CONTROL DEVICE FOR COUNTERING SIREN NOISE GENERATED BY A GEARBOX ON AN ELECTRICALLY POWERED VEHICLE

Abstract

A control device (CD) equips a vehicle (V) comprising an electric drive machine (EDM) supplying torque to a primary shaft (AP) of a reduction gear (RD) having its own gears. During meshing, this device generates initial torque fluctuations with a first amplitude and first phase, inducing noise. This control device (CD) includes a processor (PR1) and memory (MD1) arranged to perform the operations of triggering the generation, by a selected component (EDM) of the vehicle (V), of second torque fluctuations having a second amplitude similar to the first amplitude and a second phase 180° out of phase with the first phase, so as to counteract the initial torque fluctuations. Figure 1

Description

Title of the invention: CONTROL DEVICE FOR OPPOSING THE SIREN NOISE GENERATED BY A GEAR REDUCTION DEVICE FOR AN ELECTRICALLY POWERED VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising an electric drive machine coupled to a gear reduction device, and more specifically to the control of the so-called siren noise which is generated in the reduction device of such vehicles. State of the art

[0002] Certain vehicles, possibly land vehicles, include an electric drive machine which is capable of supplying torque, directly or indirectly, to a primary shaft of a gear reduction device comprising gears.

[0003] In what follows and what precedes, the term "reduction device" means both a gearbox and a reducer.

[0004] As those skilled in the art know, the gears of a reduction gear system tend, during meshing, to generate torque fluctuations that induce a so-called "siren-like" noise, which is disturbing to vehicle passengers because it is perceived as a variation in high frequencies, proportional to the speed (rotation) of the reduction gear system and the number of teeth on the gear. Unlike the frequency, which increases as the speed increases, the amplitude of the siren noise does not follow a linear progression because it is also related to the electric motor torque being supplied.

[0005] This siren-like noise is localized at the gears under torque, whether on the input shaft, on a possible secondary shaft, or on the shafts of the possible differential, and is produced by the successive loading and unloading of the individual teeth of the gears around the points of engagement. In other words, the siren-like noise results from the bending deformation of the gears during meshing.

[0006] It is indeed recalled that when a pair of gears, driven under torque or not, rotates at a constant angular velocity 0, the driven gear then rotates at the speed n0 + A0(t) where n0 is the average angular velocity of the driven gear and A0(t) a fluctuation in angular velocity. This fluctuation in angular velocity introduces a fluctuation in torque which is, among other things, due to the kinematics of the gear. (so-called geometric errors), to the elasticity of the gear pairs and shafts, and to the different levels of friction of the teeth in contact.

[0007] These geometric errors, sometimes called "transmission errors," can result from poor design or a faulty manufacturing process and / or dynamic effects such as tooth deflection under load. Experience shows that transmission error is the main source of torque fluctuations. Therefore, this physical quantity is monitored very carefully in gear design.

[0008] Currently, siren noise reduction involves applying mechanical design principles. In fact, this reduction requires a very precise geometry (to the micron level) for the gear teeth, which necessarily entails a complex and therefore expensive surface treatment. Furthermore, the transfer of siren noise to passengers' ears is reduced by stiffening and possibly encapsulating the housings (airborne component) and by providing insulation through the supports (solid component). Therefore, only the vehicle designer's choices can attenuate siren noise within the vehicle.It should be noted that, due to current constraints in the automotive industry, it is impossible to obtain a definition of quiet gearing across the entire operating range of the vehicle, i.e., regardless of engine speed and torque, whether in forward or reverse gear.

[0009] This method of reducing siren noise remains problematic for the designer for at least three reasons.

[0010] One reason is the general reduction in all other noise sources from the vehicle's powertrain, which makes the siren noise noticeably more audible, and therefore reduces the masking effect. This is especially true when the vehicle's powertrain is purely electric, because not only is the overall noise level of the powertrain lower, but more importantly, the electric drive unit(s) is / are noisy in frequency bands that are different from those of the siren noise.

[0011] A second reason is the important choice of design parameters that theoretically allow for the control of siren noise, such as module, degree of contact, displacement coefficient, profile and helix, transmission error, surface roughness, heat treatment, and number of teeth on the gear pinions. Those skilled in the art know that, despite the early consideration of these major parameters in the design, sound intensities that are typically 15 to 20 dB above the desired specifications are still too frequently observed at the end of development in very common operating situations, including when using helical teeth, which suggests that Influential architectural parameters are still unknown or insufficiently addressed. However, the discovery of such excessive noise levels at the end of development leads to delays in the mass production launch of vehicles and additional costs, even though the noise / vibration performance is barely acceptable. Furthermore, it's worth remembering that the design of gear teeth is only optimal for a range of engine speeds and torques that is far below the full operating range of vehicles as used by their drivers.

[0012] A third reason is the dispersion of manufacturing and control of the assembly of the different components of the multiplication device, which, in order to limit its impact, requires significant sorting (rejection of parts) by performance control at the end of the production line, and therefore also induces additional costs which are all the more significant as the thresholds put in place are severe.

[0013] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0014] In particular, it proposes for this purpose a control device intended to equip a vehicle comprising an electric drive machine capable of supplying torque to a primary shaft with a reduction device comprising gears which are capable during meshing of generating first torque fluctuations having first amplitude and first phase and inducing noises.

[0015] This control device is characterized by the fact that it includes at least one processor and at least one memory arranged to perform the operations of triggering a generation by a selected vehicle equipment of second torque fluctuations which have a second amplitude similar to the first amplitude and a second phase out of phase by 180° with respect to the first phase, so as to oppose the first torque fluctuations.

[0016] Thanks to the invention, it is now possible to suppress very strongly, or even totally, the siren noise induced by the gears of the reduction device without having to apply complex (and incomplete) mechanical architecture rules, particularly at the level of the reduction device and the elements involved in transferring the siren noise to the ears of the vehicle's passengers.

[0017] The control device according to the invention may include other features which may be taken separately or in combination, and in particular:

[0018] - its processor and memory can be arranged to perform the operations consisting of triggering the generation of second torque fluctuations by a vehicle component chosen from among the electric drive unit, an additional electric machine coupled to the electric drive unit, or an additional electric machine coupled to the device multiplication, an additional electric machine replacing an element of the multiplication device, an actuator replacing an element of the multiplication device, and mechanical equipment coupled to the multiplication device;

[0019] - in the presence of the first option, its processor and memory can be arranged to perform the operations consisting, when the equipment chosen is the electric drive machine and a pinion of the primary shaft, participating in a gear, has a number of teeth equal to m times a number of magnetic pole pairs of the electric drive machine, m being an integer greater than or equal to one, of triggering the generation of the second torque fluctuations by triggering a variation of a DC current offset torque produced by the electric drive machine and arising from offsets between supply currents actually powering a stator of the latter and measurements of these supply currents;

[0020] - also in the presence of the first option, alternatively, its processor and memory can be arranged to perform the operations consisting, when the equipment chosen is the electric drive machine and a pinion of the primary shaft, participating in a gear, has a number of teeth equal to 6n times a number of pairs of magnetic poles of the electric drive machine, n being an integer greater than or equal to one, of triggering the generation of the second torque fluctuations by triggering a variation of a harmonic torque produced by the electric drive machine and coming from harmonic components of the rotor and stator magnetic fluxes of the latter;

[0021] - in the presence of at least one of the last two sub-options, its processor and memory can be arranged to perform the operations of determining, on the one hand, the second amplitude as a function of a torque received by the primary shaft and as a function of a measurement of the rotation speed of the latter, and, on the other hand, the second phase as a function of a first measurement of the position of the primary shaft and a second measurement of the position of a rotor of the electric drive machine;

[0022] - in the presence of the last sub-sub-option, its processor and memory can be arranged to perform the operations of triggering the generation of second torque fluctuations by triggering a chosen modification of an output current, coming out of the electric motor machine and function of instantaneous current measurements of two of three phases of the electric motor machine, function of information representative of the first torque fluctuations and suitable for adjusting these two instantaneous phase currents;

[0023] - in the presence of the last sub-sub-sub-option, its processor and memory can be arranged to perform operations consisting of triggering an integration of information representative of the second torque fluctuations in a primary current supplying the electric motive machine and from which the two instantaneous phase currents are defined, by amplitude modulation.

[0024] The invention also proposes a vehicle, possibly of the automobile type, comprising, on the one hand, an electric drive machine suitable for supplying torque to a primary shaft of a reduction device comprising gears suitable for generating initial torque fluctuations during meshing, having initial amplitude and phase and inducing noise, and, on the other hand, a control device of the type presented above.

[0025] For example, the reduction device can be a gearbox or a reducer. Brief description of the figures

[0026] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0027] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a control device according to the invention and a powertrain comprising an electric drive machine, associated with a reduction gear and a rechargeable power battery, and controlled by an electric drive computer, and

[0028] [Fig.2] schematically and functionally illustrates an example of an embodiment of an electrical machine calculator including an example of an embodiment of a control device according to the invention. Detailed description of the invention

[0029] The invention aims in particular to provide a DC control device intended to counteract the siren noise generated by a DD reduction device associated with an electric drive machine of a powertrain (or PWM) of a vehicle V.

[0030] In what follows, vehicle V is considered, by way of non-limiting example, to be an automobile. 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 associated with a reduction gear and a rechargeable battery. Thus, it relates to land vehicles (commercial vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road maintenance vehicles, construction equipment, agricultural machinery, recreational vehicles (snowmobiles, go-karts), tracked vehicles, trains and trams, for example), aircraft, and boats.

[0031] Furthermore, in what follows, by way of non-limiting example, vehicle V is considered to include a powertrain transmission chain (or PMT) of the all-electric type (and therefore whose propulsion is provided exclusively by at least one electric motor unit). But the powertrain could be of the hybrid type (thermal and electric).

[0032] A vehicle V (here a land vehicle) comprising a DC control device according to the invention and a purely electric GMP transmission chain (and therefore comprising (here) a single electric motor machine MME coupled to a reduction device DD), an on-board network RB, a service battery BS, a rechargeable power (or main or traction) battery BP, a CV converter, and a CS supervisory computer, has been schematically represented in [Fig.1] as an illustrative example.

[0033] The CV converter allows DC / DC (“Direct Current / Direct Current” (direct current / direct current)) and / or AC / DC (“Alternating Current / Direct Current” (alternating current / direct current)) charging. It is therefore responsible for converting a direct or alternating current from a first voltage to a second voltage.

[0034] The RB on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0035] The auxiliary battery BS is responsible for supplying electrical power to the vehicle's electrical system RB, supplementing, in this case, that supplied by the converter CV, which is powered by the main battery BP via a power supply network, and sometimes replacing, in this case, the converter CV. For example, this auxiliary battery BS can be configured as a very low voltage type battery (typically 12 V, 24 V, or 48 V). It is rechargeable at least by the converter (current) CV. In the following, by way of non-limiting example, the auxiliary battery BS is considered to be a 12 V lithium-ion type.

[0036] The transmission chain has a GMP which is, here, purely electric and therefore includes, in particular, an electric drive machine MME, and a transmission shaft AT.

[0037] Here, "electric drive machine" means an electric machine arranged to provide an electric motor torque, defined by a torque setpoint, to move the vehicle V when it is supplied with electrical energy by the power battery BP, and possibly to recover regenerative braking torque to decelerate the vehicle V.

[0038] The operation of the powertrain is supervised by a supervisory computer CS (or an equivalent device). The control of the electric motor machine MME is ensured by an electric machine computer CME, in particular according to a setpoint provided by the supervisory computer CS and defining the motor torque that the latter (CS) wants the electric motor machine MME to provide.

[0039] The electric drive machine MME comprises a rotor and a stator which produce magnetic fluxes during operation. It should be noted that it can be synchronous or asynchronous.

[0040] Furthermore, this electric motor MME is coupled to a primary shaft AP of a reduction gear DD, to provide it with electric motor torque by rotational drive when it is supplied with electrical energy by the power battery BP via the power grid. This primary shaft AP of the reduction gear DD is coupled to the transmission shaft AT, itself coupled to a first set Tl of driving wheels, here via a differential DV.

[0041] This DD reduction device includes pinion gears which are designed during meshing to generate first torque fluctuations fc 1 having first amplitude al and first phase q> 1 determinable (or measurable) and inducing siren noises.

[0042] In what follows, by way of non-limiting example, the reduction device DD is considered to be a reducer. However, in an alternative embodiment, it could be a gearbox.

[0043] It should be noted that the first axle Tl (here, the motor axle) is located in the front PVV section of the vehicle V, and is therefore referred to hereafter as the front axle. However, in one variant, this first axle Tl could be the second axle T2, which is located in the rear PRV section of the vehicle V, and in another four-wheel-drive variant, the engine torque could be transmitted to both the first Tl and second T2 axles.

[0044] The BP power battery may, for example, comprise electrical energy storage cells, possibly electrochemical (e.g., lithium-ion (or Li-ion) or Ni-MH or Ni-Cd type). Also, for example, the BP power battery may be of the low-voltage type (typically 450 V or 600 V, by way of illustration). But it could also be of the medium-voltage or high-voltage type.

[0045] The CV converter can also be charged, here, during the driving phases of the vehicle V, with converting part of the electrical current stored in the power battery BP to supply converted electrical current to the on-board network RB and the auxiliary battery BS (to recharge it).

[0046] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the vehicle V also includes a distribution box BD to which the auxiliary battery BS, the converter CV, and the on-board network RB are coupled. This distribution box BD is responsible for distributing the electrical energy stored in the auxiliary battery BS or produced by the converter CV into the on-board network RB to power the electrical components (or equipment) connected to the on-board network RB, according to power demands received (in particular from the powertrain control unit CS).

[0047] As illustrated, but not limited to, in Figures 1 and 2, the DC control device comprises at least one processor PR1, for example of the microprocessor type, and at least one memory MD1. It 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.

[0048] The MD1 memory is random access memory (RAM) for storing instructions for the implementation of operations (or actions) by the PR1 processor. 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.

[0049] The DC control device (and therefore its processor (PR1) and its memory MD1) are arranged to perform the operations of triggering the generation by a selected equipment of the vehicle V of second torque fluctuations fc2 which have a second amplitude a2 similar to the first amplitude al and a second phase q>2 which is out of phase by 180° with respect to the first phase q>1, so as to oppose the first torque fluctuations fcl.

[0050] It should be noted that everything is done so that the second amplitude a2 is identical to the first amplitude al, but the second amplitude a2 can be equal to the first amplitude al to + / - 5%.

[0051] The second torque fluctuations fc2 produced by the chosen equipment having the same frequencies and a second amplitude a2 similar to the first amplitude a1, they are therefore similar to the first torque fluctuations fcl, and since their second phase q>2 is phase-shifted by 180° with respect to the first phase q>1 of the first torque fluctuations fcl, they very advantageously counteract the siren noise generated by these first torque fluctuations fcl. In other words, the invention makes it possible to almost completely, or even totally, eliminate the siren noise induced by the gears of the reduction device DD (here a reducer), without having to apply complex (and incomplete) mechanical architecture rules, particularly at the level of the reduction device DD and the elements involved in transferring the siren noise to the ears of the passengers of the vehicle V.

[0052] In general, the invention offers numerous advantages, including:

[0053] - the total or near-total elimination of the discomfort perceived by passengers and resulting from the DD reduction gearing device across the entire engine speed and torque range of the powertrain, whether in forward or reverse gear,

[0054] - a lasting action, because it acts throughout the entire lifespan of vehicle V despite component wear,

[0055] - it allows the design of the teeth of the pinions of the gears of the device DD gear reduction without having to take into account noise / vibration performance, because this design is solely driven by mechanical strength (of the highest torques),

[0056] - it makes it possible to avoid using expensive devices, such as for example encapsulation or double filtering of the attachment points, thereby reducing the bulk of the DD reduction device in the engine compartment and the performance degradation induced by the thermal management imposed by the encapsulation,

[0057] - it makes it possible to limit the scrap rate of parts during manufacturing and to be less demanding in terms of design and manufacturing dispersion,

[0058] - it may possibly allow, in extreme cases, a return to straight teeth replacing helical gears, which then offers, in particular, a gain on the efficiency of the DD reduction device of the order of 10% due to the suppression of the helical component of the gear and the suppression of the axial thrust produced by the loaded gears and the transmission error on the idler gears.

[0059] It should be noted that the PR1 processor and MD1 memory can be arranged to perform the operations consisting of triggering the generation of the second torque fluctuations fc2 by various equipment of vehicle V. Thus, this equipment can be chosen from:

[0060] - the MME electric drive machine,

[0061] - an additional electrical machine which is coupled to (or even forms part of) the an electric drive machine MME which produces exactly the harmonics of the reduction device DD,

[0062] - an additional electrical machine which is coupled to (or even forms part of) the a DD reduction device that produces exactly the harmonics of the DD reduction device,

[0063] - an additional electrical machine that replaces an element of the device DD reduction (such as, for example, replacing a bearing with an electric motor), and which produces exactly the harmonics of the DD reduction device,

[0064] - an actuator that replaces an element of the DD reduction device and that produces exactly the harmonics of the DD reduction device, and

[0065] - a mechanical device that is coupled to the DD reduction device, and which produces the excitations corresponding to the different orders of the harmonics of the DD reduction device.

[0066] For example, the PR1 processor and MD1 memory can be arranged to perform the operations of triggering the generation of the second torque fluctuations fc2 by the electric drive machine MME. In this case, at least two embodiments can be envisaged.

[0067] In a first embodiment, the PR1 processor and MD1 memory can be arranged to perform the operations consisting of triggering the generation of the second torque fluctuations fc2 by triggering a variation of the DC offset torque which is produced by the electric motor machine MME and which comes from offsets between the supply currents which actually supply the stator of the latter (MME) and measurements of these supply currents.

[0068] It is important to note that in order to obtain first fcl and second fc2 synchronous torque fluctuations (i.e. having the same frequencies of occurrence), the first embodiment requires that a pinion of the primary shaft AP, participating in a gear, have a number of teeth which is equal to m times the number of magnetic pole pairs of the electric motor machine MME, m being an integer greater than or equal to one. For example, the number of teeth on the primary shaft pinion AP must be chosen from the values ​​z = 3, 6, 9, 12, 15, 18, 21, 24, 27, 30, 33, 36, or 39 when the electric drive machine MME has three pole pairs, or from the values ​​z = 4, 8, 12, 16, 20, 24, 28, 32, 36, or 40 when the electric drive machine MME has four pole pairs. In practice, z values ​​between 20 and 40 are used, as corresponding pinions are readily available commercially.

[0069] Furthermore, it is recalled that the current offset results from the imperfection of the current sensors and other analog devices which ensure the measurement of the current supplying the stator of the electric motor machine MME.

[0070] The three phase currents present in the operating electric motor machine MME can indeed be expressed as the superposition ic>AD of a pure (theoretical) phase current ia>AD and a phase-shifted current ibjAD, due to imperfections Aia and Aib of the supply current measurement chain, with iaAD “ht + A ia, = ib + A ib and ic AD = - ( ia^I) + ihAI) ).

[0071] Consequently, in practice the pilot currents of the electric motor machine MME id and iq [in ​​the (d,q) Park-Clarke frame] also contain respectively these additional components Aid and Aiq, and therefore can finally be written: + A id and iq^D — iq + A iq.

[0072] The additional component Aiq can be defined by the following mathematical expression:

[0073]

[0074]

[0075]

[0076]

[0077]

[0078]

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[0080]

[0081]

[0082]

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[0084]

[0085]

[0086] [Math.l] A iq = A 4+ A ia A ib + A il cos(3e + k) ^1.1 with / you / It is recalled here that the total electromagnetic torque produced by an electric motor can be written in the following form: [Math.2] Te(3e) = + (1.2), where np and iq respectively denote the number of pole pairs, the magnetic flux produced by the magnets, and the pilot current in the Park-Clarke (d,q) frame. The subscript e associated with position 0 indicates that this expression is written in the electrical frame of reference. The first term in expression (1.2) corresponds to a continuous value, while the second term represents a harmonic component. This latter component is called the "harmonic couple". When expression (1.2) is rewritten in the mechanical frame of reference, we obtain the following expression (1.3): [Math.3] Te(0e) -1np(ipm + ^os(6npiem))iq (1.3), with — np^m. By combining expression (1.3) with the DC component of the total electromagnetic torque (expression (1.2)), we obtain the second torque fluctuation fc2 which is due to current imperfections, and which is given by the following expression (1.4): [Math.4] A Toff = ^3 npWm\] A il + A ia A ib + A il cos ( 3e + k ) ( 1.4), with / \. K — tatl y &ia+2Aih / This expression (1.4) highlights the harmonic nature of the second torque fluctuation fc2, which can be expressed in the mechanical frame of reference by the following expression (1.5): [Math.5] AToff=> / 3Ail+ A ia Aib+ Ai2b cos(np3m + k) ( 1.4 ). In a second embodiment, the PR1 processor and MD1 memory can be arranged to perform the operations of triggering the generation of the second torque fluctuations fc2 by triggering a variation in the torque Harmonic torque (or "harmonic torque") is produced by the electric motor (EM) and originates from the harmonic components of the magnetic fluxes of its rotor and stator. These components are unavoidable for the vast majority of electric motors because the magnetic fluxes produced by permanent magnets and inductors cannot have a perfectly sinusoidal shape.

[0087] It is important to note that in order to obtain synchronous first fcl and second fc2 torque fluctuations, the second embodiment absolutely requires that a pinion on the primary shaft AP, participating in a gearing, have a number of teeth equal to 6n times the number of magnetic pole pairs of the electric drive machine MME, where n is an integer greater than or equal to one. For example, the number of teeth of the pinion on the primary shaft AP must be chosen from the values ​​z = 18, 36, 54, or 72, when the electric drive machine MME has three pole pairs, or from the values ​​z = 24, 48, or 72, when the electric drive machine MME has four pole pairs. In practice, z values ​​of 18, 24, or 36 will be used, as corresponding pinions are readily available commercially.

[0088] Also, for example, in the first or second embodiment, the processor PR1 and memory MD1 can be arranged to perform the operations of determining:

[0089] - the second amplitude a2 as a function of the torque received by the primary shaft AP, and which is a function of a measurement of the rotational speed mvr of the latter (AP), and

[0090] - the second phase q>2 as a function of a first measurement of the position mpl of the shaft primary AP and a second position measurement mp2 of the rotor of the electric drive machine MME.

[0091] For example, the rotational speed measurement mvr of the primary shaft AP can be performed by a first speed sensor fitted to the latter (AP), the first position measurement mpl of the primary shaft AP can be performed by a first (angular) position sensor fitted to the latter (AP), and the second position measurement mp2 of the rotor of the electric drive machine MME can be performed by a second (angular) position sensor fitted to this latter rotor. A standard torque calculation algorithm allows, using the rotational speed measurement mvr and the mechanical power, obtaining the second amplitude a2, and the first position measurement mpl allows an estimation of the second phase q>2 when it is compared to the second position measurement mp2 of the rotor of the electric drive machine MME.In practice, the first speed sensor and the first position sensor of the primary shaft AP are combined into one, because a dual-track incremental encoder is generally used.

[0092] Also, for example, in the first or second embodiment, the PR1 processor and MD1 memory can be arranged to perform the operations of triggering the generation of the second torque fluctuations fc2 by triggering a chosen modification of the output current from the electric motor MME, based on instantaneous current measurements of two (a and b) of the three phases of the electric motor MME. This chosen modification of the output current is then a function of information that is representative of the first torque fluctuations fcl and that is suitable for adjusting the two instantaneous phase currents corresponding to these two phases a and b. It should be noted that in expression (1.4), which gives the second torque fluctuation fc2 due to current imperfections, the second amplitude a2 and the second phase q>2 involve the currents ia and ib of phases a and b, respectively.Therefore, to match the first a1 and second a2 amplitudes and the first<pl et seconde q> 2 phases without disturbing the operation of the electric motor machine MME, we can exploit the imperfections of the current sensors and more precisely modify these imperfections in real time according to the information received from the reduction device DD. .

[0093] The two sensors that provide the instantaneous current information for phases a and b are generally placed inside an ON inverter, which is usually associated with the electric motor MME, as illustrated, without limitation, in [Fig. 1]. These two sensors can, for example, exploit the Hall effect in open loop. The magnetic flux density, contributing to the increase in the Hall voltage, is generated by the primary current to be measured (or phase current). The Hall voltage is then preferentially amplified to provide the output voltage or current.

[0094] Therefore, by modifying the output signal of this current sensor (here after amplification so as not to disrupt the operation of the electric drive machine MME), the phase currents ia and ib can be adjusted to introduce a contribution from the first torque fluctuation sensor fcl, which is located in the reduction gear DD. Thus, the electric drive machine MME is able to produce second torque fluctuations fc2 at the same frequencies and substantially the same first amplitude al as those produced by the first torque fluctuations fcl at the teeth of the pinion of the primary shaft AP of the reduction gear DD.

[0095] It then only remains to impose on the second torque fluctuations fc2 a second phase q>2 which is opposite to the first phase q>1 of the first torque fluctuations fcl produced by the reduction device DD. As indicated above, the first position measurement mpl of the shaft can be used for this purpose. primary AP and second position measurement mp2 of the rotor of the electric drive machine MME. Thus, by difference and adjustment to a phase difference (q>2 - <pl) égale à 180°, on assure que les secondes fluctuations de couple fc2 produites par la machine motrice électrique MME sont toujours en opposition de phase avec les premières fluctuations de couple fcl produites par le dispositif de démultiplication DD.

[0096] Also, for example, in the first or second embodiment, the processor PR1 and memory MD1 can be arranged to perform the operations of triggering an integration of the information representing the second torque fluctuations fc2 in the primary current that supplies the electric drive machine MME and from which the two instantaneous phase currents ia and ib are defined. This integration can be done by amplitude modulation (a well-known information transmission technique). In this case, the carrier signal is the aforementioned primary current and the modulating signal is the information representing the second torque fluctuations fc2.Once the primary current has reached its destination, a reverse operation by amplitude demodulation and phase adaptation makes it possible to produce the second torque fluctuations fc2 (with the second amplitude a2 and second phase q>2) which will cancel (or almost cancel) the siren noise generated by the reduction device DD, without disturbing the original control of the electric motor machine MME.

[0097] It should also be noted, as illustrated non-limitingly in [Fig. 2], that the electrical machine computer CME (or the computer of the DC control device) may also include a mass memory MM1, in particular for storing information (al, <pl) représentatives de chaque première fluctuation de couple fcl, le couple reçu par l’arbre primaire AP, chaque mesure de vitesse de rotation mvr, chaque première mesure de position mpl et chaque seconde mesure de position mp2, ainsi que d’éventuelles données intermédiaires intervenant dans tous ses calculs et traitements.Furthermore, this electrical machine computer (or DC control device computer) may also include an IE input interface for receiving at least the information (al, <pl) représentatives de chaque première fluctuation de couple fcl, le couple reçu par l’arbre primaire AP, chaque mesure de vitesse de rotation mvr, chaque première mesure de position mpl et chaque seconde mesure de position mp2, éventuellement après les avoir mis en forme et / ou démodulés et / ou amplifiés, de façon connue en soi, au moyen d’un processeur de signal numérique PR2. De plus, ce calculateur de machine électrique CME (ou le calculateur du dispositif de contrôle DC) peut aussi comprendre une interface de sortie IS, notamment pour délivrer un message (ou ordre) contenant les seconde amplitude a2 et seconde phase q> 2 determined.

Claims

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2.

3. Demands Control device (DC) for a vehicle (V) comprising an electric drive machine (EDM) suitable for supplying torque to a primary shaft (AP) of a reduction device (DD) having gears suitable for generating first torque fluctuations having a first amplitude and first phase and inducing noise, characterized in that it comprises at least one processor (PR1) and at least one memory (MD1) arranged to perform the operations of triggering a generation by a selected piece of equipment (EDM, DD) of said vehicle (V) of second torque fluctuations having a second amplitude similar to said first amplitude and a second phase out of phase by 180° with respect to said first phase, so as to oppose said first torque fluctuations.Control device according to claim 1, characterized in that said processor (PR1) and memory (MD1) are arranged to perform the operations consisting of triggering the generation of said second torque fluctuations by an equipment (MME, DD) of said vehicle (V) chosen from said electric drive machine (MME), an additional electric machine coupled to said electric drive machine (MME), an additional electric machine coupled to said reduction device (DD), an additional electric machine replacing an element of said reduction device (DD), an actuator replacing an element of said reduction device (DD), and a mechanical equipment coupled to said reduction device (DD). A control device according to claim 2, characterized in that said processor (PR1) and memory (MD1) are arranged to perform the operations consisting, when said equipment (MME, DD) is said electric drive machine (MME) and a pinion of said primary shaft (AP), participating in a gear, has a number of teeth equal to m times a number of magnetic pole pairs of said electric drive machine (MME), m being an integer greater than or equal to one, of triggering the generation of said second torque fluctuations by triggering a variation of a DC current offset torque produced by said electric drive machine (MME) and arising from offsets between supply currents actually powering a stator of the latter (MME) and measurements of these supply currents.

4. Control device according to claim 2, characterized in that said processor (PR1) and memory (MD1) are arranged to perform the operations consisting, when said equipment (MME, DD) chosen is said electric drive machine (MME) and a pinion of said primary shaft (AP), participating in a gear, has a number of teeth equal to 6n times a number of magnetic pole pairs of said electric drive machine (MME), n being an integer greater than or equal to one, of triggering the generation of said second torque fluctuations by triggering a variation of a harmonic torque produced by said electric drive machine (MME) and arising from harmonic components of rotor and stator magnetic flux of the latter (MME).

5. Control device according to claim 3 or 4, characterized in that said processor (PR1) and memory (MD1) are arranged to perform the operations of determining i) said second amplitude as a function of a torque received by said primary shaft (AP) and as a function of a measurement of the rotational speed of the latter (AP), and ii) said second phase as a function of a first measurement of the position of said primary shaft (AP) and a second measurement of the position of a rotor of said electric drive machine (EDM).

6. Control device according to claim 5, characterized in that said processor (PR1) and memory (MD1) are arranged to perform the operations of triggering the generation of said second torque fluctuations by triggering a chosen modification of an output current, coming out of said electric motor machine (EMM) and function of instantaneous current measurements of two of three phases of said electric motor machine (EMM), function of information representative of said first torque fluctuations and suitable for adjusting said two instantaneous phase currents.

7. Control device according to claim 6, characterized in that said processor (PR1) and memory (MD1) are arranged to perform the operations of triggering an integration of information representing the second torque fluctuations in a primary current supplying said drive machine electrical (MME) and from which the said two instantaneous phase currents are defined, by amplitude modulation.

8. Vehicle (V) comprising an electric drive machine (EDM) suitable for supplying torque to a primary shaft (AP) of a reduction device (DD) comprising gears suitable for generating first torque fluctuations during meshing having first amplitude and first phase and inducing noise, characterized in that it further comprises a control device (DC) according to any one of claims 1 to 7.

9. Vehicle according to claim 8, characterized in that said reduction device (DD) is a gearbox.

10. Vehicle according to claim 8, characterized in that said reduction device (DD) is a reducer.

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