communication network, possibly of multiplexed type, and allowing on-board electronic equipment (and in particular the supervision computer CS and the on-board computer), which are connected to it, to exchange information and instructions.
    As indicated above, the invention proposes to implement in the vehicle V a control method for enabling the control of its braking energy recovery function in case of lifting of the accelerator pedal.
    Such a method can be implemented by the DC control device. In the nonlimiting example illustrated in FIG. 1, the control device DC is part of the supervision computer CS of the transmission chain. But this is not obligatory. This DC control device could indeed be an independent equipment, possibly coupled to the supervision computer CS. Therefore, the DC control device can be realized in the form of software modules (or computer or "software"), or a combination of electronic circuits (or "hardware") and software modules.
    The control method according to the invention comprises a step in which the vehicle V begins by determining its acceleration a (t0) at a moment to. It is important to understand that this acceleration a (to) is a function, in particular, of the downward slope of the portion of the taxiway on which the vehicle V circulates or is about to circulate.
    It is also important to note that this slope can be determined by at least one sensor embedded in the vehicle V or defined by topographical information provided by a navigation aid device embedded in the vehicle V. Note that this information topographic data may be contained in a database of the navigation aid device or may be transmitted to the latter, for example by a satellite communication network. For example, this navigation aid device can provide the slope of the portion of the taxiway via what is known to those skilled in the art as the electronic horizon.
    Preferably, the acceleration a (to) is determined permanently (i.e. periodically), for a question of responsiveness.
    Then, if two conditions are met, namely that the vehicle V circulates, or is about to circulate, on a downhill lane and that the driver no longer presses on the accelerator pedal, the vehicle V ( and more precisely its (control) device DC) determines a braking energy recovery torque Crf capable of canceling at least partially this determined acceleration a (to). Then, the vehicle V (and more precisely its DC device) controls the electric machine MM so that it recovers the braking energy according to this determined torque crf when the driver actually lifts the foot of the accelerator pedal.
    The variation of the torque Crf is obtained by varying a power supply parameter of the electric machine MM, such as, for example, its supply current or its supply voltage.
    This variation of the torque Crf is intended to adapt the regenerative braking according to the acceleration a (to) when the driver does not press the accelerator pedal and thus the vehicle V is on a downward slope.
    Note that in the absence of control of the braking energy recovery torque by the DC device, the braking energy recovery function requires the electric machine MM to recover the braking energy according to a said torque. standard (or nominal) cs when the driver does not depress the accelerator pedal.
    At least two embodiments can be envisaged.
    In a first embodiment, the vehicle V (and more precisely its DC device) can begin by determining the acceleration a (to) that it would have at an instant to in the presence of the standard torque (or nominal) cs recovered by the MM electric machine when lifting the foot of the accelerator pedal.
    Then, the vehicle V (and more precisely its DC device) can determine a braking energy recovery torque Crf as a function of this determined acceleration a (to). Finally, the vehicle V (and more precisely its DC device) can control the electric machine MM so that it recovers the braking energy according to this determined torque crf.
    For example, the instant to can be equal to the current moment (t). In this case, the vehicle V (and more precisely its DC device) needs to know only the current acceleration a (to = t).
    The latter can, for example, be provided by at least one accelerometer embedded in the vehicle V.
    As a variant, it can be determined from topographic information provided by a navigation aid device on board the vehicle V, and more precisely from the slope that presents the portion of the taxiway on which the vehicle is traveling. V at the instant t in progress (and therefore for its current position).
    Once the vehicle V (and more precisely its DC device) knows the current acceleration a (to = t), it can determine if this determined acceleration a (t0 = t) is greater than a chosen threshold s1. If so, the vehicle V (and more precisely its DC device) can determine the braking energy recovery torque crf which is capable of canceling or at least partially compensating for this determined acceleration a (to = t), then can control the electric machine MM so that it recovers the braking energy according to this determined torque Crf. On the other hand, if this determined acceleration a (t0 = t) is lower than the chosen threshold s1, the vehicle V (and more precisely its DC device) can determine a braking energy recovery torque crf which is equal to the standard torque cs . By way of example, the chosen threshold s1 can be between 0 m.s.sup.2 and 0.5 m.sup.2).
    It will be understood that in this first embodiment, once it has been identified that the downward slope will require an increase in braking if the current speed is to be maintained, the regenerative braking is increased with respect to the standard regenerative braking. (or nominal) in "foot-lift". Note that if the driver wants to accelerate the vehicle V, it can do it by pressing the accelerator pedal.
    In an alternative embodiment of the first mode, once the vehicle V (and more precisely its DC device) knows the acceleration a (to = t) in progress and the speed v (t0 = t) in progress, it can determine if this current speed v (to) is greater than or equal to a prescribed speed imposed on the taxiway. Then, if so, the vehicle V (and more precisely its DC device) can determine a braking energy recovery torque crf that is capable of making its current speed v (t0) less than or equal to this regulatory speed . On the other hand, if this current speed v (to) is less than or equal to this prescribed speed, the vehicle V (and more precisely its DC device) may not use the braking energy recovery function.
    In this variant, a sort of regenerative braking regulation is performed as a function of the acceleration in progress and therefore of the current slope, so that the speed in progress remains less than or equal to the prescribed speed.
    It will be noted that the prescribed speed imposed at time t0 on the taxiway is defined by information that is provided by the on-board navigation aid device in the vehicle V or by a computer embedded in the vehicle V and loaded to analyze the environment of the latter (V), and in particular to read the information on the speed limitation panels, for example by means of at least one front camera.
    In a second embodiment, the vehicle V (and more precisely its DC device) can determine its current acceleration a (t0), at a time t0 which is equal to the current moment (t). This acceleration a (t0) in progress can be obtained in the same way as in the first embodiment (accelerometer (s) embedded (s) or from topographic information). Then, the vehicle V (and more precisely its DC device) can determine a braking energy recovery torque Crf which is adapted to cancel this determined acceleration a (to) to maintain its current speed v (t), and control the electric machine MM so that it recovers the braking energy according to this determined torque Crf.
    In this second embodiment, a kind of closed-loop regulation of the regenerative braking is performed as a function of the current acceleration and therefore of the current slope, in order to maintain the current speed. Note that if the driver wants to accelerate the vehicle V, it can do it by pressing the accelerator pedal.
    FIG. 2 schematically illustrates a nonlimiting example of an algorithm implementing a control method according to the invention. This example corresponds to the first embodiment described above.
    In a sub-step 10, the DC device of a vehicle V determines the acceleration a (t0) that it would have at a time t0 if the driver did not press on the accelerator pedal.
    In a sub-step 20, the DC device can be informed that the driver does not press the accelerator pedal. Note that in a variant this sub-step 20 could occur after the substep 30.
    In a substep 30, the device DC performs a test to determine if this acceleration a (t0) determined in the substep 10 is greater than a chosen threshold s1. In the affirmative (a (to)> s1), the device DC estimates in a substep 40 a braking energy recovery pair Crf which is suitable for canceling this determined acceleration a (to).
    Then, in a substep 50, the device DC controls the electric machine MM so that it recovers the braking energy according to this determined torque crf.
    If the test performed in substep 30 indicates that the acceleration a (to) determined in substep 20 is less than the chosen threshold s1 (ie a (t0) <s1), the DC device determines in a sub-step. step 60 a braking energy recovery couple Crf which is equal to the standard torque cs. Then, in a substep 70, the device DC controls the electric machine MM so that it recovers the braking energy according to this determined torque crf (= cs). The invention advantageously improves the recovery of braking energy when the vehicle is on a downward slope, allowing the driver not to use hydraulic braking.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. A method for controlling a vehicle energy recovery function (V) comprising an accelerator pedal capable of being controlled by a driver and a hybrid transmission chain comprising a non-driving engine (MM). thermal and reversible operation, characterized in that it comprises a step (10-70) wherein said vehicle (V) determines its acceleration at a time to, and when said vehicle (V) circulates, or is about to traveling on a downhill taxiway and said driver no longer pressing said accelerator pedal, said vehicle (V) determines a braking energy recovery torque at least partially canceling said determined acceleration, then controls said driving machine (MM) so that it recovers the braking energy according to said determined torque.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that in said step (10-70) said vehicle (V) determines an acceleration it would have at a time to in the presence of a so-called standard torque energy recovery of braking in the event of lifting of said accelerator pedal, then determines a braking energy recovery torque as a function of said determined acceleration, then controls said driving machine (MM) so that it recovers the energy of braking according to said determined torque when said driver actually lifts the foot of said accelerator pedal.
    [3" id="c-fr-0003]
    3. Method according to claim 2, characterized in that in said step (10-70) said vehicle (V) determines its acceleration for a time t0 equal to a current moment, then, if said determined acceleration is greater than a threshold chosen, said vehicle (V) determines said braking energy recovery torque to make the acceleration of said vehicle (V) equal to said acceleration threshold, whereas if said determined acceleration is less than said chosen threshold, said vehicle ( V) determines a braking energy recovery torque equal to said standard torque.
    [4" id="c-fr-0004]
    4. Method according to claim 3, characterized in that said threshold chosen is between 0 m.s'2 and 0.5 m.s'2.
    [5" id="c-fr-0005]
    5. Method according to claim 2, characterized in that in said step (10-70) said vehicle (V) determines its acceleration for a moment to equal to a current moment, then determines whether its current speed is greater than or equal to at a prescribed speed imposed on said taxiway, determines a braking energy recovery torque capable of making its current speed less than or equal to said prescribed speed, whereas if said current speed is lower than said prescribed speed, said vehicle (V) does not use said braking energy recovery function.
    [6" id="c-fr-0006]
    6. Method according to claim 1, characterized in that in said step (10-70) said vehicle (V) determines its current acceleration, at a time to equal to a current moment, then determines a recovery torque of braking energy capable of canceling said determined acceleration to maintain a running speed, then controlling said driving machine (MM) so that it recovers the braking energy according to said determined torque.
    [7" id="c-fr-0007]
    7. Device (DC) for controlling a brake energy recovery function of a vehicle (V) comprising an accelerator pedal capable of being controlled by a driver and a hybrid transmission chain comprising a prime mover (MM) reversible operation, characterized in that it is arranged to determine an acceleration of said vehicle (V) at a time t0, and when said vehicle (V) circulates, or is about to circulate, on a sloping taxiway descending and said driver no longer presses on said accelerator pedal, to determine a braking energy recovery torque to at least partially cancel said determined acceleration, then to control said prime mover (MM) so that it recovers the braking energy according to said determined torque.
    [8" id="c-fr-0008]
    8. Device according to claim 7, characterized in that it is arranged to determine an acceleration that said vehicle (V) would have at a moment to in the presence of a so-called standard torque braking energy recovery in case of lifting of said accelerator pedal, then to determine a braking energy recovery torque as a function of said determined acceleration, then to control said driving machine (MM) so that it recovers the braking energy according to said determined torque when said driver actually lifts the foot of said accelerator pedal.
    [9" id="c-fr-0009]
    9. Vehicle (V) comprising a hybrid transmission chain comprising a non-thermal and reversible operating engine (MM), an accelerator pedal capable of being controlled by a driver and a braking energy recovery function, characterized in that it further comprises a control device (DC) according to claim 8.
    [10" id="c-fr-0010]
    10. Vehicle according to claim 9, characterized in that it is automotive type.
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    同族专利:
    公开号 | 公开日
    FR3047216B1|2018-02-02|
    WO2017134373A1|2017-08-10|
    引用文献:
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    法律状态:
    2017-01-23| PLFP| Fee payment|Year of fee payment: 2 |
    2017-08-04| PLSC| Publication of the preliminary search report|Effective date: 20170804 |
    2018-01-23| PLFP| Fee payment|Year of fee payment: 3 |
    2020-01-22| PLFP| Fee payment|Year of fee payment: 5 |
    2021-11-12| ST| Notification of lapse|Effective date: 20211005 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1650795A|FR3047216B1|2016-02-02|2016-02-02|METHOD AND DEVICE FOR MONITORING THE FUNCTION OF RECOVERING BRAKING ENERGY OF A HYBRID VEHICLE IN A DOWN SLOPE|
    FR1650795|2016-02-02|FR1650795A| FR3047216B1|2016-02-02|2016-02-02|METHOD AND DEVICE FOR MONITORING THE FUNCTION OF RECOVERING BRAKING ENERGY OF A HYBRID VEHICLE IN A DOWN SLOPE|
    PCT/FR2017/050204| WO2017134373A1|2016-02-02|2017-01-30|Method and device for controlling the braking energy recovery function of a hybrid vehicle on a downward slope|
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