OPTIMIZING THE CONTROL OF OSCILLATIONS IN AN ELECTRIC OR HYBRID TRANSMISSION CHAIN ​​OF A VEHICLE

Abstract

A method for combating oscillations is implemented in a vehicle comprising at least one electric drive operating according to a corrected torque setpoint, resulting from subtracting a correction value from an initial torque setpoint, to provide motor torque. This method includes a step (10-30) in which the speed is regulated by determining the correction value as a function of the speed using a high-pass filter defined by parameters having current values ​​which, when a new load occurs in the vehicle, are replaced by new values ​​after initialization conditions are established in the high-pass filter guaranteeing the continuity of an intermediate value used to determine the correction value and a derivative of this intermediate value. Figure 3

Description

Title of the invention: OPTIMIZATION OF THE CONTROL OF OSCILLATIONS IN AN ELECTRIC OR HYBRID TRANSMISSION CHAIN ​​OF A VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising an all-electric or hybrid (thermal and electric) transmission chain, and more specifically to combating oscillations of the transmission chain within such vehicles. State of the art

[0002] Certain vehicles, possibly of the automobile type, include a transmission system comprising an all-electric or hybrid (thermal and electric) powertrain. This powertrain includes at least one electric motor designed to operate according to a corrected electrical torque setpoint, resulting from the subtraction of a correction value from an initial electrical torque setpoint, to provide motor torque intended to move the vehicle.

[0003] As those skilled in the art know, the transmission chain of this type of vehicle is sometimes subject to oscillations which result in jolts or jolts of the vehicle which can prove unpleasant for the passengers, or may even be considered a malfunction or a design flaw.

[0004] In order to combat these oscillations, it has been proposed to implement in these vehicles a method of combating oscillations consisting of regulating the speed of the electric drive machine of the powertrain by determining the correction value as a function of this speed by a high-pass filter defined by parameters having current values, and, when a new demand occurs in the vehicle, replacing these current values ​​with new values ​​which are supposed to be adapted to this new demand.

[0005] Herein, "new request" means an acceleration, a deceleration, a shift in gears, a change of gear in a gearbox associated with the possible thermal drive machine, a change from hybrid mode to all-electric mode, or a change from all-electric mode to hybrid mode.

[0006] In order to limit the occurrence and / or amplitude of undesirable shocks induced by peaks in the correction of the electrical torque setpoint during changes in the high-pass filter parameter values, the output of the latter is currently made equal to its input (so that the torsional velocity becomes zero) for a duration that can be calibrated to allow the high-pass filter time to converge before to reactivate it gradually. However, depending on the type of new demand, the time required for the high-pass filter to converge varies. Thus, in the case of a gear change or a mode change (electric or hybrid), the high-pass filter has sufficient time to converge because this type of change is not instantaneous. But, in the case of a change of state (sudden acceleration, sudden deceleration, or a change in play), the high-pass filter does not have time to converge because this type of change of state is (almost) instantaneous, and therefore the peaks in the correction of the initial electrical torque setpoint are not eliminated, resulting in undesirable torque.

[0007] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0008] In particular, it proposes for this purpose a method for combating oscillations, on the one hand, intended to be implemented in a vehicle comprising a transmission chain including at least one electric drive machine suitable for operating according to a regime based on a corrected torque setpoint, resulting from a subtraction of a correction value from an initial torque setpoint, to provide a motor torque, and, on the other hand, comprising a step in which the regime is regulated by determining the correction value as a function of the regime by a high-pass filter defined by parameters having current values ​​which, when a new demand occurs in the vehicle, are replaced by new values ​​based on this new demand.

[0009] This method of combating is characterized by the fact that in its step, when the new request occurs, initialization conditions of the high-pass filter are determined guaranteeing continuity of an intermediate value used to determine the correction value and continuity of a derivative of this intermediate value when replacing the current values, then these initialization conditions determined in the high-pass filter are established.

[0010] Thanks to the invention, the regulation of the speed of the electric motor machine now incorporates, when each new demand occurs, a mechanism for initializing the high-pass filter which makes it possible to avoid peaks in the correction of the (electrical) torque setpoint, and therefore to avoid the occurrence of undesirable twisting in the transmission chain.

[0011] The pest control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0012] - in its step, the initialization conditions can be determined by solving recurrence equations of the high-pass filter;

[0013] - in its stage, in the presence of a transmission chain also comprising a thermal power unit associated with a gearbox, each new demand can be chosen from an acceleration, a deceleration, a shift of games, a change of gearbox ratio, a change from a hybrid mode, in which the thermal power unit and electric power unit operate, to an all-electric mode, in which only the electric power unit operates, and a change from the all-electric mode to the hybrid mode;

[0014] - in its step, the intermediate value can be determined by means of a filter discrete low-pass, of the so-called infinite impulse response (or IIR) type, and part of the high-pass filter, and depending on the regime, then we can determine the correction value by subtracting this determined intermediate value from the regime by means of a subtractor of the high-pass filter;

[0015] - in the presence of the last option, in its step, a low-pass filter can be used of the second order.

[0016] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a method of combating the type of that presented above, in a vehicle comprising a transmission chain including at least one electric drive machine suitable for operating according to a regime based on a corrected torque setpoint, resulting from a subtraction of a correction value from an initial torque setpoint, to provide a motor torque, to combat oscillations of this transmission chain.

[0017] The invention also proposes a device for combating oscillations, on the one hand, intended to equip a vehicle comprising a transmission chain including at least one electric drive machine suitable for operating according to a corrected torque setpoint, resulting from a subtraction of a correction value from an initial torque setpoint, to provide a motor torque, and, on the other hand, including at least one processor and at least one memory arranged to perform the operations consisting of triggering a regulation of the speed by determining the correction value as a function of this speed by a high-pass filter defined by parameters having current values ​​which, when a new demand occurs in the vehicle, are replaced by new values ​​as a function of this new demand.

[0018] This control device is characterized by the fact that its processor and memory are also arranged to perform the operations consisting, when the new request occurs, of determining the initialization conditions of the high-pass filter guaranteeing the continuity of an intermediate value used to determine the correction value and the continuity of a derivative of this intermediate value during the replacement of the current values, then to trigger the establishment of these initialization conditions determined in the high-pass filter.

[0019] The invention also proposes a vehicle, possibly of the automobile type, comprising, on the one hand, a transmission chain including at least one electric drive machine suitable for operating according to a regime based on a corrected torque setpoint, resulting from a subtraction of a correction value from an initial torque setpoint, to provide a motor torque, and, on the other hand, a control device of the type presented above.

[0020] For example, the transmission chain may also include a thermal engine suitable for providing another driving torque. Brief description of the figures

[0021] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0022] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a hybrid powertrain transmission chain associated with a supervisory computer, and an oscillation control device according to the invention,

[0023] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervisory computer including an example of an embodiment of an oscillation control device according to the invention,

[0024] [Fig.3] schematically illustrates an example of an algorithm implementing a method for combating oscillations according to the invention, and

[0025] [Fig.4] schematically and functionally illustrates an example of the realization of a correction device for an example of an oscillation control device according to the invention. Detailed description of the invention

[0026] The invention aims in particular to provide a method for combating oscillations, and an associated DL oscillation control device, intended to enable the control of oscillations of a transmission chain with at least partially electric powertrain of a vehicle V.

[0027] In what follows, vehicle V is considered, by way of non-limiting example, to be of the automobile type. For example, it is a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of vehicle. It relates to any type of vehicle comprising a powertrain with an electric drive unit (PDU) including at least one electric drive unit. Thus, it relates to land vehicles (commercial vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, and other similar vehicles). roadworks, construction equipment, agricultural machinery, recreational vehicles (snowmobiles, go-karts), tracked vehicles, trains and trams (for example), aircraft and boats.

[0028] Furthermore, in what follows, by way of non-limiting example, vehicle V is considered to comprise a hybrid-type powertrain (or PMT) (and therefore its drive is provided by at least one electric drive unit (EDU) and at least one internal combustion engine (ICEU). However, the PMT could be of the all-electric type (and in this case, the drive is provided exclusively by at least one electric drive unit).

[0029] Furthermore, in what follows, by way of non-limiting example, the electric drive unit (MME) of the hybrid powertrain is considered to be associated with at least one rechargeable (or non-rechargeable) BP battery, referred to as the main (or traction or power) battery. However, it could also be associated with a fuel cell (for example, a hydrogen fuel cell).

[0030] In addition, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0031] A vehicle (here a land vehicle) V comprising a hybrid (thermal and electric) powertrain and automated gearbox, a CS supervisory computer, a BS auxiliary battery, a BP main (or traction or power) battery (here rechargeable), a CV converter, and a DL anti-oscillation device according to the invention, is schematically represented in [Fig.1].

[0032] The auxiliary battery BS is responsible for supplying electrical power to an on-board electrical system of the vehicle V, supplementing that supplied by the CV converter, which is powered by the main battery BP via a main electrical circuit, and sometimes replacing this CV converter. For example, this auxiliary battery BS may be configured as a very low voltage battery (typically 12 V or 24 V). It is (here) rechargeable at least by the CV converter. In the following, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 12 V lead-acid battery.

[0033] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0034] The main electrical circuit (or "high voltage" or "power" circuit) is connected, on the one hand, to the main battery BP via an interface device, and, on the other hand, to electronic equipment, such as the CV converter and the electric drive machine MME. It may also optionally allow the main battery BP to be recharged by an external power source temporarily connected to the vehicle V.

[0035] As illustrated in [Fig.1], the transmission chain also includes, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, and a transmission shaft AT.

[0036] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0037] The MMT thermal engine comprises a crankshaft (not shown) which is fixedly attached to the drive shaft AM in order to drive the latter (AM) in rotation or to be driven in rotation by this drive shaft AM. This MMT thermal engine is designed to operate according to a first regime rl to provide, here for the drive wheels of the vehicle V, a first engine torque cml which is defined by a thermal torque setpoint, for example determined by the CS supervisory computer.

[0038] The operation of the MMT thermal power unit is controlled by a thermal machine computer (not shown), and supervised by the CS supervisory computer. It should be noted that the thermal machine computer and the CS supervisory computer could be part of the same "supercomputer".

[0039] Furthermore, the thermal power machine MMT is suitable for being coupled to a primary shaft called the main shaft APP of the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is suitable for delivering a torque from the first engine torque cml, in particular (here) for at least one set Tl of driving wheels, when it is at least partially closed (or passing) and therefore when it couples the thermal power machine MMT to the gearbox BV (and more precisely to a clutch Ej associated with a primary (secondary) shaft APSj of the latter (BV)).

[0040] This first DC1 coupling device can be either totally closed (or totally conducting), or totally open (or totally non-conducting), or partially closed (or partially conducting).

[0041] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0042] Also, for example, the Tl axle can be located in the front PVV section of the vehicle V. It is preferably, and as illustrated, coupled to the AT driveshaft via a DI differential (here, the front one). But in a variant, this Tl axle could be the one referenced as T2, which is located in the rear PRV section of the vehicle V.

[0043] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the crankshaft of the MMT internal combustion engine is also coupled to a belt, which is itself coupled to an alternator-starter AD that is supplied with electrical energy by the auxiliary battery BS (and which can also recharge the latter (BS)). Thus, the alternator-starter AD can supply torque to the belt, which can supply this crankshaft torque to start the MMT thermal power unit. The MMT thermal power unit can also be started by the MME electric power unit when the first coupling device DC1 is at least partially closed.

[0044] In one variant, the AD alternator-starter can be powered by the main battery BP.

[0045] The electric drive machine MME, when supplied with electrical energy by the main battery BP, is capable of operating in a second mode r2 to provide a second motor torque cm2 defined by a corrected electrical torque setpoint ccec, here for the drive wheels of the vehicle V. This corrected electrical torque setpoint ccec is a function of an electrical torque setpoint cce and a final correction value vc'. More precisely, the corrected electrical torque setpoint ccec is equal to the electrical torque setpoint cce minus the final correction value vc' (i.e., ccec = cce - vc').

[0046] The electrical torque setpoint cce is a function of the torque setpoint which is representative of the driver's desire to accelerate the vehicle V. It should be noted that in a land vehicle V the driver can signal his desire to accelerate by pressing the accelerator pedal PA (or similar) more or less, then the percentage of pressing is used to define a torque demand (driver) from which, for example, the supervisory computer CS can determine the electrical torque setpoint cce.

[0047] For example, the corrected electrical torque setpoint ccec can be determined by a DC3 correction device comprising, as illustrated non-limitingly in [Fig. 4], at least one first subtractor SI and a high-pass filter FPH, and preferably an amplifier AS. This DC3 correction device, which is part of the DL control device, can be installed in the CS supervisory computer, as illustrated non-limitingly in Figures 1 and 2.

[0048] The high-pass filter FPH receives at input the second regime r2 in progress of the electric motor machine MME, and delivers at output a correction value vc.

[0049] For example, and as illustrated non-limitingly in [Fig.4], this high-pass filter FPH can include a low-pass filter FPB and a second subtractor S2. This low-pass filter FPB receives as input the second current regime r2 of the electric motor machine MME, and delivers at output an intermediate value vi.

[0050] It should be noted that the FPB low-pass filter can be discrete and of the type known as infinite impulse response (or IIR). It is recalled that such a filter is arranged so as to deliver at its output an output signal (or response) which is a function of the input signal it receives at its input and the previous values ​​of this output signal (or of this same response).

[0051] Preferably, a second-order FPB low-pass filter is used, although this is not mandatory.

[0052] The second subtractor S2 receives as input the second regime r2 in progress of the electric motor machine MME and the intermediate value vi, and delivers at output the correction value vc which is equal to the second regime r2 less the intermediate value vi (i.e. vc = r2 - vi).

[0053] The optional amplifier AS receives the correction value vc as input, and delivers the final amplified correction value vc' as output. It has a chosen gain for this purpose (when this gain is equal to one, vc = vc').

[0054] The first subtractor SI receives as input the electrical torque setpoint cce and the final correction value vc', and delivers at output the corrected electrical torque setpoint ccec which is equal to the electrical torque setpoint cce less the final correction value vc' (i.e. ccec = cce - vc').

[0055] The high-pass filter FPH (and more specifically here its low-pass filter FPB) is defined by parameters that have current values ​​vp(t). Each time a new stimulus occurs in the vehicle V, the current values ​​vp(t) of these parameters are replaced by new values ​​vp(t+l) that are a function of this new stimulus.

[0056] When the transmission chain comprising the thermal drive machine MMT associated with the gearbox BV, each new demand can, for example, be chosen from an acceleration, a deceleration, a shift, a change of gear of the gearbox BV, a change from hybrid mode (in which the thermal drive machine MMT and electric drive machine MME operate) to all-electric mode (in which only the electric drive machine MME operates), and a change from all-electric mode to hybrid mode.

[0057] Furthermore, the electric drive machine MME is coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the main primary shaft APP of the gearbox BV to supply it with the second motor torque cm2 that it produces. The electric drive machine MME thus supplies the second motor torque cm2 that it produces for the train T1 and / or for the internal combustion engine MMT.

[0058] It should be noted that the electric drive unit MME can also optionally be arranged to recover a torque defined by a setpoint from the vehicle V, for example during a regenerative braking phase, and in this case, this recovered torque can be used to recharge the main battery BP associated with the electric drive unit MME. However, recovery can also be performed on a portion of the initial engine torque cml supplied by the internal combustion engine MMT.

[0059] The operation of the electric motor machine MME is controlled by an electric machine computer CM, and supervised by the supervisory computer CS.

[0060] The second coupling device DC2 can, for example, include a cascade of gears connecting the electric drive machine MME to the input of the gearbox BV (downstream of the first coupling device DC1).

[0061] It will be understood that when the first coupling device DC1 is at least partially closed, the internal combustion engine MMT is running (and therefore provides a first motor torque cm1), and the gearbox BV is coupled to the transmission shaft AT, the first coupling device DC1 delivers a torque which is added to any second motor torque cm2 supplied, upstream of the gearbox BV, by the electric motor MME when it is powered (here) by the main battery BP. When the first coupling device DC1 is fully open, only the electric motor MME can provide a second motor torque cm2 upstream of the gearbox BV during a purely electric driving phase.When the first coupling device DC1 is at least partially closed, the thermal engine MMT is not running, and the gearbox BV is uncoupled from the drive shaft AT, the electric engine MME can, when supplied with electrical energy (here) by the main battery BP, provide a second motor torque cm2 which can drive the thermal engine MMT via the first coupling device DC1.

[0062] For example, the main (or traction or power) battery BP can be of the cellular type. In this case, it comprises electrical energy storage cells, possibly electrochemical (such as lithium-ion (or Li-ion) or Ni-MH or Ni-Cd cells). Also, for example, this main battery BP can be of the 450 V type. However, this is not mandatory. It could alternatively be of the 48 V, 600 V, or 800 V type, for example.

[0063] As indicated above, the gearbox BV includes at least one primary shaft (here called secondary) APSj which is associated with at least one clutch Ej suitable for being placed in a state chosen from among an open (or decoupled) state, a closed (or coupled) state, and a sliding state.

[0064] In what follows, by way of non-limiting example, the automated gearbox BV is considered to be a dual-clutch (or DCT) gearbox. Consequently, and as illustrated non-limitingly in [Fig. 1], the gearbox BV comprises first APS1 (j = 1) and second APS2 (j = 2) primary shafts, referred to as secondary shafts, first E1 (j = 1) and second E2 (j = 2) clutches, and first SP1 (j = 1) and second SP2 (j = 2) sub-parts dedicated respectively to first and second sub-assemblies. of ratios (for example 1, 3 and 5, and 2, 4, 6 and possibly 7). These ratios have respectively decreasing multiplications (starting from the smallest (1)).

[0065] The first clutches E1 and E2 are connected to the main primary shaft APP and coupled respectively to the first secondary primary shafts APS1 and APS2 in order to transfer to them (when they are in the closed or slipping state) the engine torque they receive from the main primary shaft APP via the powertrain. Thus, when the first clutch E1 is in the closed or slipping state, it causes the first secondary primary shaft APS1 to rotate according to a third operating condition r31, and when the second clutch E2 is in the closed or slipping state, it causes the second secondary primary shaft APS2 to rotate according to a third operating condition r32.

[0066] It should be noted that in an alternative embodiment the gearbox BV could include only one clutch associated with a single primary secondary shaft.

[0067] The operation of the BV gearbox is controlled by a gearbox computer (not shown), and supervised by the CS supervision computer.

[0068] As mentioned above, the invention proposes in particular a method for combating oscillations intended to allow the control of oscillations of the transmission chain of vehicle V.

[0069] This method (for combating oscillations) can be implemented at least partially by the oscillation-controlling device DL (illustrated at least partially in Figures 1 and 2), which comprises for this purpose at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This oscillation-controlling device DL can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0070] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the fighting process. The PR1 processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0071] In the example illustrated, but not limited to, in Figures 1 and 2, the DL fire suppression device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DL fire suppression device could comprise its own dedicated computer, which is then coupled to the CS supervisory computer, or it could be part of another computer embedded in the vehicle V and performing at least one other function, for example.

[0072] As illustrated non-limitingly in [Fig.3], the method (for combating oscillations), according to the invention, includes a step 10-30 which is implemented each time at least the electric drive machine MME operates under a second regime r2, which is a function of the corrected electrical torque setpoint ccec, to provide a second motor torque cm2.

[0073] Step 10-30 of the process includes a substep 10 in which the (for example the DL control device triggers a regulation of the) second regime r2 (of the electric drive machine MME) is regulated by determining the correction value vc as a function of the second regime r2 by the high-pass filter FPH.

[0074] Step 10-30 of the method also includes, when a new stimulus occurs in the vehicle V, a substep 20 in which initialization conditions for the high-pass filter FPH (and more specifically here, its low-pass filter FPB) are determined (for example, by the control device DL). These initialization conditions guarantee not only the continuity of the intermediate value vi (used to determine the correction value vc), but also the continuity of the derivative of this intermediate value vi, during the subsequent replacement of the current values ​​vp(t) of the parameters (here of the low-pass filter FPB) with new values ​​vp(t+l) that are a function of this new stimulus.

[0075] Step 10-30 of the process also includes a substep 30 in which the initialization conditions (determined in substep 20) are established (for example, the DL control device triggers the establishment of the) initialization conditions (determined in substep 20) in the high-pass filter FPH (and more specifically here in its low-pass filter FPB), and the current values ​​vp(t) of the parameters are replaced (for example, the DL control device triggers the aforementioned replacement of the) current values ​​vp(t) by the new values ​​vp(t+l) as a function of the new demand.

[0076] The invention therefore proposes to integrate into the regulation of the second regime r2 a mechanism for initializing the high-pass filter FPH when the values ​​vp(t) of the parameters of the latter (FPH) are replaced, which is necessary due to the occurrence of a new demand in the vehicle V. Thanks to such an initialization mechanism, which establishes in the high-pass filter FPH initialization conditions guaranteeing the continuity of its output (vi) and of the derivative of the latter (dvi / dt), the peaks of correction of the electrical torque setpoint cce are avoided, and therefore the occurrence of undesirable twists in the transmission chain is avoided when each new demand occurs.

[0077] For example, in substep 20 of step 10-30 one (for example the DL control device) can determine the initialization conditions by solving recurrence equations of the high-pass filter FPH (and more specifically here of its low-pass filter FPB).

[0078] These recurrence equations of the FPB low-pass filter are derived from a sampled (or discrete) representation of the FPH high-pass filter (and more precisely here of its FPB low-pass filter considered here as second order), described below.

[0079] In the continuous domain, the transfer function of a second-order FPH high-pass filter can be written in the form:

[0080] [Math.l] / ^>=Âd^ (1).

[0081] In the presence of the DC3 correction device arrangement illustrated in [Fig.4], and considering equation (1) given above, the transfer function of the second-order FPB low-pass filter can be written in the form:

[0082] [Math.2] =.....W.....= ZOA

[0083] where u(s) is the input of the low-pass filter FPB, and therefore the second regime r2 of the electric motor machine MME, and y(s) is the output of the low-pass filter FPB, and therefore the intermediate value vi.

[0084] The sampled (or discrete) version of equation (2) given above can then adopt the following general form:

[0085] [Math.3] J ( ^) — 0+ Z) ( 3 ),

[0086] where b0, bb b2, ai and a2 are the parameters of the FPB low-pass filter.

[0087] To determine the initial conditions vk-1 and ^-2 which guarantee the continuity of the output yk and the derivative of the output yk during substitutions of the values ​​of the parameters b0, bB, b2, ai and a2, we must exploit the recurrence equations which are derived from equation (3) by means of an intermediate variable vk, and which can be written:

[0088] [Math.4] f^ + ^1^-1 + ^-2 = ¾ | ^k + +b2vk.2 = yk ( 4} '

[0089] We denote the initial condition of and vk-2 the initial condition of vk-2.

[0090] Next, we can consider two situations, namely an entry uk in echelon (by example during deceleration by sudden cessation of depressing the accelerator pedal PA) or a ramp entry (for example during acceleration by progressive depressing the accelerator pedal PA).

[0091] We first consider the first situation corresponding to an input uk in step, and therefore in which we have vk = i = vk-2 = = Vk_2.

[0092] In this first situation, the system of equations (4) becomes:

[0093] [Math.5] (1 + ^ + ^)4.1 = ¾ (5«) (b0+bï + b2)vk_l = yk (5b)

[0094] The unique initial condition (since i = vk-2) can then be determined either from equation (5a) or from equation (5b). Note that the solutions of the two equations (5a) and (5b) can be equivalent because b0+bi+b2 = l+ai+a2 when the static gain of the FPB low-pass filter is equal to one. It is recalled here that the static gain is the ratio between the change in the output of the FPB low-pass filter and the change in the input of the FPB low-pass filter in steady state. This static gain can be calculated from equation (3) by setting z = 1 (which corresponds to infinite time). Then, the unique initial condition of equations (5a) and (5b) can be deduced in two ways:

[0095] [Math.6] ^-1 = ^-2=(^^ KL KZ \ /

[0096] The second situation corresponds to a ramp input uk, and therefore in which we have vk vk-2. and therefore ^4 Vk-2- Two cases can then be considered depending on the discretization method used.

[0097] A first discretization method can be an exact discretization by zero-order blocker, which corresponds to the first case b0 = 0.

[0098] In this first case, b0 = 0, for the derivative of the output yk to be continuous, the system of equations (4) must also be valid at the time (k-1) preceding time k. We then have the following system of equations (7):

[0099] [Math.7] 4 + ^1 + ^4-2 = ¾ ^-1+^14-2 + ^-3 = 41 ^14-1+^24-2 = ¾ ^-2 + ^-3 = 4.i

[0100] To solve this overdetermined system of equations (7), the variables vk and vk-3 must be eliminated, leaving only 'ki and F*-2. The simplest method for doing this is to proceed by substitution (it is recalled that the objective is that the conditions Initials ^4 and fai correspond respectively to the variables and Thus, we can, for example, multiply both sides of equation (7b) by b2 / a2.

[0101] [Math.8] by bb, iïyk^aÿfr>k.2+b2vk.^ bivk.^b2vk.2 = yk b^ + b^fay^

[0102] Next, we can subtract equation (8b) and equation (8d), which gives the system of equations (9):

[0103] [Math.9] byk_i + b2vk_2 = y k 9 ^2^1 + ( «1^2 ' b fa ) vk_2 = b2uk_ ) - a2y \

[0104] The system of equations (9) can then be put into the following matrix form if we take as a hypothesis that uk = yk and uk_i = yk_i:

[0105] [Math. 10] / b, b2 \ / Vk. \ \ = \ (10) \b2 a^-bfa / X^ / \(b2-a2)ykJ

[0106] We can then state:

[0107] [Math. 11] ' 1 “ bl an - b2 a2]-b2 a2^ = fab2-(hb (11), P

[0108] whose solution is:

[0109] [Math. 12] 1 vk-2 / \ Vk-2 / 12 /

[0110] A second discretization method can be a discretization by pole / zero equivalence or approximation of the Laplace operator "s" by one of the Euler approximations as a function of the operator "z", which corresponds to the second case b0 *0.

[0111] In this second case b0 0, for the derivative of the output yk to be continuous, the system of equations (4) must also be valid at the time (k-1) preceding time k. We then have the following system of equations (13):

[0112] [Math. 13] vk + a\vkA + a2Vk-2 = uk ^ + aïvk-2 + a2vk-^uk-ï ^k + ^ki + b2vk.2 = yk yki (13a) (13*) (13c) (13d)

[0113] We can then, for example, multiply equation (13a) by b0 and multiply equation (13b) by b2 / a2, which gives the following system of equations (14):

[0114] [Math. 14] twk + «1^-1+= tWk b. b, , b, + a^k_2+b2vk_2 - Kl bGvk+bivkA+b2vh2 = yk hovk.l + hivk-2 + b2vk^ = yki (14a) (14^) (14c) (14d)

[0115] Next, we can subtract equation (14c) and equation (14a) as well as equation (14b) and equation (14d), and if we assume that uk = yk and uk.i = yk.i we obtain the following system of equations (15):

[0116] [Math. 15] ( bra}bQ ) + ( b2-a2bQ ) vk_2 = ( 1 - b^y \ \ (15). {ha^v^ rt- 1

[0117] We can then state:

[0118] [Math. 16] ' ®ll=(^r«A)) «12 = (b^-aj)^ a2} = (Zl-^o) ' «22=("AA«2) (16),

[0119] which allows the system of equations (15) to be put into the following matrix form:

[0120] [Math. 17]

[0121]

[0122] whose solution is: [Math. 18] fZll a21 a22 / \ ^k-2 (17), / _ i / \

[0123] The invention offers at least two advantages, namely an improvement in the driving pleasure performance of the vehicle V and a simplification of the development of the anti-oscillation function provided by the DC3 correction device.

[0124] It should also be noted, as illustrated non-limitingly in [Fig. 2], that the CS supervisory computer (or the DL control device computer) may also include a mass memory MM1, in particular for storing each second regime r2, as well as any intermediate data involved in all its calculations and processing. Furthermore, this CS supervisory computer (or the DL control device computer) may also include an IE input interface for receiving at least each piece of information representing a new request and each second regime r2 for use in calculations or processing, possibly after having been formatted and / or demodulated and / or amplified. in a known manner, by means of a PR2 digital signal processor. In addition, this CS supervisory computer (or the DL control device computer) can also include an IS output interface, notably to deliver a message (or command) containing the initialization conditions of the FPH high-pass filter.

[0125] 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 type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for implementing the method of combating described above in the vehicle V against the oscillations of the transmission chain.

Claims

Demands

1. A method for combating oscillations in a transmission chain of a vehicle (V) comprising at least one electric drive machine (EDM) adapted to operate according to a corrected torque setpoint, resulting from subtracting a correction value from an initial torque setpoint, to provide motor torque, said method comprising a step (10-30) in which said operating regime is regulated by determining said correction value as a function of said regime by a high-pass filter (HPF) defined by parameters having current values ​​which, when a new load occurs in said vehicle (V), are replaced by new values ​​as a function of this new load, characterized in that in said step (10-30), when said new load occurs,Initialization conditions for said high-pass filter (HPF) are determined, guaranteeing continuity of an intermediate value used to determine said correction value and continuity of a derivative of this intermediate value during said replacement; then said initialization conditions are established in said high-pass filter (HPF).

2. Method according to claim 1, characterized in that in said step (10-30) said initialization conditions are determined by solving recurrence equations of said high-pass filter (HPF).

3. A method according to claim 1 or 2, characterized in that in said step (10-30) in the presence of a transmission chain also comprising a thermal drive machine (TDM) associated with a gearbox (GV), each new stress is chosen from an acceleration, a deceleration, a shift, a change of ratio of said gearbox (GV), a change from a hybrid mode, in which said thermal drive machine (TDM) and electric drive machine (EDM) operate, to an all-electric mode, in which only said electric drive machine (EDM) operates, and a change from said all-electric mode to said hybrid mode.

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-30) said intermediate value is determined by means of a discrete low-pass filter (LPF), of the so-called infinite impulse response type, and forming part of said high-pass filter (FPH), and according to said regime, then said correction value is determined by subtracting said intermediate value determined from said regime by means of a subtractor (S2) from said high-pass filter (FPH).

5. Method according to claim 4, characterized in that in said step (10-30) a second-order low-pass filter (LPF) is used.

6. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the method of combating according to any one of claims 1 to 5, in a vehicle (V) comprising a transmission chain including at least one electric drive machine (EDM) suitable for operating according to a corrected torque setpoint, resulting from a subtraction of a correction value from an initial torque setpoint, to provide a motor torque, to combat oscillations of said transmission chain.

7. A control device (DL) for combating oscillations in a transmission chain of a vehicle (V) comprising at least one electric drive machine (EDM) adapted to operate according to a corrected torque setpoint, resulting from subtracting a correction value from an initial torque setpoint, to provide motor torque, said control device (DL) comprising at least one processor (PR1) and at least one memory (MD) arranged to perform the operations of triggering regulation of said setpoint by determining said correction value as a function of said setpoint by a high-pass filter (HPF) defined by parameters having current values ​​which, when a new demand occurs in said vehicle (V), are replaced by new values ​​as a function of this new demand,characterized in that said processor (PR1) and memory (MD) are further arranged to perform the operations consisting, when the new request occurs, of determining initialization conditions of said high-pass filter (HPF) guaranteeing continuity of an intermediate value used to determine said correction value and continuity of a derivative of this intermediate value during said replacement, and then triggering the establishment of said initialization conditions in said high-pass filter (HPF).

8. Vehicle (V) comprising a transmission chain including at least one electric drive machine (EDM) adapted to operate according to a corrected torque setpoint, resulting from subtracting a correction value from an initial torque setpoint, to provide motor torque, characterized in that it further comprises a control device (CD) according to claim 7

9. / . Vehicle according to claim 8, characterized in that said transmission chain further comprises a thermal drive machine (TDM) suitable for providing another drive torque.

10. Vehicle according to claim 8 or 9, characterized in that it is of the automobile type.