Control of the torque provided by a non-thermal prime mover of a hybrid powertrain of a vehicle, in the presence of a drivability filter

Abstract

A method is implemented in a vehicle comprising a powertrain comprising first and second respectively thermal and non-thermal prime movers respectively providing first and second torques, a gearbox receiving the first and second torques, a coupling device able to couple the second prime mover to the gearbox, and a drivability filter having an intensity able to be applied to a primary setpoint to define a final setpoint defining the second torque and inducing a limitation of torque variations in the coupling device. This method comprises a step (10) in which, when at least the second prime mover must provide a second torque, the intensity is varied as a function of a value of a quantity representative of a current speed of the vehicle.

Description

DESCRIPTION TITLE: CONTROL OF THE TORQUE PROVIDED BY A NON-THERMAL POWER MACHINE OF A HYBRID GMP OF A VEHICLE, IN THE PRESENCE OF AN APPROVAL FILTER The present invention claims priority from French application No. 2400388 filed on 01 / 16 / 2024, the content of which (text, drawings and claims) is incorporated herein by reference. Technical field of the invention

[0001] The invention relates to vehicles comprising a hybrid powertrain (or GMP), and more specifically to the control of the torque to be provided by the non-thermal prime mover of such a GMP. State of the art

[0002] Some vehicles, usually land-based (and possibly automobile-type), include a hybrid powertrain (or GMP) and a possibly automated gearbox.

[0003] Here, the term "hybrid powertrain" means a powertrain comprising a first thermal drive machine capable of providing a first torque (engine), for example to the drive wheels, and at least one second non-thermal drive machine capable of providing, for example to the drive wheels, a second torque (engine) which forms with the first torque a total torque (or "wheel torque"), as well as possibly recovering torque in its vehicle. It should be noted that in this type of powertrain the second non-thermal drive machine is generally an electric machine associated with a battery or a fuel cell (for example hydrogen). But this is not an obligation.

[0004] In the aforementioned vehicles, the gearbox is suitable for receiving on a primary shaft the first and second torques supplied respectively by the first and second driving machines. Sometimes, the supply of the second torque to the gearbox is done via a coupling device. The latter, which is suitable for coupling the second driving machine to the primary shaft, may, for example, comprise a cascade of pinions.

[0005] As is known to those skilled in the art, this coupling device comprises operating clearances which generate torque variations within it in certain situations in the life of the vehicle (such as for example a recharging phase of the battery supplying the second prime mover with electrical energy, or the start of a movement phase (or "take-off") of the vehicle by means of the first and second torques). In the case of a cascade of pinions, these torque variations result from the tooth clearances and generate rattling noises, called in English "rattle noise".

[0006] In order to limit torque variations within the coupling device, and thus reduce characteristic knocking noises, vehicles generally include a comfort filter having an intensity that is applied to a primary setpoint (generally determined by the GMP supervision computer) to define a final setpoint defining the second torque that the second prime mover must provide. Here, "applied" means adding or subtracting the intensity of the comfort filter from the primary setpoint to define the final setpoint, or multiplying the primary setpoint by the intensity of the comfort filter to define the final setpoint.

[0007] However, determining the intensity of this approval filter and applying it to the primary instruction proves to be time-consuming and therefore induces a significant response time in the monitoring of the final instruction by the second driving machine. As a result, in certain vehicle life situations, such as when changing gear in the gearbox, this significant response time can cause transient implementation errors which result in shocks perceptible to the vehicle's passengers.

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

[0009] For this purpose, it proposes in particular a control method intended to be implemented in a vehicle comprising:

[0010] - a powertrain comprising first and second thermal and non-thermal prime movers respectively and capable of providing first and second torques respectively,

[0011] - a gearbox suitable for receiving the first and second pairs,

[0012] - a coupling device suitable for coupling the second driving machine to the gearbox, and

[0013] - an approval filter having an intensity suitable for being applied to a primary setpoint to define a final setpoint defining the second torque and inducing a limitation of torque variations in the coupling device.

[0014] This control method is characterized by the fact that it comprises a step in which, when at least the second driving machine must provide a second torque, the intensity of the approval filter is varied as a function of a value of a quantity which is representative of a current speed of the vehicle.

[0015] Thanks to the invention, it is now possible to discriminate between life situations in the transmission chain based on the value of the quantity in order to use the convenience filter more or less appropriately to the current life situation.

[0016] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0017] - in its step, the greater the value of the magnitude, the more the intensity of the approval filter can be reduced;

[0018] - in the presence of the first option, in its step, we can reduce the intensity of the approval filter until it is zero when the value of the quantity becomes greater than a chosen threshold;

[0019] - in its stage, the intensity can be varied depending on a (specific) life situation in progress in the vehicle;

[0020] - in the presence of the last option, in its step, the life situation can be chosen from a phase of recharging a battery supplying the second driving machine with electrical energy, a phase of changing gear in the gearbox, and a start of a phase of moving the vehicle by means of the first and second couples;

[0021] - in its step, the quantity can be a rotation regime of a primary shaft of the gearbox, receiving the first and second couples.

[0022] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a vehicle comprising, on the one hand, a powertrain comprising first and second respectively thermal and non-thermal prime movers and capable of respectively providing first and second torques, on the other hand, a gearbox capable of receiving the first and second torques, on the other hand, a coupling device capable of coupling the second prime mover to the gearbox, and, on the other hand, an approval filter having an intensity capable of being applied to a primary setpoint to define a final setpoint defining the second torque and inducing a limitation of torque variations in the coupling device,to control the second torque supplied by the second prime mover.,

[0023] The invention also provides a control device intended to equip a vehicle comprising:

[0024] - a powertrain comprising first and second thermal and non-thermal prime movers respectively and capable of providing first and second torques respectively,

[0025] - a gearbox suitable for receiving the first and second pairs,

[0026] - a coupling device suitable for coupling the second driving machine to the gearbox, and

[0027] - an approval filter having an intensity suitable for being applied to a primary setpoint to define a final setpoint defining the second torque and inducing a limitation of torque variations in the coupling device.

[0028] 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, when at least the second driving machine must provide a second torque, in triggering a variation in the intensity of the approval filter as a function of a value of a quantity representative of a current speed of the vehicle.

[0029] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0030] - a powertrain comprising first and second thermal and non-thermal prime movers respectively and capable of providing first and second torques respectively,

[0031] - a gearbox suitable for receiving the first and second pairs,

[0032] - a coupling device suitable for coupling the second driving machine to the gearbox,

[0033] - an approval filter having an intensity suitable for being applied to a primary setpoint to define a final setpoint defining the second torque and inducing a limitation of torque variations in the coupling device, and

[0034] - a control device of the type presented above. Brief description of the figures

[0035] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings, in which:

[0036] [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,

[0037] [Fig. 2] schematically and functionally illustrates an exemplary embodiment of a supervision calculator comprising an exemplary embodiment of a control device according to the invention, and

[0038] [Fig. 3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0039] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to enable control of the (second) torque c2 to be provided by the (second) non-thermal MM2 motor machine of a hybrid powertrain (or GMP) of a vehicle V.

[0040] In the following, it is considered, by way of non-limiting example, that the vehicle V is land-based and of the automobile type. It is for example a car, as illustrated in Figure 1. But the invention is not limited to this type of vehicle. It in fact concerns any type of vehicle (land, sea (or river), or air) comprising a hybrid GMP transmission chain.

[0041] Furthermore, it is considered in the following, by way of non-limiting example, that the GMP is thermal and electric. It therefore comprises at least one first thermal motor MM1 and at least one second electric (and therefore non-thermal) motor MM2. But the invention is not limited to this type of GMP. It in fact concerns all GMPs comprising first and second motor machines, respectively thermal and non-thermal, and capable of providing, for example for drive wheels, respectively first and second torques forming together a total torque.

[0042] Furthermore, it is considered in the following, by way of non-limiting example, that the second electric motor MM2 is associated with at least one rechargeable BP battery and called main (or traction or power) battery. But it could be associated with a fuel cell (for example hydrogen).

[0043] Furthermore, it is considered in the following, by way of non-limiting example, that the gearbox BV is automated BV. For example, it may be a dual clutch gearbox (or DCT (“Dual Clutch Transmission”)). But the invention is not limited to this type of gearbox.

[0044] Finally, the drivetrain could also allow four-wheel drive (or 4x4) or 4x2 mode.

[0045] Figure 1 schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (here thermal and electric) and gearbox BV (here automated), a supervision computer CS, a service battery BS, a rechargeable main (or traction) battery BP, a CV converter, and a control device DC3 according to the invention.

[0046] The service battery BS is responsible for supplying electrical energy to an on-board network of the vehicle V, in addition to that supplied by the CV converter powered by the main battery BP via a main electrical circuit, and sometimes instead of this CV converter. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V or 24 V). It is rechargeable at least by the CV converter. It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

[0047] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0048] The main electrical circuit (or "high voltage" or "power") is connected, on the one hand, to the main battery BP via a interface device, and, on the other hand, to electronic equipment, such as for example the CV converter and (here) the second driving machine MM2. It can also possibly allow the main battery BP to be recharged by an external power source temporarily coupled to the vehicle V.

[0049] As illustrated in Figure 1, the transmission chain also comprises, here, a motor shaft AM, a first coupling device DC1, a second coupling device DC2, and a transmission shaft AT.

[0050] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0051] The first (thermal) prime mover MM1 comprises a crankshaft (not shown) which is fixedly secured to the engine shaft AM in order to drive the latter (AM) in rotation. This first prime mover MM1 is capable of operating according to a first speed to provide, here for the drive wheels of the vehicle V, a first (engine) torque c1 which is defined by a first setpoint, for example determined by the supervision computer CS.

[0052] The operation of the first driving machine MM1 is controlled by a first machine computer CM1, and supervised by the supervision computer CS.

[0053] In addition, the first driving machine MM1 is capable of being coupled to the primary shaft AP of the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is capable of delivering a torque from the first torque c1, in particular (here) for at least one train T1 of driving wheels, when it is in its coupled position and therefore when it couples the first driving machine MM1 to the gearbox BV.

[0054] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0055] Also for example, the train T1 can be located in the front part PW of the vehicle V. It is preferably, and as illustrated, coupled to the drive shaft AT via a differential (here front) DV. But in a variant this train T1 could be the one referenced T2 which is located in the rear PRV part of vehicle V.

[0056] It will be noted that in the example illustrated non-limitingly in Figure 1 the crankshaft of the first prime mover MM1 is also coupled to a belt, itself coupled to an alternator-starter AD which is supplied with electrical energy by the service 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 torque to the crankshaft.

[0057] The second (non-thermal (here electric)) driving machine MM2 is capable, when supplied with electrical energy by the main battery BP, of providing, here for the driving wheels of the vehicle V, a second (motor) torque c2 defined by a final instruction (or second instruction) cf, resulting from a primary instruction cp (for example determined by the supervision computer CS).

[0058] Note that the sum of the first c1 and second c2 pairs provided by the GMP is equal to a total pair and.

[0059] Furthermore, this second driving machine MM2 is, here and by way of purely illustrative example, suitable for being coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the primary shaft AP of the gearbox BV to provide it with the second torque c2 that it produces. The second driving machine MM2 therefore provides here the second torque c2 that it produces for the train T1.

[0060] The operation of the second driving machine MM2 is controlled by a second machine computer CM2, and supervised by the supervision computer CS. In particular, the second machine computer CM2 is responsible for controlling the second driving machine MM2 so that it provides a second torque c2 defined by the final setpoint (or second setpoint) cf.

[0061] The second coupling device DC2 can be placed in coupled and decoupled states, depending on a state setpoint generated by the GMP CS supervision computer.

[0062] Furthermore, this second coupling device DC2 may, for example, comprise a cascade of pinions connecting the output of the second driving machine MM2 to the input of the gearbox BV, and more precisely to the primary shaft AP (and therefore downstream of the first coupling device DC1).

[0063] It will be understood that when the first coupling device DC1 has been placed in its coupled (or completely closed) state and the first prime mover MM1 is in operation (and therefore has a first non-zero speed to provide the first torque c1), the first coupling device DC1 delivers a torque which is added to a possible second torque c2 provided, upstream of the gearbox BV, by the second prime mover MM2 when it is supplied (here) with electrical energy (here) by the main battery BP. When the first coupling device DC1 has been placed in its uncoupled (or completely open) state, only the second prime mover MM2 can provide a second torque c2 upstream of the gearbox BV in a purely electric driving phase.

[0064] It should be noted that the second driving machine MM2 can also be capable of recovering a third torque c3 in the vehicle V, for example in a regenerative braking phase. In this case, the third recovered torque c3 can be used to recharge the main battery BP associated with the second driving machine MM2. But the recovery can also be done on a part of the first torque c1 provided by the first driving machine MM1.

[0065] In order to limit the torque variations within the second coupling device DC2, and thus reduce the characteristic knocking noises, the vehicle V also comprises an approval filter having an intensity ifa which can be applied to the primary setpoint cp (concerning the second prime mover MM2) to define the final setpoint cf which defines the second torque c2 which must be provided by the second prime mover MM2. The word "applied" here means adding or subtracting the intensity ifa of the approval filter to the primary setpoint cp to define the final setpoint cf, or multiplying the primary setpoint cp by the intensity ifa of the approval filter to define the final setpoint cf. For example, the intensity ifa of the approval filter can be determined by the supervision computer CS.

[0066] It should be noted that the main battery (or traction or power) BP can, for example, be of the cellular type. In this case, it includes 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. But this is not an obligation. Indeed, it could alternatively be of the 48 V or 600 V type, for example.

[0067] As mentioned above, the invention notably proposes a control method intended to enable the control of the second torque c2 to be provided by the second driving machine MM2.

[0068] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in Figures 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP), and at least one memory MD. This control device DC3 can therefore be implemented 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.

[0069] The MD memory 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.

[0070] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC3 could include its own dedicated computer, which can then be coupled to the supervision computer CS, or could be part of another computer on board the vehicle V and providing at least one other function, for example.

[0071] As illustrated non-limitingly in Figure 3, the (control) method according to the invention comprises a step 10 which is implemented each time a condition is satisfied, namely at least the second driving machine MM2 of the GMP must provide a second torque c2.

[0072] In this step 10 of the method, when the aforementioned condition is satisfied, the intensity ifa of the approval filter is varied (for example the control device DC3 triggers a variation of) as a function of the value vg of a quantity which is representative of the current speed vv of the vehicle V.

[0073] It will be understood that the intensity ifa that is varied is that which has been classically determined (for example by the CS supervision calculator) for the current life situation in the transmission chain. Furthermore, the variation can be done by calculating a new intensity value ifa from that which has been classically determined or a correction to be made to the intensity ifa which has been classically determined ifa.

[0074] Thus, it is now possible to discriminate between life situations in the transmission chain based on the vg value in order to use the convenience filter more or less appropriately to the current life situation.

[0075] Preferably, in step 10 the larger the value vg, the more the intensity ifa of the approval function can be reduced (for example the control device DC3 can trigger a significant reduction of).

[0076] In this case, for low vg values of the quantity considered (and therefore at low speed) there is significant anti-knock filtering provided by the approval filter and making it possible to significantly reduce the knocking phenomenon within the second DC2 coupling device. On the other hand, as soon as the vg values of the quantity considered become more significant (and therefore when the speed increases) the intensity ifa of the anti-knock filtering provided by the approval filter is reduced in order to promote the proper performance of gear changes. In other words, gear changes are optimized while preserving control of knocking in the second DC2 coupling device at low speed.

[0077] For example, in step 10, the intensity ifa of the approval function can be reduced (e.g., the control device DC3 can trigger a reduction of) until it is zero when the value vg becomes greater than a chosen threshold. In other words, when the value vg becomes greater than this chosen threshold (which corresponds to a chosen speed), it is decided to no longer use the approval filter (ifa = 0). The reduction of the intensity ifa can be progressive (almost continuous) or by jumps (of constant or variable amplitude (increasing or decreasing)).

[0078] It should be noted that the threshold can be chosen during the development phase of a vehicle similar to vehicle V. It obviously depends on the quantity taken into consideration. Generally speaking, the chosen threshold depends at least on the characteristics of the second driving machine MM2 and the arrangement of the second coupling device DC2.

[0079] Also, for example, in step 10, the intensity ifa of the convenience function can be varied (for example, the control device DC3 can trigger a variation of) depending, in addition, on a specific life situation currently occurring in the vehicle V. This makes it possible to control the use of the convenience function even more finely so that its intensity ifa is even better adapted to the specific life situation currently occurring in the vehicle V.

[0080] For example, in step 10, the life situation can be chosen from a phase of recharging the main battery BP (which supplies the second driving machine MM2 with electrical energy), a phase of changing gear in the gearbox BV, and a start of a phase of moving (or taking off) the vehicle V by means of the first c1 and second c2 couples.

[0081] Also for example, in step 10 the quantity considered can be the rotation speed of the primary shaft AP which receives the first and second torques, which is representative of the current speed of the vehicle V. But this is not obligatory. Thus, the quantity could be the current speed of the vehicle V, for example.

[0082] It will also be noted, as illustrated non-limitingly in Figure 2, that the supervision computer CS (or the computer of the control device DC3) may also comprise a mass memory MEM, in particular for storing the value vg and any information representative of the specific life situation currently in the vehicle V, as well as any intermediate data involved in all its calculations and processing operations. Furthermore, this supervision computer CS (or the computer of the control device DC3) may also comprise an input interface IE for receiving the value vg and any information representative of the specific life situation currently in the vehicle V, to use them in calculations or processing operations, 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 CS supervision calculator (or the DC3 control device calculator) can also include an IS output interface, in particular to deliver each message containing a new ifa intensity value or a correction to be made to the ifa intensity which has been conventionally determined.

[0083] 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 in the vehicle V the second torque c2 to be supplied by the second driving machine MM2.

Claims

CLAIMS

1. Control method for a vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and suitable for supplying first and second torques respectively, ii) a gearbox (BV) suitable for receiving said first and second torques, iii) a coupling device (DC2) suitable for coupling said second prime mover (MM2) to said gearbox (BV), and iv) an approval filter having an intensity suitable for being applied to a primary setpoint to define a final setpoint defining said second torque and inducing a limitation of torque variations in said coupling device (DC2), characterized in that it comprises a step (10) in which, when at least said second prime mover (MM2) must supply a second torque,said intensity is varied as a function of a value of a quantity representative of a current speed of said vehicle (V).,

2. Method according to claim 1, characterized in that in said step (10) the greater said value, the more said intensity is reduced.

3. Method according to claim 2, characterized in that in said step (10) said intensity is reduced until it is zero when said value becomes greater than a chosen threshold.

4. Method according to one of claims 1 to 3, characterized in that in said step (10) said intensity is varied as a function, in addition, of a current life situation in said vehicle (V).

5. Method according to claim 4, characterized in that in said step (10) said life situation is chosen from a phase of recharging a battery (BP) supplying said second driving machine (MM2) with electrical energy, a phase of changing gear in said gearbox (BV), and a start of a phase of moving said vehicle (V) by means of said first and second couples.

6. Method according to one of claims 1 to 5, characterized in that in said step (10) said quantity is a rotational speed of a primary shaft (AP) of said gearbox (BV), receiving said first and second torques.

7. Computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to one of claims 1 to 6, in a vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) respectively thermal and non-thermal prime movers and suitable for respectively providing first and second torques, ii) a gearbox (BV) suitable for receiving said first and second torques, iii) a coupling device (DC2) suitable for coupling said second prime mover (MM2) to said gearbox (BV), and iv) an approval filter having an intensity suitable for being applied to a primary setpoint to define a final setpoint defining said second torque and inducing a limitation of torque variations in said coupling device (DC2),to control said second torque supplied by said second prime mover (MM2).,

8. Control device (DC3) for a vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and suitable for supplying first and second torques respectively, ii) a gearbox (BV) suitable for receiving said first and second torques, iii) a coupling device (DC2) suitable for coupling said second prime mover (MM2) to said gearbox (BV), and iv) an approval filter having an intensity suitable for being applied to a primary setpoint to define a final setpoint defining said second torque and inducing a limitation of torque variations in said coupling device (DC2), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when at least said second prime mover (MM2) must supply a second torque,to trigger a variation of said intensity as a function of a value of a quantity representative of a current speed of said vehicle (V).,

9. Vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) prime movers respectively thermal and non-thermal and suitable for respectively providing first and second torques, ii) a gearbox (BV) suitable for receiving said first and second torques, iii) a coupling device (DC2) suitable for coupling said second prime mover (MM2) to said gearbox (BV), and iv) an approval filter having an intensity suitable for being applied to a primary setpoint to define a final setpoint defining said second torque and inducing a limitation of torque variations in said coupling device (DC2), characterized in that it further comprises a control device (DC3) according to claim 8.

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

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