• 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:
    Method for controlling the torque available during gear changes of a power train consisting of a heat engine (Mth) connected to a first transmission input shaft (4) (1) which can transmit its torque to the wheels on different transmission ratios, a first electrical machine (ME) connected to a second input shaft thereof, and a second electrical machine (HSG) alternately connected to the first or second input shaft of the box, characterized in that during the transmission ratio changes of the heat engine (Mth) the second electric machine (HSG) operates in regenerative mode and transmits all its electrical power to the first electric machine (ME) which uses it for compensating for the decrease in torque at the wheel driven by the temporary decoupling of the engine during its gearshift.
    公开号:FR3051419A1
    申请号:FR1654522
    申请日:2016-05-20
    公开日:2017-11-24
    发明作者:Ludovic Merienne；Ahmed Ketfi-Cherif
    申请人:Renault SAS；Nissan Motor Co Ltd；
    IPC主号:
    专利说明:

    TORQUE CONTROL METHOD AVAILABLE ON A HYBRID VEHICLE DURING SPEEDS
    The present invention relates to the control of the torque available on a hybrid vehicle during shifts.
    More specifically, it relates to a torque control method available during gear changes of a power train consisting of a heat engine connected to a first gearbox input shaft which can transmit its torque to the wheels on different transmission ratios, a first electrical machine connected to a second input shaft thereof, and a second electrical machine alternately connected to the first or second input shaft of the box.
    The publication WO 2014/207332 describes a hybrid transmission of this type, having several electrical, thermal and hybrid ratios, where the torques of the heat engine and at least one electric machine add up in the direction of the wheels. The torque of thermal origin is transmitted to the wheels on a "thermal" transmission ratio, and that of the torque of the main electric machine on an "electric" ratio. During changes in heat transmission ratio in hybrid mode, the torque of the engine is interrupted. The torque of the main electric machine is then driven to synchronize the engine to its new ratio, while providing torque to the wheel.
    In practice, the electrical architecture of the vehicle, in particular the power available on the main electric machine, limits the input thereof during the thermal ratio changes. If the interruption of the thermal torque is little compensated, the driver and passengers of the vehicle feel these passages, like those of a robotic gearbox with torque failure.
    It is therefore desirable to manage to reduce the torque break experienced by the driver and the vehicle users during shifts.
    A decrease in the available torque around the passage in theory answers this problem. But, such a measure is unacceptable, for its negative impact on performance. The solution is therefore to look for an increase in the torque at the wheel during the passages. Any provision consisting in temporarily increasing the voltage of the on-board system is of interest in this respect. Some battery systems, which have the ability to modulate their output voltage by relays putting cells in series or in parallel, could notably help to attenuate the power hole felt during passages. However, these systems have the disadvantage of increasing, or even questioning, the architecture of the vehicle.
    The present invention aims to increase the torque available during changes in thermal transmission ratios, especially at high speed, in order to blur their "power hole" without particular adaptation of the components or the electrical architecture of the vehicle.
    For this purpose, it proposes that, during the transmission gear changes of the heat engine, the second electric machine operates in regenerative mode and transmits all its electrical power to the first electric machine which then uses it to compensate for the decrease in torque at the wheel, driven by the temporary decoupling of the engine.
    Before the decoupling of the heat engine and its input shaft, the following steps are preferably performed: cancellation of the pairs of the two electrical machines, opening of the battery relays, passage of the second electrical machine in the energy recovery mode and decreasing the torque of the engine to the balance of its own power and the power recovered by the second electric machine.
    The present invention will be better understood on reading the following description of a particular embodiment thereof, with reference to the appended drawings, in which: FIG. 1 is a hybrid architecture diagram, FIG. curves of passage, Figure 3, identifies the required ratios with respect to these curves, and Figure 4 is the electrical diagram of the power network of this box.
    The gearbox 1 of FIG. 1 is for example of the "robotized" type, that is to say that its operation is that of a manual gearbox, but that the gear changes are automated. In the diagram, there is shown an electric machine, said HSG (for alternator-starter high voltage) 2, a heat engine 3 on a solid primary shaft 4. Another electric machine 5 called ME, more powerful than the first, is mounted on a hollow primary shaft 6. The secondary shaft of the box 7 is connected to the differential (not shown), and then to the wheels of the vehicle.
    The first clutch 8 located on the secondary shaft 7 allows to change the ratio of the electric machine ME 5, independently of the rest of the box, to have two electrical ratios EV1 and EV2. The second clutch 9, located on the solid primary shaft 4, allows to modify the ratio of the engine 3 independently of the electrical ratios, to establish two thermal ratios Th2 and Th4, regardless of the electrical ratio. The third clutch 11, located on the transfer shaft 10, makes it possible to establish a third thermal ratio Th3, when it moves to the right in the diagram. It is possible to choose independently the desired ratio on the first electric machine ME and the desired one on the heat engine group Mth and the second electric machine HSG 2. The combinations of the thermal ratios and the electrical ratios make it possible to achieve hybrid ratios, denoted HEVxy, where x denotes the ratio of the engine, and y is the ratio of the ME.
    The transmission curves of the box are grouped together in FIG. 2. Box 1 makes it possible to establish two electrical ratios ZE1 and ZE2, and four hybrid ratios Hyb21, Hyb22, Hyb32, Hyb42, according to the "thermal ratio" and of the "electrical report". The curves plot the maximum achievable forces (wheel force in Newton) on electrical and hybrid ratios as a function of speed.
    In the intended application, it may be agreed that the target ratio is always (irrespective of the speed of movement) an electrical ratio ZEV, since this ratio to achieve the torque demand of the driver. By default, the committed report becomes the longest hybrid report, allowing the request to be made. In this hypothesis, the reports requested can be distributed on a graph, like that of figure 3. This figure makes it possible to identify the changes of report likely to occur during a classic rolling. For example, when accelerating in full foot, we go from HEV22 to HEV32 around 125km / h. For this passage, the second thermal report must be disconnected from the transmission to be synchronized to the new thermal report. With a battery voltage of 270V, the first machine ME can provide for example a power of 35kW. The second HSG machine can provide a power of 25kW, while the Mth engine provides 70kW. The overall power delivered by the gearbox to the wheel before the passage, is then of 105kW. After the passage, the box provides substantially the same power (to the variation of the power of the heat engine near.In contrast, during the passage, the heat engine assembly and HSG is disconnected from the wheels.Only the ME then provides power at the wheel, 35kW.
    The GMP (Powertrain) thus suffers from a "power hole" during this shift. At 125km / h, the power absorbed by the aerodynamics of the vehicle is of the order of 25kW. The available power for the acceleration actually goes from 80kW to 10kW during the passage. Such an acceleration drop (87%) gives the driver the impression that his vehicle is no longer accelerating, despite the torque provided by the main electric machine ME. His feeling is that of a vehicle with a robotic gearbox with torque failure.
    FIG. 4 shows the battery 12 of the vehicle connected by two relays 13a 13b to the inverters 14, 16 of the two electrical machines, connected in parallel on the electrical network, with a capacity of inverters 17.
    The proposed solution is to increase the power supplied by the first main electric machine ME during the transmission ratio changes of the engine (Mth), by operating the second electric machine (HSG) in regenerative mode. All electrical power thereof is then transmitted to the first, which uses it to compensate for the reduction in torque to the wheel driven by the temporary decoupling of the engine. The supply voltage of the inverters is increased for this purpose. In the example described above, a 450V supply instead of an average voltage of 200V allows the ME to provide about 70kW and the HSG to provide about 50kW, using the usual components of the power grid. The supply voltage of the inverters is increased to increase the power achievable by the two electric machines during the gear change. The first electric machine (ME) thus provides the wheel with all the power that the second electric machine (HSG) transmits to it.
    The proposed method is applicable to a box such as that of Figure 1 (where the couplers are preferably claw or claw couplers, whose architecture is shown schematically in Figure 4. It consists in following the following steps: 1. cancellation of the ME and HSG torques, 2. opening of the battery relays, 3. transition of the HSG to regenerative mode: the HSG regulates the voltage of the inverter capacity to 450V and then supplies the thermal engine shaft a negative torque, (limited to the maximum power of the HSG at 450V, ie approximately 50kW) which is restored directly in positive torque to the wheel by the ME, 4. cancellation of the torque on the primary clutch by decreasing the torque of the engine until 'to the balance of the powers of the engine and the HSG: Power (Mth) = - Power (HSG), 5. Decoupling the gear ratio abandoned on the primary shaft, 6. Synchronization of the primary shaft on the target report: if this one is longer than the abandoned ratio, the engine speed is reduced by further decreasing its torque (Mth torque), 7. interconnection of the pinion of the new gear, and increase the torque of the engine to its maximum power, 8. cancellation of the ME and HSG couples by canceling the HSG couple a little faster to reduce the voltage of the inverter capacity, 9. reconnection of the battery relays, 10. return of the pairs of the ME and the HSG in the overall satisfaction of the driver's torque demand.
    When the gearbox is a clutch gearbox, the decoupling of the engine is done by decoupling a pinion from its input shaft. Its coupling on a new report, is by interconnection of a new pinion on its input shaft.
    The proposed method thus comprises the following steps, before the decoupling of the heat engine and its input shaft: cancellation of the pairs of the two electrical machines, opening of the battery relays, passage of the second electrical machine in recovery mode. energy, decreasing the torque of the engine to the balance of its own power and the power recovered by the second electric machine.
    Preferably, the torque of the second electric machine HSG is canceled faster than that of the first, to reduce the voltage of the capacity of the inverters.
    After its decoupling, the input shaft 4 connected to the engine is synchronized to the target ratio by controlling the torque of the engine (Mth), before the coupling of the engine to its input shaft on the new gear. Preferably, the coupling of the heat engine is followed by an increase in torque up to its maximum power.
    During gearshift, the gearbox 1 adopts a series hybrid type operation, where the first electric machine ME can supply the wheel exactly the power that the HSG provides to the high voltage network. The heat engine maintains the speed of the HSG. The relays 13a, 13b of the battery 12 are open during the gear change. Opening them makes it possible to simply increase the voltage on the network, avoiding that the battery absorbs all the power provided by the HSG. Switching off the battery thus increases the power achievable during the passage.
    FIG. 5 illustrates the evolution of the powers of each element, power ME, power HSG, power Mth and power at the wheel, during the passage, with the evolution of the engine speed and the tension of network HT (High Voltage ) These curves highlight the gain provided by the invention. Without compensation during gearshift, the power at the wheel would have dropped to 35kW. Thanks to the invention, the power is maintained at the wheel at 70kW for three stages, and at 50kW during a stage. The "power hole" thus remains less than 50%. The loss of acceleration is reduced, so that the driver always feels the availability of power to accelerate.
    It is also always possible to increase the mains voltage, to further reduce the power hole. However, this adaptation may require the resizing of certain components of the system, which is not the case with the simple control measures proposed by the invention.
    In the case of a "mild hybrid" type vehicle or the main electric machine is mainly intended for a boost function (or "boost"), or driving at low speed, we can choose to limit the power available at high speed to that of the engine, especially when accelerating foot down, not to empty the battery too quickly. In the example described, the loss of power during the gearshift, is only 20kW (difference between the maximum power of Mth equal to 70kW). The minimum power during gearshift is 50kW.
    In conclusion, the invention results in a transient rise in the voltage of the high voltage network (HV) during gearshifts. The major advantage of the invention is that it requires no addition to the system, if it is limited to 450V maximum on the network in the example described.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. A method of controlling the torque available during gear changes of a power train consisting of a heat engine (Mth) connected to a first gearbox input shaft (4) which can transmit its torque to the wheels on different transmission ratios, a first electrical machine (ME) connected to a second input shaft (6) thereof, and a second electrical machine (HSG) alternately connected to the first or second shaft of input of the gearbox, characterized in that during the transmission ratio changes of the engine (Mth) the second electric machine (HSG) operates in regenerative mode and transmits all its electrical power to the first electric machine (ME) which used to compensate for the decrease in torque at the wheel driven by the temporary decoupling of the engine during the gear change.
    [2" id="c-fr-0002]
    2. Torque control method according to claim 1, characterized in that the first electric machine (ME) provides the wheel with the power provided by the second electric machine (HSG).
    [3" id="c-fr-0003]
    3. Torque control method according to claim 1 or 2, characterized in that the relays (13a, 13b) of the battery (12) of the vehicle are open during the gear change.
    [4" id="c-fr-0004]
    4. Torque control method according to claim 1, 2 or 3, characterized in that it comprises the following steps, before the decoupling of the engine and its input shaft (4): canceling the couples of the two machines electrical (ME), (HSG), opening battery relays, switching from the second electric machine to energy recovery mode, reducing the torque of the engine to the balance of its own power and power recovered by the second electric machine.
    [5" id="c-fr-0005]
    5. Control method according to claim 4, characterized in that the torque of the second electrical machine (HSG) is canceled faster than that of the first (ME), to reduce the voltage of the capacity of the inverters.
    [6" id="c-fr-0006]
    6. Control method according to one of the preceding claims, characterized in that the decoupling of the engine is effected by decoupling a pinion of its input shaft (4).
    [7" id="c-fr-0007]
    7. Torque control method according to claim 4, characterized in that after its decoupling, the input shaft connected to the engine is synchronized to the target ratio by controlling the torque of the engine (Mth).
    [8" id="c-fr-0008]
    8. A method of torque control according to claim 5, characterized in that the coupling of the engine on its new transmission ratio is effected by interconnection of a new pinion on its input shaft (4).
    [9" id="c-fr-0009]
    9. Torque control method according to claim 7 or 8, characterized in that the coupling of the engine is followed by an increase in torque (Mth) to its maximum power.
    [10" id="c-fr-0010]
    10. Torque control method according to one of the preceding claims, characterized in that the supply voltage of the inverters is increased to increase the power achievable by the two electrical machines during the shift.
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    引用文献:
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    法律状态:
    2017-05-23| PLFP| Fee payment|Year of fee payment: 2 |
    2017-11-24| PLSC| Publication of the preliminary search report|Effective date: 20171124 |
    2018-05-22| PLFP| Fee payment|Year of fee payment: 3 |
    2019-05-23| PLFP| Fee payment|Year of fee payment: 4 |
    2020-05-22| PLFP| Fee payment|Year of fee payment: 5 |
    2021-05-20| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1654522A|FR3051419B1|2016-05-20|2016-05-20|TORQUE CONTROL PROCESS AVAILABLE ON A HYBRID VEHICLE DURING SHIFTINGS|MA045345A| MA45345A|2016-05-20|TORQUE CONTROL PROCESS AVAILABLE ON A HYBRID VEHICLE DURING SHIFTINGS|
    FR1654522A| FR3051419B1|2016-05-20|2016-05-20|TORQUE CONTROL PROCESS AVAILABLE ON A HYBRID VEHICLE DURING SHIFTINGS|
    BR112018073766-6A| BR112018073766A2|2016-05-20|2017-03-06|Torque control method available during gear changes|
    JP2018560794A| JP2019518647A|2016-05-20|2017-03-06|Method for controlling the torque available to a hybrid vehicle during gear change|
    MX2018013954A| MX2018013954A|2016-05-20|2017-03-06|Method for controlling the torque available on a hybrid vehicle while changing gears.|
    KR1020187035397A| KR20190009762A|2016-05-20|2017-03-06|Method for controlling torque available for hybrid vehicle during gear change|
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