CONTROL OF THE PERFORMANCE MODE OF THE THERMAL ENGINE OF A HYBRID POWERTRAIN IN A LAND VEHICLE

Abstract

A control method is implemented in a land vehicle, comprising first and second power units, respectively thermal and non-thermal, designed to be coupled to a gearbox, and having a performance mode that prioritizes the combustion performance of the first power unit. This method includes a step (10-20) in which the performance mode is automatically activated when at least one condition, representing a driver's desire for responsiveness from the powertrain, is met. Figure 3

Description

Title of the invention: CONTROL OF THE PERFORMANCE MODE OF THE THERMAL POWER ENGINE OF A HYBRID GMP OF A LAND VEHICLE Technical field of the invention

[0001] The invention relates to land vehicles comprising a hybrid (thermal and non-thermal) powertrain (or GMP) and having a so-called "performance" mode favoring the combustion performance of the thermal engine, and more precisely the control of this performance mode. State of the art

[0002] Certain land vehicles, possibly of the automobile type, comprise a hybrid powertrain (or GMP) (and therefore comprising at least first and second thermal and non-thermal motors respectively).

[0003] Here, the term “drive machine” means a machine capable of providing engine torque to the drive wheels of a land vehicle.

[0004] In a (land) vehicle with hybrid powertrain, a powertrain supervision computer determines at each instant an overall torque setpoint, which is representative of the driver's acceleration desire, and from which first and second torque setpoints are defined respectively for the first and second driving machines.

[0005] The computer, which controls the operation of the first prime mover, determines the internal combustion mode which seems to it to be best suited to compliance with the first torque setpoint taking into account the current or upcoming life situation of the vehicle. This internal combustion mode is generally chosen from a performance mode which prioritizes the combustion performance of the first prime mover over fuel consumption, in order to allow operations to be carried out as quickly as possible, and a so-called "economical" mode which prioritizes fuel consumption over combustion performance.

[0006] These internal combustion modes are generally defined by specific combustion maps which differ mainly by the quantity of fuel injected.

[0007] In a hybrid GMP, the choice of internal combustion mode is rarely entirely satisfactory because it is decided according to the current or upcoming life situation and the first torque setpoint which is not directly representative of the driver's desire for acceleration (unlike what happens with a purely thermal GMP).

[0008] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0009] It proposes in particular for this purpose a control method intended to be implemented in a land vehicle, comprising first and second thermal and non-thermal drive machines respectively and suitable for being coupled to a gearbox, and having a so-called performance internal combustion mode favoring a combustion performance of the first drive machine.

[0010] This control method is characterized by the fact that it comprises a step in which the performance mode is automatically activated when at least one condition, representative of a desire for responsiveness of the powertrain by a driver of the vehicle, is satisfied.

[0011] Thanks to the invention, the performance mode can now be automatically activated whenever it is useful or necessary, even when the torque setpoint of the first prime mover is not directly representative of the driver's desire for acceleration.

[0012] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0013] - in its step, each condition can be chosen from i) a percentage pressing an accelerator pedal of the vehicle above a first chosen threshold, ii) the first prime mover is in a phase of regulating an engine speed with a speed of a primary input shaft of the gearbox, iii) the first and second prime movers are in a phase of regulating speed with a speed of the gearbox, and iv) a gear change must be carried out in the gearbox;

[0014] - in the presence of the first option, in its step, we can adapt the mode of per training depending on each condition satisfied;

[0015] - in the presence of the last sub-option, in its step, when a change of report must be made in the gearbox one can adapt the performance mode according to a type of this change;

[0016] - also in the presence of the first option, in its step, one can choose the first threshold depending on a driving mode selected in the vehicle and / or a current vehicle speed;

[0017] - in its step, one can stop activating the performance mode when there is no no more condition satisfied and that a torque setpoint, defining a motor torque that the first prime mover must provide, is lower than a second chosen threshold;

[0018] - in the presence of the last option, in its step, we can choose the second threshold in depending on a driving mode selected in the vehicle and / or a speed in vehicle course.

[0019] The invention also proposes 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 first and second thermal and non-thermal prime movers respectively and capable of being coupled to a gearbox, and having an internal combustion mode known as performance mode favoring a combustion performance of the first prime mover, to control the activation of this performance mode.

[0020] The invention also proposes a control device intended to equip a land vehicle, comprising first and second thermal and non-thermal drive engines respectively and suitable for being coupled to a gearbox, and having a so-called performance internal combustion mode favoring a combustion performance of the first drive engine.

[0021] 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 of triggering an activation of the performance mode when at least one condition, representative of a desire for reactivity of the powertrain by a driver of the vehicle, is satisfied.

[0022] The invention also proposes a land vehicle, possibly of the automobile type, comprising first and second thermal and non-thermal driving machines respectively and suitable for being coupled to a gearbox, and a control device of the type presented above, and having a so-called performance internal combustion mode favoring combustion performance of the first driving machine. Brief description of the figures

[0023] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0024] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a control device according to the invention and a hybrid GMP transmission chain and associated with a supervision computer and a machine computer,

[0025] [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

[0026] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0027] The invention aims in particular to propose a control method, and an associated DC2 control device, intended to enable control, in a land vehicle V and comprising a hybrid powertrain (or GMP), of the so-called performance internal combustion mode.

[0028] In the following, it is considered, by way of non-limiting example, that the land 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 land vehicle. It relates in fact to any type of land vehicle comprising a hybrid GMP transmission chain (and therefore comprising at least first and second thermal and non-thermal prime movers respectively) and having a so-called performance internal combustion mode. Thus, it relates in particular to utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, and agricultural machinery, for example.

[0029] Furthermore, it is considered in the following, by way of non-limiting example, that the second non-thermal prime mover (MM2) of the GMP is electric. But the invention is not limited to this type of second non-thermal prime mover. It in fact relates to any type of second non-thermal prime mover capable of at least providing a (second) torque to the drive wheels of its vehicle.

[0030] [Fig.l] schematically shows a (land) vehicle V comprising a control device DC2 according to the invention, a hybrid GMP transmission chain (and therefore comprising at least a first thermal motor machine MM1 and a second non-thermal motor machine MM2), a supervision computer CS, a machine computer CM, and a main battery (or traction or power) BP.

[0031] As illustrated, the transmission chain also comprises, here, a motor shaft AM, a coupling device DC1, a gearbox BV, and a transmission shaft AT.

[0032] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0033] The first (thermal) driving 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 driving machine MM1 is capable of operating according to a first speed to provide a first torque cfl which is a function of a first torque setpoint ccl, for example determined by the supervision computer CS.

[0034] The control of the operation of this first MM1 driving machine is ensured by the machine calculator CM. The latter (CM) is in particular responsible for determining the internal combustion mode which seems to it to be best suited to compliance with the first torque setpoint ccl taking into account the current or upcoming life situation of the vehicle V. This internal combustion mode is chosen from a performance mode which prioritizes the combustion performance of the first prime mover MM1 over fuel consumption, in order to allow operations to be carried out as quickly as possible, and a so-called “economical” mode which prioritizes fuel consumption over combustion performance.

[0035] Furthermore, the first prime mover MM1 is suitable for being coupled to the gearbox BV, via at least the coupling device DC1.The latter (DC1) is capable of delivering a torque from the first torque cfl, in particular for at least one train Tl of driving wheels, when it is in its coupled (or closed) position and therefore when it couples the first thermal driving machine MM1 to the gearbox BV.

[0036] For example, the coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0037] Also for example and as illustrated non-limitingly in [Fig. 1], 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.

[0038] The second (non-thermal (here electric)) driving machine MM2 is capable of providing for the driving wheels of the vehicle V a second torque cf2 defined by a second torque setpoint cc2 for example determined by the supervision computer CS.

[0039] The second prime mover MM2 is, here, installed between the coupling device DC1 and the gearbox BV. It therefore provides a second torque cf2 for the train T1 when it is supplied with electrical energy by the main battery BP. But in a variant it could provide a second torque cf2 for the train T2. ​​More precisely, in the example illustrated non-limitingly in [Fig.l], the second prime mover MM2 is here connected to the output of the coupling device DC1 and to the primary shaft of the gearbox BV. It is therefore physically interposed between the coupling device DC1 and the primary input shaft AP of the gearbox BV, and therefore the first torque cfl provided by the first prime mover MM1 via the coupling device DC1 is transferred to the gearbox BV via the second prime mover MM2.But in an alternative embodiment (not illustrated) the transmission chain could comprise another coupling device physically interposed between the coupling device DC1 and the primary shaft of the gearbox BV and in this case the second driving machine MM2 is coupled via a mechanism. between the output of the coupling device DC1 and this other coupling device.

[0040] 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.

[0041] The gearbox BV is preferably automated. For example, it can be of the so-called "dual clutch (or DCT)" type. But this is not an obligation.

[0042] The vehicle V also comprises here an accelerator pedal PA (or similar) which allows the driver to signal his desire to accelerate, which then serves to define a torque request (driver). It is considered here that it is the percentage pep of depression of the accelerator pedal PA which makes it possible to determine the driver's desire to accelerate.

[0043] As mentioned above, the invention notably proposes a control method intended to enable the control of the performance mode of the first driving machine MM1.

[0044] This (control) method can be implemented at least partially by the control device DC2 (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 DC2 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.

[0045] The memory MD 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 carrying out at least one electrical or electronic operation.

[0046] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC2 is part of the machine computer CM. But this is not obligatory. Indeed, the control device DC2 could comprise its own dedicated computer, which can then be 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, such as for example the supervision computer CS.

[0047] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-20 which is implemented each time the GMP of vehicle V is, or is about to be, in operation.

[0048] Step 10-20 of the method comprises a sub-step 20 in which the performance mode is automatically activated (for example the control device DC2 triggers the activation of the) when at least one (specific) condition, representative of a desire for reactivity of the GMP by the driver, is satisfied.

[0049] Thus, the performance mode can be automatically activated whenever it is useful or necessary, which makes the choice of the internal combustion mode always satisfactory even when the first torque setpoint ccl is not directly representative of the driver's acceleration desire. This results in an optimization of the performance / consumption compromise in the presence of a hybrid GMP.

[0050] For example, in step 10-20 each specific condition can be chosen from the four specific conditions described below.

[0051] A first specific condition consists in the percentage pep of depression of the accelerator pedal PA being greater than a first threshold if chosen (i.e. pep > if).

[0052] A second specific condition consists in the first driving machine MM1 being in a phase of regulating its engine speed with the speed of the primary input shaft AP of the gearbox BV. It will be understood that in this second specific condition the first driving machine MM1 is about to start providing a first engine torque cfl, on the order of the supervision computer CS which transmits for this purpose the first torque setpoint ccl, but that it is not yet coupled to the gearbox BV because the coupling device DC1 is still in its open state. In this case, information signaling the current engine speed regulation phase is generated and transmitted, for example to the control device DC2, so that it is informed thereof.

[0053] A third specific condition consists in the first MM1 and second MM2 driving machines being in a speed regulation phase with the speed of the gearbox BV. It will be understood that in this third specific condition the first MM1 and second MM2 driving machines are simultaneously coupled to the gearbox BV but the latter (BV) is in a transient speed synchronization phase, for example on the order of the supervision computer CS. In this case, information signaling the current speed regulation phase is generated and transmitted, for example to the control device DC2, so that it is informed thereof.

[0054] A fourth specific condition consists in that a gear change must be carried out in the gearbox BV, for example on command from the supervision computer CS. In this case, information signaling an upcoming gear change to be carried out is generated and transmitted, for example to the control device DC2, so that it is informed thereof.

[0055] For example, the first threshold si can be between 80% and 95%. As an illustrative example, this first threshold si can be equal to 90%. But other values ​​of the first threshold si can be used. For example, the value of the first threshold si can be determined in a development phase of a vehicle similar to the vehicle V.

[0056] Also for example, and as illustrated non-limitingly in [Fig.3], step 10-20 of the method may comprise a sub-step 10 in which one (for example the control device DC2) can check whether at least one specific condition is satisfied. If not, sub-step 10 will be carried out again with the following information. On the other hand, if so, the performance mode is automatically activated (for example the control device DC2 triggers the activation of the) in sub-step 20.

[0057] Also for example, in sub-step 20 of step 10-20 it is possible to adapt the (for example the control device DC2 can trigger an adaptation of the) performance mode as a function of each specific condition satisfied. Here, “adapt” is understood to mean defining the value taken by at least one parameter of the performance mode, such as for example the quantity of fuel injected.

[0058] Thus, in sub-step 20 of step 10-20, when a gear change must be made in the gearbox BV (fourth specific condition satisfied), the performance mode can be adapted (for example the control device DC2 can trigger an adaptation of the) depending on the type of this change. For example, the type can be a forward gear increment or a forward gear decrement or a placement in reverse or forward gear.

[0059] In the same way, the performance mode can be adapted (for example the control device DC2 can trigger an adaptation of the) depending on the difference between the pep percentage and the second threshold s2.

[0060] Also in the same way, the performance mode can be adapted (for example the control device DC2 can trigger an adaptation of the) depending on the type of transient to be carried out in the gearbox BV during a current (engine) speed regulation phase.

[0061] Also for example, in sub-step 20 of step 10-20 one (for example the control device DC2) can choose the first threshold if as a function of a driving mode selected in the vehicle V and / or of the current speed of the vehicle V. For example, the driving mode can be selected from a nominal (or normal) mode, an economic mode and a sport mode, as well as possibly a two- or four-wheel drive mode.

[0062] Also for example, in sub-step 20 of step 10-20 one can stop automatically activating the (for example the control device DC2 triggering a stopping the activation of the performance mode when there is no longer a specific condition satisfied and the first torque setpoint ccl, defining the first motor torque cfl that the first driving machine MM1 must provide, is lower than a second chosen threshold s2 (i.e. ccl < s2).

[0063] It is in fact considered here that when the torque setpoint ccl is still greater than or equal to the second threshold s2, this means that the driver still potentially has a desire for reactivity from the GMP.

[0064] Also for example, in sub-step 20 of step 10-20 one (for example the control device DC2) can choose the second threshold s2 as a function of the driving mode selected in the vehicle V and / or the current speed of the vehicle V.

[0065] Also for example, the second threshold s2 can be between 40% and 60%.

[0066] It will be noted, as illustrated non-limitingly in [Fig.2], that the calculator ofmachine CM (or the calculator of the control device DC2) can also include a mass memory MME, in particular to store the pep percentage, the information signaling a current engine speed regulation phase (possibly with its type), the first torque setpoint ccl, the information signaling a current gearbox speed regulation phase BV (possibly with its type), the possible driving mode selected and the possible current speed, as well as any intermediate data involved in all its calculations and processing.Furthermore, this machine calculator CM (or the calculator of the control device DC2) can also comprise an input interface IE for receiving the percentage pep, the information signaling a current engine speed regulation phase (possibly with its type), the first torque setpoint ccl, the information signaling a current gearbox speed regulation phase BV (possibly with its type), the possible selected driving mode and the possible current speed, to use them in calculations or processing, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this CM machine calculator (or the DC2 control device calculator) may also include an IS output interface, in particular to deliver each message containing an order to activate the performance mode (possibly with parameter values) and each message containing an order to stop the performance mode.

[0067] 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 activation of the performance mode. in vehicle V.

Claims

Claims

1. Control method for a land vehicle (V), comprising a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and suitable for being coupled to a gearbox (BV), and having an internal combustion mode called performance mode favoring a combustion performance of said first prime mover (MM1), characterized in that it comprises a step (10-20) in which said performance mode is automatically activated when at least one condition, representative of a desire for reactivity of said powertrain by a driver of said vehicle (V), is satisfied.

2. Method according to claim 1, characterized in that in said step (10-20) each condition is chosen from i) a percentage of depression of an accelerator pedal (PA) of said vehicle (V) greater than a first chosen threshold, ii) said first prime mover (MM1) is in a phase of regulating an engine speed with a speed of a primary input shaft (AP) of said gearbox (BV), iii) said first (MM1) and second (MM2) prime movers are in a phase of regulating a speed with a speed of said gearbox (BV), and iv) a gear change must be carried out in said gearbox (BV).

3. Method according to claim 2, characterized in that in said step (10-20) said performance mode is adapted as a function of each condition satisfied.

4. Method according to claim 3, characterized in that in said step (10-20), when a gear change is to be made in said gearbox (BV), said performance mode is adapted according to a type of said change.

5. Method according to one of claims 2 to 4, characterized in that in said step (10-20) said first threshold is chosen as a function of a driving mode selected in said vehicle (V) and / or a current speed of said vehicle (V).

6. Method according to one of claims 1 to 5, characterized in that in said step (10-20) activation of said performance mode is stopped when there is no longer a condition satisfied and a torque setpoint, defining a motor torque that said first prime mover (MM1) must provide, is lower than a second chosen threshold.

7. Method according to claim 6, characterized in that in said step (10-20) said second threshold is chosen as a function of a driving mode selected in said vehicle (V) and / or of a current speed of said vehicle (V).

8. 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 7, in a land vehicle (V), comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and capable of being coupled to a gearbox (BV), and having an internal combustion mode called performance mode favoring a combustion performance of said first prime mover (MM1), to control the activation of said performance mode.

9. Control device (DC2) for a land vehicle (V), comprising a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and suitable for being coupled to a gearbox (BV), and having an internal combustion mode called performance mode favoring a combustion performance of said first prime mover (MM1), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting of triggering an activation of said performance mode when at least one condition, representative of a desire for reactivity of said powertrain by a driver of said vehicle (V), is satisfied.

10. Land vehicle (V) comprising a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and suitable for being coupled to a gearbox (BV), and having an internal combustion mode known as performance mode favoring a combustion performance of said first prime mover (MM1), characterized in that it further comprises a control device (DC2) according to claim 9.

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