CONTROL OF CHARGING PHASE CYLINDER IN A HYBRID POWERTRAIN VEHICLE

Abstract

A control method is implemented in a vehicle comprising a thermal engine providing a first torque and coupled to a gearbox by a coupling device including a hydraulic circuit and delivering a second torque from the first torque in a coupled position, and an electric engine installed between the coupling device and the gearbox and producing, from the second torque, a third torque having a negative value opposite to that of the first torque to recharge a battery. This method includes a step (10-20) in which, in the event of a transition between the neutral and parking positions during a charging phase, the third torque produced is canceled to cancel the first torque before the coupling device is suddenly placed in a decoupled position. Figure 3.

Description

Title of the invention: CONTROL OF THE RECHARGING PHASES OF A BATTERY OF A HYBRID GMP VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising a hybrid powertrain (or GMP) and allowing the recharging of a battery, and more precisely the control of the recharging of such a battery. State of the art

[0002] Certain vehicles, possibly of the automobile type, comprise a hybrid powertrain (or GMP), that is to say comprising at least one thermal motor and at least one electric motor, and a battery which can be recharged at least by the latter when it receives torque produced by the thermal motor.

[0003] In certain GMPs, the thermal prime mover is suitable for being coupled to a gearbox via a hydraulic circuit coupling device (such as a clutch), and the electric prime mover is installed between this coupling device and this gearbox and associated with the rechargeable battery. When the coupling device is in its coupling position and the thermal prime mover provides it with a first torque, it delivers a second torque from this first torque. When the vehicle is in a recharging phase, the prime mover produces from this second torque a third torque which has a negative value opposite to that of the first torque, to recharge the associated battery.

[0004] In the presence of certain hydraulic architectures, such as for example when the gearbox is of the so-called "dual clutch (or DCT)" type, each time a transition occurs between the neutral and parking positions of the gearbox during a recharging phase, the pressure suddenly drops in the hydraulic circuit of the coupling device, and therefore the second torque delivered by the latter also suddenly collapses since it is temporarily placed in its decoupled position. This results in a very rapid cancellation of the first and third torques which causes a shock accompanied by a surge in the speed of the thermal engine and a collapse in the speed (or a sub-speed) of the electric engine which are heard loudly in the passenger compartment of the vehicle.Furthermore, there is again a shock when the pressure suddenly returns to normal in the hydraulic circuit of the coupling device, and therefore when the latter is again placed in its coupling position, because it is difficult to control the speed of the thermal motor machine when the second one is not precisely known. torque transmitted by the coupling device. Such shocks and engine noises can be worrying for vehicle passengers because they do not understand the cause, and therefore they degrade the driving pleasure and the quality image of the vehicle.

[0005] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0006] It proposes in particular for this purpose a control method intended to be implemented in a vehicle comprising a powertrain comprising, on the one hand, a thermal motor machine capable of providing a first torque and of being coupled to a gearbox, offering neutral and parking positions, by a coupling device comprising a hydraulic circuit and capable, in a coupling position, of delivering a second torque from the first torque, and, on the other hand, an electric motor machine installed between the coupling device and gearbox and capable in a recharging phase of producing from the second torque a third torque having a negative value opposite to that of the first torque to recharge an associated battery.

[0007] This control method is characterized by the fact that it comprises a step in which, in the event of a transition between the neutral and parking positions during a recharging phase, a cancellation of the third torque produced is triggered to cancel the first torque before placing the coupling device in a decoupling position resulting from a sudden drop in pressure in the hydraulic circuit.

[0008] Thanks to the invention, the sudden drop in pressure in the hydraulic circuit no longer has any consequences, which makes it possible to improve driving pleasure, and to prevent a constraint imposed by the hydraulic architecture of the GMP from degrading the quality image of the vehicle.

[0009] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0010] - in its step, we can trigger a cancellation of the third product couple im immediately after being informed of the transition;

[0011] - in its step, the cancellation can be carried out in a time interval which starts when triggered and ends at a specific time;

[0012] - in the presence of the last option, in its step, we can carry out the cancellation in a time interval having a duration which is estimated based on an estimate of a current temperature of an oil circulating in the hydraulic circuit, this estimated duration ending at the determined instant;

[0013] - in the presence of the last sub-option, in its step, the duration can be estimated in function of data that is stored in at least one table establishing a correspondence between oil temperatures and time interval durations.

[0014] 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 vehicle comprising a powertrain comprising, on the one hand, a thermal motor capable of providing a first torque and of being coupled to a gearbox, offering neutral and parking positions, by a coupling device comprising a hydraulic circuit and capable, in a coupling position, of delivering a second torque from the first torque, and, on the other hand, an electric motor installed between the coupling device and gearbox and capable in a recharging phase of producing from the second torque a third torque having a negative value opposite to that of the first torque to recharge an associated battery,to control battery charging phases in the event of a transition between neutral and parking positions.

[0015] The invention also proposes a control device intended to equip a vehicle comprising a powertrain comprising, on the one hand, a thermal motor capable of providing a first torque and of being coupled to a gearbox, offering neutral and parking positions, by a coupling device comprising a hydraulic circuit and capable, in a coupling position, of delivering a second torque from the first torque, and, on the other hand, an electric motor installed between the coupling device and gearbox and capable in a recharging phase of producing from the second torque a third torque having a negative value opposite to that of the first torque to recharge an associated battery.

[0016] 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, in the event of a transition between the neutral and parking positions during a recharging phase, in triggering a cancellation of the third torque produced to cancel the first torque before placing the coupling device in a decoupling position resulting from a sudden drop in pressure in the hydraulic circuit.

[0017] The invention also proposes a vehicle, possibly of the automobile type, and comprising, on the one hand, a powertrain comprising a thermal motor capable of providing a first torque and of being coupled to a gearbox, offering neutral and parking positions, by a coupling device comprising a hydraulic circuit and capable, in a coupling position, of delivering a second torque from the first torque, and an electric motor installed between the coupling device and gearbox and capable in a recharging phase of producing from the second torque a third torque having a negative value opposite to that of the first torque to recharge an associated battery, and, on the other hand, a control device of the type presented above. Brief description of the figures

[0018] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0019] [Fig-1] schematically and functionally illustrates an example of the embodiment of a vehicle comprising a control device according to the invention and a hybrid GMP transmission chain and comprising an electric motor associated with a machine computer,

[0020] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a machine calculator comprising an exemplary embodiment of a control device according to the invention, and

[0021] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0022] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to allow control of the recharging phases of a BA battery, of a vehicle V comprising a hybrid powertrain (or GMP), in the event of transition of the BV gearbox between its neutral and parking positions.

[0023] In the following, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of vehicle. It in fact concerns any type of vehicle comprising a hybrid GMP transmission chain (thermal and electric). Thus, it concerns land vehicles (utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), tracked vehicles, trains and trams, for example), aircraft and boats.

[0024] [Fig.l] schematically shows a vehicle V comprising a hybrid GMP transmission chain (and therefore in particular a thermal motor MMT and an electric motor MME), a machine computer CM, a supervision computer CS, a rechargeable battery BA, and a control device DC3 according to the invention.

[0025] As illustrated, the transmission chain also comprises, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, a gearbox BV, and a transmission shaft AT.

[0026] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0027] The thermal motor MMT comprises a crankshaft (not shown) which is fixedly secured to the motor shaft AM in order to drive the latter (AM) in rotation. This thermal motor MMT is capable of operating according to a first speed to provide a first torque cl, on command from the supervision computer CS. In addition, it (MMT) is capable of being coupled to a gearbox BV, having a second speed as input, via at least the first coupling device DC1. The latter (DC1) is capable of delivering a second torque c2 from the first torque cl, 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 motor MMT to the gearbox BV.

[0028] It will be noted that the operation of the thermal motor MMT is controlled either by a speed setpoint when the first coupling device DC1 is sliding, or by a torque setpoint when the first coupling device DC1 is in its coupling position (or closed), the speed or torque setpoint being determined by the supervision computer CS.

[0029] The second torque c2 is defined by a clutch torque setpoint cce which is determined by the supervision computer CS. It will be noted that this clutch torque setpoint cce is transmitted by the supervision computer CS to a computer CE associated with the first coupling device DC1, controlling the operation of the latter (DC1) and responsible for converting this clutch torque setpoint cce into a hydraulic pressure setpoint cph for the hydraulic circuit of the first coupling device DC1.

[0030] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type as long as it comprises a hydraulic circuit to move it from its decoupling position to its coupling position (and vice versa).

[0031] Also for example, the train T1 can be located in the front part PVV 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 that referenced T2 which is located in the rear part PRV of the vehicle V.

[0032] The electric motor MME is installed between the first coupling device DC1 and the gearbox BV, and is capable of providing a third torque c3, on the order of the supervision computer CS. Its operation is controlled by a machine computer CM.

[0033] When the first coupling device DC1 has been placed in its coupled state (or completely closed) and the thermal motor MMT is in operation (and therefore at a first non-zero speed to provide the first torque cl), the first coupling device DC1 delivers a second torque c2 which is added to a possible third torque c3 supplied, upstream of the gearbox BV, by the electric motor MME when it is supplied with electrical energy by a rechargeable battery BA. When the first coupling device DC1 has been placed in its decoupled (or fully open) state, only the electric motor MME can supply a third torque c3 upstream of the gearbox BV.

[0034] The electric motor MME is also arranged, in a recharging phase, so as to recharge the associated battery BA in the presence of the second torque c2. More precisely, it (MME) is capable in a recharging phase of producing from the second torque c2 (from the first coupling device DC1) a third torque c3 which has a negative value opposite to that of the first torque cl (supplied by the thermal motor MMT) to recharge the associated battery BA.

[0035] For example, the BA battery 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 BA battery 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.

[0036] The gearbox BV is automated, and notably (and conventionally) includes a neutral position and a parking position. By way of non-limiting example, the gearbox BV may be of the so-called “double clutch (or DCT)” type. But the invention is not limited to this type of gearbox (the important thing being that it notably includes neutral and parking positions).

[0037] It will be noted that in the example illustrated non-limitingly in [Fig.l] the first coupling device DC1, the electric motor MME and the gearbox BV are part of a gearbox assembly EBV. But this is not an obligation.

[0038] It will also be noted that in the example illustrated non-limitingly in [Fig.l] the transmission chain also comprises a second coupling device DC2 installed downstream of the first coupling device DC1 and electric motor MME and upstream of the gearbox BV. But this is not an obligation. Furthermore, the second coupling device DC2 is here part of the gearbox assembly EBV. But this is not an obligation.

[0039] As mentioned above, the invention proposes in particular a control method intended to allow the control of the recharging phases of the BA battery in the event of a transition of the BV gearbox between its neutral and parking positions, for example due to the driver's action on the gear lever.

[0040] 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 ("Digital Signal Processor")), 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.

[0041] The memory MD is live 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 carrying out at least one electrical or electronic operation.

[0042] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the machine computer CM. But this is not obligatory. Indeed, the control device DC3 could comprise its own dedicated computer, which is then coupled to the machine computer CM, or could be part of another computer on board the vehicle V and providing at least one other function (possibly the supervision computer CS), for example.

[0043] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-20 which is implemented each time that one is in a phase of recharging the battery BA by the electric motor MME by means of the second torque c2 delivered by the first coupling device DC1 from the first torque cl supplied by the thermal motor MMT.

[0044] Step 10-20 of the method comprises a sub-step 10 in which, in the event of a transition between the neutral and parking positions of the gearbox BV during a recharging phase, the control device DC3 triggers the cancellation of the third torque c3 produced by the electric motor MME to recharge the battery BA. This cancellation of the third torque c3 is intended to cancel the first torque cl (provided by the thermal motor MMT) before the coupling device DC1 is placed in its decoupling position due to a sudden drop in pressure in the hydraulic circuit of the first coupling device DC1 (due to the hydraulic architecture of the GMP).

[0045] Thus, when the pressure suddenly drops in the hydraulic circuit following the transition, the first c1 and third c3 (opposite) couples are already significantly damaged and therefore the collapse of the second c2 couple has no consequences. In particular, there is no longer any risk of shock and surge in the speed of the thermal engine MMT and collapse of the speed of the engine electric MME. Similarly, when the pressure suddenly returns to normal in the hydraulic circuit, the speed of the thermal motor MMT is almost zero and the first torque cl is zero. Consequently, the second torque c2 transmitted by the first coupling device DC1 is substantially zero, which makes it possible to avoid the generation of a shock. The invention therefore makes it possible to improve driving pleasure, and to prevent a constraint imposed by the hydraulic architecture of the GMP from degrading the quality image of the vehicle V.

[0046] It will be noted that the cancellation of the third torque c3 can be done by temporarily prohibiting the operation of the electric motor MME, for example. This operation of the electric motor MME is then authorized again as soon as the second torque c2 transmitted by the first coupling device DC1 is substantially zero, so that recharging can immediately resume when the pressure has returned to normal in the hydraulic circuit.

[0047] For example, in sub-step 10 of step 10-20 on (the control device DC3) can trigger the cancellation of the third torque c3 produced immediately after being informed of the transition between the neutral and parking positions of the gearbox BV.

[0048] Also for example, in step 10-20 one (the control device DC3) can carry out the cancellation of the third couple c3 produced in a time interval it which starts when the cancellation is triggered and ends at a determined instant id. This means that the cancellation can be done progressively in the time interval it. But in an alternative embodiment it could be almost instantaneous.

[0049] Also for example, in step 10-20 one (the control device DC3) can carry out the cancellation of the third torque c3 produced in a time interval it which has a duration di estimated as a function of an estimation of the current temperature of the oil circulating in the hydraulic circuit of the first coupling device DC1. In this case, the estimated duration di ends at the determined instant id. This realization can, for example, be carried out in a sub-step 20 of step 10-20, as illustrated non-limitingly in [Fig.3]. But in a variant embodiment not illustrated it could be carried out in sub-step 10.

[0050] The time required for the pressure to drop in the hydraulic circuit depends mainly on the viscosity of the oil, which depends on the temperature of the oil. In other words, the higher the temperature of the oil, the faster the pressure drop will be.

[0051] The estimation of the current temperature of the oil circulating in the hydraulic circuit can be provided by a sensor present in this hydraulic circuit. But this is not obligatory. Indeed, the estimation of the current temperature of the oil circulating in the hydraulic circuit can be provided by a sensor which is present in the gearbox BV, because the current temperature of the gearbox oil is equivalent to that of the hydraulic circuit oil. This estimation can, for example, be carried out in sub-step 10 of step 10-20 at the same time as the cancellation is triggered, or immediately after.

[0052] Also for example, in step 10-20 (for example sub-step 10) one (the control device DC3) can estimate the duration di as a function of data which are stored in at least one correspondence table, for example previously determined in the factory (or test center) for a vehicle similar to the vehicle V. This correspondence table establishes a correspondence between oil temperatures and time interval durations (for the pressure drop).

[0053] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the machine computer CM (or the computer of the control device DC3) can also comprise a mass memory MM1, in particular for storing each possible oil temperature, as well as any intermediate data involved in all its calculations and processing. Furthermore, this machine computer CM (or the computer of the control device DC3) can also comprise an input interface IE for receiving at least each message signaling a transition during a recharging phase of the battery BA (by the electric motor machine MME) and each possible oil temperature, to use them in calculations or processing, possibly after having shaped and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this machine calculator CM (or the calculator of the control device DC3) can also include an output interface IS, in particular to deliver each message triggering a cancellation of the third torque c3 and each request to stop operation or start operation of the electric motor machine MME.

[0054] 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 recharging phases of the battery BA of the vehicle V in the event of transition of the gearbox BV between its neutral and parking positions.

Claims

Claims

1. Control method for a vehicle (V) comprising a powertrain comprising i) a thermal motor (MMT) capable of providing a first torque and of being coupled to a gearbox (BV), offering neutral and parking positions, by a coupling device (DC1) comprising a hydraulic circuit and capable, in a coupling position, of delivering a second torque from said first torque, and ii) an electric motor (MME) installed between said coupling device (DC1) and gearbox (BV) and capable in a recharging phase of producing from said second torque a third torque having a negative value opposite to that of said first torque to recharge an associated battery (BA), characterized in that it comprises a step (10-20) in which, in the event of a transition between said neutral and parking positions during a recharging phase,a cancellation of said third produced torque is triggered to cancel said first torque before placing said coupling device (DC1) in a decoupling position resulting from a sudden drop in pressure in said hydraulic circuit.,

2. Method according to claim 1, characterized in that in said step (10-20) a cancellation of said third produced couple is triggered immediately after having been informed of said transition.

3. Method according to claim 1 or 2, characterized in that in said step (10-20) said cancellation is carried out in a time interval starting at said triggering and ending at a determined instant.

4. Method according to claim 3, characterized in that in said step (10-20) said cancellation is carried out in a time interval having an estimated duration as a function of an estimation of a current temperature of an oil circulating in said hydraulic circuit, said estimated duration ending at said determined instant.

5. Method according to claim 4, characterized in that in said step (10-20) said duration is estimated as a function of data stored in at least one table establishing a correspondence between oil temperatures and time interval durations.

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,

7.

8. in a vehicle (V) comprising a powertrain comprising i) a thermal motor (MMT) capable of providing a first torque and of being coupled to a gearbox (BV), offering neutral and parking positions, by a coupling device (DC1) comprising a hydraulic circuit and capable, in a coupling position, of delivering a second torque from said first torque, and ii) an electric motor (MME) installed between said coupling device (DC1) and gearbox (BV) and capable in a recharging phase of producing from said second torque a third torque having a negative value opposite to that of said first torque to recharge an associated battery (BA), to control recharging phases of said battery (BA) in the event of a transition between said neutral and parking positions. Control device (DC3) for a vehicle (V) comprising a powertrain comprising i) a thermal motor (MMT) capable of providing a first torque and of being coupled to a gearbox (BV), offering neutral and parking positions, by a coupling device (DC1) comprising a hydraulic circuit and capable, in a coupling position, of delivering a second torque from said first torque, and ii) an electric motor (MME) installed between said coupling device (DC1) and gearbox (BV) and capable in a recharging phase of producing from said second torque a third torque having a negative value opposite to that of said first torque to recharge an associated battery (BA), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting,in the event of a transition between said neutral and parking positions during a recharging phase, to trigger a cancellation of said third torque produced to cancel said first torque before placing said coupling device (DC1) in a decoupling position resulting from a sudden drop in pressure in said hydraulic circuit., Vehicle (V) comprising a powertrain comprising i) a thermal motor (MMT) capable of providing a first torque and of being coupled to a gearbox (BV), offering neutral and parking positions, by a coupling device (DC1) comprising a hydraulic circuit and capable, in a coupling position, of delivering a second torque from said first torque, and ii) a machine

9. electric motor (MME) installed between said coupling device (DC1) and gearbox (BV) and capable in a recharging phase of producing from said second torque a third torque having a negative value opposite to that of said first torque to recharge an associated battery (BA), characterized in that it further comprises a control device (DC3) according to claim 7. Vehicle according to claim 8, characterized in that it is of the automobile type.

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