WO2011073596A2

WO2011073596A2 - Vehicle integrating a hybrid drive train

Info

Publication number: WO2011073596A2
Application number: PCT/FR2010/052796
Authority: WO
Inventors: Eric Chantriaux
Original assignee: Solution Performance +
Priority date: 2009-12-18
Filing date: 2010-12-17
Publication date: 2011-06-23
Also published as: WO2011073596A3; FR2954257A1; FR2954257B1

Abstract

The invention relates to a motor vehicle integrating a hybrid drive train comprising: a heat engine (Mt); one or more batteries (B); an electric motor (M/Ge) operating either as an engine using power available in the batteries (B), or as a generator to recharge said batteries; a device (Epi) coupling the heat engine (Mt), the electric motor (M/Ge) and the wheels (R) of the vehicle in order to combine the power of said engine, said motor and said wheels; a control unit (UC) monitoring the operation of the heat engine (Mt) and the electric motor (M/Ge), said system operating in hybrid mode or in "all electric" mode, characterised in that: the control unit (UC) is connected to a means (13) for entering a route to be travelled; the control unit (UC) monitors the heat engine (Mt) and the electric motor (M/Ge) according to the characteristics of the route entered, in order to distribute the power from said heat engine and said electric motor, so that the power available in the batteries (B) reaches a desirable discharge value at the end of said route.

Description

Vehicle incorporating a hybrid powertrain

Description Technical Field of the Invention

The invention relates to a vehicle incorporating a hybrid powertrain. The invention also relates to a method for controlling the operation of a hybrid powertrain.

The invention relates to the technical field of hybrid powertrains comprising a heat engine, one or more batteries and an electrical entity operating either as a motor using the energy available in said batteries, or as a generator for recharging said batteries. It relates more specifically to techniques making it possible to optimize the consumption of the resources embedded in such powertrains.

State of the art

Hybrid powertrains for motor vehicles are known and comprising: a heat engine; one or more batteries; an electrical entity operating either as a motor using the energy available in the batteries, or as a generator for recharging said batteries; a device coupling the heat engine and the electrical entity to combine the power of said engine and said entity; a control unit controlling the operation of the engine and the electrical entity. These groups can operate in hybrid mode or in all-electric mode. This type of hybrid powertrain is for example described in the following patent documents: US 2003/0078127 (KRAMER), US 5,713,814 (HARA), FR 2,839,023 (RENAULT), FR 2,828,140 (RENAULT), FR 2,814 .989 (RENAULT), EP 1.142.741 (JATCO), JP 9150638 (AISIN), JP 200301 1682 (HITACHI), CN 101439664 (TIANJIN).

In US 6,886,648 (HATA), the engine is activated or stopped depending on the charge of the batteries. If the load is low, then the engine is activated. And if the load is high, then the engine is stopped and only the electric motor is used to propel the vehicle.

In US 6.1 10.066 (NEDUNGADI), the electric motor is used to supply the heat engine so that the latter has an optimum fuel consumption at a given speed. When the vehicle speed and the power demanded by the driver (depending on the depression of the accelerator pedal) are such that it is difficult to maintain optimum fuel consumption, then the electric motor is activated to discharge the engine temperature so that the consumption of the latter falls back to an acceptable value.

In EP 1.655.165 (TOYOTA), the heat engine is associated with two electric motors / generators. Electric propulsion is used alone in the case where the engine would have a very low efficiency and as long as the batteries are not discharged. The electric motor can also be combined with the heat engine during high power requirements (accelerations, steep hills ...). The heat engine can operate at a slightly higher charge than necessary, the excess energy being used to recharge the batteries. In the hybrid powertrains of the prior art, the combustion engine and the electric motor / generator are generally controlled by so that at a given time, the operating speed of said engine is optimal. The efficiency of the motor / electric generator is then sacrificed in favor of the efficiency of the engine. As a result, the overall performance of the powertrain is not optimal. The batteries can be completely discharged before the end of the trip or, on the contrary, be still charged at the end of said journey. In both cases, the batteries and fuel were not properly used.

Faced with this state of affairs, the main objective that aims to achieve the invention is to improve the exploitation of embedded resources (batteries and fuel) to operate a hybrid powertrain.

Another object of the invention is to provide a hybrid powertrain in which the management and the efficiency of the electric motor / generator are improved on a path.

Another object of the invention is to provide a hybrid powertrain in which the fuel consumption is optimized on a path, thus reducing costs and save money.

Disclosure of the invention.

The solution proposed by the invention is a motor vehicle incorporating a hybrid powertrain of the type known from the prior art but in which the control unit is connected to a means for entering a path to travel. And depending on the characteristics of the path filled, the control unit controls the engine and the electrical entity so as to distribute the power of said engine and said electrical entity so that the energy available in the batteries reaches a value of desired discharge at the end of said journey. Depending on the path to be covered, the control unit therefore develops a real strategy to obtain an ideal combination of power that optimizes the consumption of resources embedded in the vehicle. And the efficiency of the motor / generator is optimal since the batteries will be fully discharged at the end of the trip. In fact, fuel consumption is reduced.

Other notable features of the invention are listed in the dependent claims, each of which may be considered alone or in combination, regardless of the feature defined in the characterizing portion of the main claim.

Another aspect of the invention relates to a method for controlling the operation of a hybrid powertrain known from the prior art, said method comprising:

o teach a route to go,

o depending on the characteristics of the path filled, check the heat engine and / or the electrical entity so as to distribute the power of said engine and said electrical entity so that the energy available in the batteries reaches a desired discharge value to the outcome of said journey.

Description of the figures.

Other advantages and characteristics of the invention will appear better on reading the description of a preferred embodiment which will follow, with reference to the accompanying drawings, carried out as indicative and non-limiting examples and in which:

FIG. 1 schematizes a powertrain according to the invention and its implementation in a motor vehicle, FIGS. 2a and 2b are two tables showing, for two different power distribution factors (K), examples of instructions for speeds of rotation of the engine emitted by the control unit as a function of the real speed of the motor vehicle and depressing the accelerator pedal,

FIG. 3a is a block diagram indicating different setpoints issued by the control unit when the actual speed of the heat engine is lower than a set speed,

FIG. 3a is a block diagram indicating different setpoints issued by the control unit when the actual speed of the heat engine is equal to the set speed,

FIG. 4a is a diagram illustrating the variation of the capacitance (SoG) of the batteries during a journey,

FIG. 4b is a diagram illustrating schematically the variation of the power distribution factor (K) as a function of the charge of the batteries (SoG),

FIG. 5a is a diagram on which are represented as a function of the number of kilometers traveled and of the path difference (DMA): the variation of the power distribution factor (K), the consumption of the resources of the heat engine (Mt) and the consumption of the resources of the electric motor (Me). The value of the power distribution factor (K) is not anticipated at the start of the journey.

FIG. 5b is a diagram similar to that of FIG. 5a but where the value of the power distribution factor (K) is anticipated at the start of the path.

- Figure 6a is a diagram on which are represented as a function of the number of kilometers traveled, the path consisting of an "extra urban" portion (ExtUr) and an "intra-urban" portion (IntUr): the variation of the distribution factor of power (K), the consumption of the resources of the heat engine (Mt) and the consumption of the resources of the electric motor (Me). The value of the power distribution factor (K) is not anticipated at the start of the journey.

FIG. 6b is a diagram similar to that of FIG. 6a but where the value of the power distribution factor (K) is anticipated at the start of the path.

Preferred Embodiments of the Invention The hybrid powertrain object of the invention is particularly, but not exclusively, intended to be implanted in a motor vehicle to replace existing thermal engines.

The powertrain is likely to use two different energy sources, one from a conventional Mt engine powered by fuel (gasoline and / or gas) and the other from an electrical entity M / Ge operating either as an electric motor as an electric generator. This M / Ge electrical entity is unique, the powertrain being devoid of any other similar entity functioning as a motor and / or as a generator. One or more batteries B are connected to the electrical entity M / Ge. When the latter runs on an electric motor, it uses the energy available in the batteries B. And when it operates as an electric generator, it recharges the batteries B. When the motor vehicle is not used, the batteries B can be connected to a charger 17 connected to the electricity network by means of a plug 18. In this way, before making a journey, the charge of the batteries B is maximum.

An inverter 10 makes it possible to control the electrical entity M / Ge to make it function either as a motor or as a generator. The inverter 10 converts the direct current of the batteries B into AC power to drive the electric entity M / Ge. On the other hand, it transforms the alternating current coming from the electrical entity M / Ge into direct current to recharge the batteries B.

As shown in FIG. 1, the powertrain is arranged transversely in the vehicle, that is to say that the shaft of the heat engine Mt, the shaft of the electric entity M / Ge and the axes of the different elements 1, 2, 3, 4 of epi-planetary gear Epi are parallel and oriented in the width of said vehicle, parallel to the axis of the wheels R.

1) The coupling device.

The heat engine Mt and the electrical entity M / Ge are coupled so as to combine their power to transmit a rotational movement to the wheels R of the vehicle.

According to a preferred embodiment, the coupling device is an Epi epicyclic gear pairing the heat engine Mt, the electrical entity and the drive wheels R of the vehicle, said epicyclic gear train being formed of a planet carrier 1, a planetary 2, a ring gear 3, and satellites 4 rotatably mounted on said planet carrier.

With reference to FIG. 1, the Epi epicyclic gear train comprises:

a satellite carrier 1 connected to the shaft of the heat engine Mt; the satellite carrier 1 is provided with a locking means 7, of brake type, for blocking its rotation and that of the heat engine Mt,

a sun gear 2 connected to the shaft of the electric entity M / Ge,

an outer ring 3 connected to the drive wheels R via relay gears 5 and a differential bridge 6,

satellites 4 mounted for rotation on the planet carrier and meshing with the sun gear 2 and the outer ring gear 3. Those skilled in the art may, however, provide another configuration epicyclic train or other coupling devices, for example a simple reducer, a gearbox or any other type of kinematic chain. The rotary shaft of the planet carrier 1 is capable of transmitting the power of the heat engine Mt to the crown 3 via the satellites 4. The ring gear 3 then transmits its power to the wheels R via the relay gears 5 and the differential bridge 6.

The rotary shaft of the planet carrier 1 is also capable of transmitting part of the power of the heat engine Mt to the planet gear 2 via the satellites 4. The planet gear 2 can then drive the electrical entity M / Ge operating as a generator in order to transform part of the heat engine Mt power in electricity. The rotary shaft of the sun gear 2 is capable of transmitting the power of the electric entity M / Ge to the ring gear 3 via the satellites 4. The ring gear 3 then transmits its power (coming from the engine and from the electrical entity) to the R wheels via the relay gears 5 and the differential bridge 6. By blocking the rotation of the planet carrier 1, the ring gear 3 transmits only the power from the electrical entity M / Ge to the wheels R.

The rotary shaft of the sun gear 2 is also capable of transmitting a part of the power of the electrical unit M / Ge to the planet carrier 1 via the satellites 4. The planet carrier 1 can then drive the heat engine Mt to start it. .

During the braking of the vehicle, the ring gear 3 is capable of transmitting a portion of the braking power to the sun gear 2 via the satellites 4. The sun gear 2 can then drive the electric M / Ge unit operating as a generator in order to transform part of the braking power. the braking power in electricity. The Epi epicyclic train involves a balance between the torque of the heat engine Mt and the torque of the electrical entity M / Ge. This equilibrium comes from the following equation (eq1):

C _M / Ge = C _M tx [-Zp / (2x (Zp + Zs))] (eq 1)

Or :

CM / Ge = couple of the electrical entity M / Ge;

CMt = torque of the heat engine Mt;

Zp = number of teeth of the sun gear 2;

Zs = number of satellites teeth 4.

A coupling device 70, of the clutch or clutch type, can connect the sun gear 2 to the planet carrier 1. When it is actuated, this device 70 makes it possible to secure the ring gear 3, the shaft of the heat engine Mt and the M / Ge electrical entity shaft (reason gear 1) so that the two power units add up. This gives a vehicle with more recovery. A similar result is obtained by solidifying the planet carrier 1 and the ring gear 3 or the sun gear 2 and the ring gear 3 or by blocking the satellites 4.

2) The control unit.

A control unit UC controls the operation of the heat engine Mt and the electrical entity M / Ge. In practice, this unit UC is in the form of one or more processors or microprocessors configured to execute one or more programs, subroutines, firmware or any other equivalent type of software, in order to manage the operation of the powertrain and in In particular, the hybridization strategy, the distribution of the powers, the torques of the heat engine Mt and the electrical entity M / Ge. The power train can operate in several management modes, including an "economical" mode in which the control unit UC strives to save the power of the electrical entity M / Ge and a "normal" mode in which the UC control unit similarly manages the power of the electrical entity M / Ge and that of the heat engine Mt.

The inputs of the control unit UC are advantageously: the real speed of the vehicle measured by means of a sensor 20 disposed on the drive shaft of the wheels R; the actual rotational speed of the heat engine Mt measured by the original engine sensor via the original engine computer 14; the actual rotational speed of the electrical entity M / Ge; level 12 of batteries B and other information such as voltage for example; the fuel level; the position of the accelerator pedal 15; the position of the brake pedal 16; information relating to the journey to be made via an intelligence medium 13 (hereinafter referred to as "dashboard"); the mode of management chosen by the driver ("economic" or "normal"); engaging a forward or reverse gear. All these inputs are not necessary and additional inputs can obviously be provided by those skilled in the art. In particular, the control unit UC is connected to the engine computer 14 of origin. The latter makes it possible in particular to calculate the quantity of fuel to be injected as a function of the speed and the opening angle of the throttle valve 21. It also makes it possible to calculate the ignition advance according to these same data. Its role is the control of the parameters of the engine while the control unit UC adjusts the load of said engine through the opening of the throttle valve 21. The outputs of the control unit UC are advantageously: a set of torque to the Mt engine through a setpoint opening angle of the throttle valve 21; a torque setpoint at the electrical entity M / Ge; actuating the locking means 7; warning of "all-electric" / hybrid or hybrid / "all-electric"crossing; the display of the management mode chosen by the driver ("economic" or "normal"); the actuation of the coupling device 70. All these outputs are not necessary and additional outputs can obviously be provided by the skilled person.

According to the invention, the control unit UC is connected to the dashboard 13 to provide a path to travel. And depending on the characteristics of the path filled, the control unit UC will control the heat engine Mt and / or the electrical entity M / Ge so as to distribute the power of said engine and said electrical entity so that the energy available in the batteries B reaches a desired discharge value at the end of said trip. The power distribution depends on a factor K defined below. Depending on the path to be traveled, the UC control unit will therefore ideally combine the power from the heat engine Mt and that from the electrical entity M / Ge to optimize the consumption of batteries B and fuel.

Equivalently, it can be provided that depending on the characteristics of the path filled, the control unit UC controls the heat engine Mt and / or the electrical entity M / Ge so as to distribute the power of said engine and said electrical entity so that the amount of fuel consumed by the heat engine Mt is minimal at the end of said path.

In practice, the control unit UC generates torque setpoints for the heat engine Mt and / or the electrical entity M / Ge. The power of an engine is given by the following equation (eq2):

P = C x V (eq2)

Or : P = engine power;

C = engine torque;

V = speed of rotation of the motor. By controlling the ratio of the speeds of the heat engine Mt and the electrical entity M / Ge, the control unit UC can then distribute the power using the epicyclic gear Epi. A similar result is obtained when the control unit UC generates speed instructions to the heat engine Mt and / or the electrical entity M / Ge.

3) The power factor.

The power distribution factor K occurs in hybrid mode. It distributes the power of the heat engine Mt and the electrical entity so that fuel consumption and batteries are optimal: the fuel consumption must be minimal and the battery maximum. According to the invention, the objective to be achieved is that the energy available in the batteries B reaches a desired discharge value at the end of a journey. Typically, it is desired that the batteries B be completely discharged or that they reach an acceptable limit discharge rate. For example, for the sake of life, for lithium batteries, the discharge must not be less than 10% at risk of being damaged too quickly.

The value of the factor K can for example be between 1 and 12 According to the invention, if the factor K increases, then the use of the power of the heat engine Mt will be favored for the propulsion compared to that of the electrical entity M / Ge. Conversely, if the factor K decreases, then the power of the electrical entity M / Ge will be used more than the heat engine Mt. The distribution of the consumption of embedded resources is proportional to the value of the factor K. Example N ° 1: the batteries B allow a range of 75 km and the distance to be traveled by the vehicle is 100 km. The value of the factor K can be relatively low because the batteries B cover the vast majority of the way. A small amount of fuel will be used. For example, by choosing K = 4, the battery consumption will be equal to 6.6 KW.H / 100 Km and the fuel consumption will be 2.8 L / 100 Km.

Example 2: The distance to be traveled by the vehicle is 400 km. The value of the factor K may be of greater advantage because the batteries B do not have the capacity sufficient to ensure the journey. A large quantity of fuel will have to be used. For example, by choosing K = 8, the battery consumption will be equal to 1, 1 KW.H / 100 Km and the fuel consumption will be equal to 3.8 L / 100 Km.

FIG. 4a is a diagram illustrating the variation of the SoG capacitance of the batteries B during a journey. Ideally, the control unit UC ensures that the theoretical discharge SoGth follows a substantially linear trend during the journey: it is 100% at the start of the path and at the end of said path it must reach a desired discharge value. (for example 20%). The actual variation SoGrei is on the contrary fluctuating between a maximum value SoGmax and a minimum value SoGmin. This fluctuation is mainly due to acceleration, braking, and unevenness of the path, which require a greater or lesser consumption of batteries B.

According to the characteristics of the path, the control unit UC defines a theoretical power distribution factor Kth so that the energy available in the batteries B reaches a desired discharge value at the end of a journey. Referring to FIG. 4b, when the actual level of available energy SoGreii is greater than the theoretical level SoGth (that is, the amount of energy available in the batteries B is greater than that expected) then the UC control unit will decrease the value of the factor Ki so that the powertrain uses more available energy in batteries B. Otherwise, the charge of batteries B at the end of the trip may be greater than the desired discharge value, which would lead to a lower efficiency of the powertrain. And the real level of available energy SoG _re i2 is below the theoretical level SoGth (that is to say that the amount of energy available in the batteries B is lower than that expected), the value of the factor K2 will increase so that the powertrain is more advantageous to the heat engine Mt. Otherwise, the desired discharge value of the batteries B would be reached before the end of the journey, which would lead here again to a lower efficiency.

The value of the factor K may vary during the journey, the said factor depending on the following parameters taken alone or in combination: number of kilometers remaining to be covered, level of energy remaining in the batteries, actual speed of the vehicle, type of driving, choice power management mode, average consumption observed. This is an "instantaneous" management mainly depending on the depression of the accelerator pedal 15 or brake 16.

This management mode can be illustrated by Figure 5a. The DMA journey is 100 km. A first 50 km DM section is uphill (HD-HM, HM> HD) and the second 50 km MA section is downhill (HM-HA, HM> HA ). Initially, the vehicle contains 30 L of fuel and the energy stored in the batteries is 6 KW.H. The batteries B allow autonomy of 75 km. By simply indicating the number of kilometers to be covered, without specifying the slope, the UC control unit will initially define a factor K = 5 to obtain 50% discharge of the batteries B after 50 Km (DM portion) then 80% on arrival (MA portion).

In the first portion DM uphill, the driver will tend to depress the accelerator pedal 15. The actual level of energy available in the batteries B will be lower than the theoretical level initially defined by the control unit UC. The value of the factor K goes therefore increase (for example up to K = 8) for the powertrain to use more the heat engine Mt and that in the middle of the path (point M), the energy stored in the batteries is 3 KW.H. And on this first DM portion, 10 L of fuel will have been consumed.

In the second portion MA downhill, the driver will tend to less stress the accelerator pedal 15. The actual level of energy available in the batteries B will then be greater than the theoretical level defined in point M by the unit of UC command. The value of the factor K will therefore decrease (for example up to K = 5) for the powertrain to request the electric entity M / Ge more advantageously and, on arrival (point A), the stored energy. in batteries of 1 KW.H. And on this second portion M-A, 5 L of fuel will still have been consumed because at point M, the value of the factor K was relatively high. In an alternative embodiment, the value of the factor K is anticipated during the information of the path to be traveled, said factor depending on the following parameters taken alone or in combination: number of kilometers to be covered, initial level of energy in the batteries, average speed the vehicle evaluated on the journey, the difference in the distance, the weight of the vehicle, the city or expressway, type of driving, choice of the power management mode. This is an "anticipated" management illustrated in Figure 5b.

The path to be traveled DMA and the amount of embedded resources are similar to those mentioned in the previous paragraph with reference to Figure 5a. The number of kilometers to be covered as well as the difference in altitude are initially indicated. The control unit UC will then define an average factor K, for example K = 3, making it possible to obtain 75% discharge of the batteries B after 50 Km (DM portion) and then 80% on arrival (MA portion). Indeed, the control unit UC can provide that during the second portion of the MA downhill path, B batteries will be low demand and a discharge of 5% will be sufficient. Especially since descent, the M / Ge electrical entity can function as a generator to recharge the B batteries.

In the first portion D-M, the powertrain will further request the electrical entity M / Ge so that in the middle of the path (point M), the energy stored in the batteries is 1, 5 KW.H. And on this first portion D-M, only 5 L of fuel will have been consumed.

In the second downhill portion M-A, the powertrain continues to solicit the electric entity M / Ge so that the energy stored in the batteries B reaches 1 KW.H. On this portion, the discharge of the batteries B is however lower because the driver is less stress on the accelerator pedal 15. And on this second portion MA, 1 L of fuel will still be consumed because the batteries B do not have sufficient capacity to provide the entire portion of the journey. Other examples of on-board resource management are illustrated in FIGS. 6a and 6b.

Figure 6a illustrates an "instant" management. The route to be covered is 100 Km. A first ExtUr portion of 50 Km corresponds to an "extra-urban" traffic (fast lane or motorway) and the second IntUr portion of 50 Km corresponds to an "intra-urban" traffic. Initially, the vehicle contains 30 L of fuel and the energy stored in the batteries is 6 KW.H. The batteries B allow autonomy of 75 km. By simply indicating the number of kilometers to be traveled, the control unit UC will initially define a factor K = 5 to obtain 50% discharge of batteries B after 50 km and 80% on arrival.

In the first ExtUr portion, high speeds are allowed. The driver will therefore tend to depress the accelerator pedal 15. The actual level of energy available in the batteries B will be lower than the theoretical level initially defined by the control unit UC. The value of the factor K will therefore increase (for example up to K = 7) for the powertrain to further solicit the heat engine Mt and in the middle of the journey, the energy stored in the batteries is 3 KW.H. And on this first DM portion, 10 L of fuel will have been consumed.

In the second IntUr portion, the vehicle speed will decrease substantially. Acceleration, braking and stopping phases will follow one another. The actual level of energy available in the batteries B will then be greater than the theoretical level defined mid-term (and "extra-urban") by the control unit UC. The value of the factor K will thus decrease (for example up to K = 5) so that the powertrain more solicits the electric entity M / Ge and that at the arrival (point A), the energy stored in the batteries of 1 KW.H. And on this second portion IntUr, 10 L of fuel will still have been consumed because at mid-term, the value of the factor K was relatively high and the acceleration, braking and stopping phases require a increased consumption of embedded resources. Figure 6b illustrates an "anticipated" management. The path to be traveled as well as the quantity of embedded resources are similar to those mentioned in the preceding paragraph with reference to FIG. 6a. The number of kilometers to be covered, the "extra-urban" and "intra-urban" portions and possibly the average speeds authorized on these portions are initially filled in. On the first portion ExtUr, the control unit UC will define a relatively high average factor K, for example K = 7, making it possible to obtain just 25% discharge of the batteries B after 50 Km. On the second portion IntUr, the The control unit UC will then define another lower average factor K, for example K = 2, making it possible to obtain 80% discharge of the batteries B on arrival. Indeed, the control unit UC can provide that during the second IntUr portion of the path M, the batteries B will be more stressed and a 55% discharge will be necessary to try to circulate in "all-electric" mode and minimize fuel consumption. Especially since in the braking phase, the electrical entity M / Ge can function as a generator to recharge the batteries B. In the first ExtUr portion, the powertrain will further solicit the heat engine Mt so that in the middle of the path, the energy stored in the batteries is 4.5 KW.H. And on this first portion, 15 L of fuel will have been consumed.

In the second IntUr portion, the powertrain more or even exclusively solicits the M / Ge electrical entity so that the energy stored in the batteries B is 1 KW.H. And on this second portion, between 0 L and 1 L of fuel can still be consumed if the batteries B do not have sufficient capacity to ensure the entire journey.

In summary, the discharge of batteries B is identical in "early" management and "instant" management. On the other hand, the final consumption of fuel in "anticipated" management is lower than that obtained in "instantaneous" management, because the discharge of the batteries B is better distributed according to the characteristics of the path. The overall efficiency of the powertrain is therefore better in "anticipated" management than in "instant" management.

The control unit UC therefore distributes the powers by controlling the speed of the heat engine, or the electrical entity M / Ge. Said control unit is configured to generate reference speeds V _CO nsMt of the heat engine Mt, or of the electrical entity M / Ge, the value of which depends on the value of the power distribution factor K, and possibly on the speed of the vehicle and the depression of the accelerator pedal.

The control unit UC may further comprise a memory zone in which prerecorded paths are associated with predetermined factors K, for example evaluated or re-evaluated at the end of a path. And in hybrid mode, when the filled path corresponds to a prerecorded path in the memory area, the control unit UC manages the power distribution between the heat engine Mt and the electrical entity M / Ge function of the factor K associated with said path. For the UC control unit to have a maximum of information relating to the path (length, height difference, average speed, urban traffic or fast lane, ...), the dashboard 13 is preferably a GPS. However, a simple table equipped with a screen and a keyboard to inform the number of kilometers to go, could be sufficient to the skilled person, according to the desired accuracy.

The various modes of operation of the powertrain will now be described in more detail.

4) Preparation phase.

The user informs via the dashboard 13 the number of kilometers to be traveled and possibly other characteristics associated with the trip (difference in altitude, average speed, ...). The goal is to fully discharge the batteries on the desired path.

For a better distribution of powers in the case where the path is greater than that initially planned, an "economic" mode can for example be chosen when after entering a path, the user changes his route (detour, deviation,. ..). It may then be advantageous to preserve the batteries B so that it lasts longer than originally intended. In practice, the control unit UC will increase the value of the factor K.

5) All-electric mode.

5. 1) Acceleration phase:

The Mt engine is stopped. It is locked in rotation by the locking means 7. The control unit UC detects a position of the accelerator pedal 15 and sends a torque setpoint associated with the inverter 10 which regulates around the setpoint the torque of the M / Ge electric entity that behaves like a motor and transmits its power to the wheels R.

5.2) Slowing phase: The control unit UC detects a position of the brake pedal 16 and sends the braking torque setpoint associated with the inverter 10 which regulates around the setpoint the torque of the electrical entity M / Ge which behaves like a generator and which charges the batteries B under braking.

6) All-electric / hybrid transition mode.

Depending on several parameters such as the actual speed of the vehicle, the position of the accelerator pedal 15, the power distribution factor K, the control unit UC sends a signal to the dash-board 13 informing the driver of the passage in hybrid.

The control unit UC simultaneously generates a setpoint to release the blocking 7 of the heat engine Mt and a negative torque setpoint to the inverter 10 in order to brake the electric entity M / Ge. The Epi coupling device then makes it possible to add the negative torque to the torque available in the wheels R by the kinetic energy of the vehicle, in order to start said engine.

7) Hybrid mode.

7. 1) Acceleration phase:

The control unit UC detects the desired torque setpoint by the driver via the position of the accelerator pedal 15. The control unit UC translates this desired torque setpoint into a torque setpoint for the engine thermal Mt (converted by an opening angle of the throttle valve 21) and / or a torque setpoint for the electrical entity M / Ge from the equation (eq1) which behaves like an electric motor. The respect of this equation is necessary so that all the torques of the heat engine Mt and the electrical entity M / Ge (which in this phase behaves like a motor) is transmitted to the wheels R.

In hybrid mode and according to operating parameters of said vehicle such as the level of the batteries, the number of kilometers remaining at the actual speed of the vehicle and / or the power management mode, the control unit UC calculates a speed of the heat engine Mt corresponding to an optimal power distribution for reducing the consumption of onboard resources.

In practice, the control unit UC calculates a speed ratio between the heat engine Mt and the electrical entity M / Ge. To reach this speed ratio, the control unit UC sends a torque setpoint to the heat engine Mt and / or a torque setpoint to the electrical entity M / Ge not respecting the equation (eq1). This will have the effect of accelerating the heat engine Mt and braking the electric entity M / Ge, or vice versa, without changing the speed of the vehicle. Once the new speed ratio between the heat engine Mt and the electrical unit M / Ge is reached, the torque setpoints of said electrical entity and said heat engine again depend on the equation (eq1). This state of affairs is illustrated by Figures 3a and 3b.

In the acceleration phase and referring to the block diagram of FIG. 3a, the control unit UC compares the real speed of the heat engine V _re iMt with the reference speed V _CO nsMt. The latter is given by prerecorded tables or graphics in the memory area of the control unit UC.

FIGS. 2a and 2b give examples of tables for different values of the power distribution factor K. In general, for different values of factor K are associated matrices (or a set) of setpoint velocity values V _CO nsMt.

In the table of Figure 2a, K = 4. The reference speeds of the heat engine V _CO nsMt are defined according to the actual speed of the vehicle Vreivehicuie and depression of the accelerator pedal% _P edaieacc For example, for a real vehicle speed = 100 Km / H and for an accelerator pedal depression of 80%, the target speed of the engine is 1200 rpm. Referring to the table of the figure 2b, for K = 8, the target speed of the engine will be 2700 rpm.

The value of the factor K may vary during the journey depending on whether management is

"Anticipated" or "instant" as explained in §3.

In the case of Figure 3a, the actual speed of the heat engine V _re iMt = 1000 rpm is lower than the set speed V _CO nsMt = 1500 rpm. There is therefore a speed difference of 500 rpm corresponding to a torque C _A = 20 Nm

Tables known to those skilled in the art allow to associate a torque to a variation of the speed of rotation.

With regard to the actual speed of the heat engine V _re iMt = 1000 rpm, the associated torque is 80 Nm. The control unit UC multiplies this torque by the depression coefficient of the pedal 15, 16 (between [0, 1 ] for the accelerator pedal 15 and between [-1, 0] for the brake pedal 16). In the example of Figure 3a, the sink coefficient is 0.75. The actual torque of the CreiMt heat engine is therefore 0.75x80 = 60 Nm

The torque setpoint transmitted to the heat engine is given by the following equation CconsMt = C _re iMt ⁺ C _A = 80 Nm

For the torque setpoint transmitted to the heat engine ^ consM / Ge, the control unit UC performs the subtraction CreiMt - C _A = 40 Nm to calculate the torque associated with the heat engine, then from the equation (eq1) deduces ^ consM / Ge ^- 40 x [-Zp / (2x (Zp + Zs))]. In the example of Figure 3a, [-

Zp / (2x (Zp + Zs))] = 0.375, hence ^ consM / Ge ^- 15 Nm

In the functional diagram of FIG. 3b, when the equilibrium is reached, then since V _re iMt = V _CO nsMt. Since C _A = 0, we obtain CconsMt = 67.5 Nm and ^ consM / Ge ^- 25.3 Nm

7.2) Slowing phase:

The control unit UC detects the negative torque setpoint desired by the user via the position of the brake pedal 16. Knowing the resistance torque of the heat engine Mt for a given speed (indicated by known tables of the person skilled in the art), the unit UC command translates this desired setpoint into a negative torque setpoint for the electrical entity M / Ge resulting from the equation (eq1). In this phase, the control unit UC controls the inverter 10 so that the electrical entity M / Ge behaves as a generator and recharges the batteries B.

7.3) Hybrid / "all-electric" transition mode:

Depending on the various parameters such as the position of the accelerator pedal 15, the actual speed of the vehicle, the level of the batteries B, the control unit UC briefly sends a high torque setpoint to the electrical entity M / Ge so that the output shaft of the latter accelerates. The control unit UC simultaneously sends a setpoint to close the throttle opening 21 of the engine Mt, which has the effect of stalling said engine without varying the speed of the vehicle. The locking means 7 will then block the rotation of the heat engine Mt.

7.4) Hybrid regeneration mode:

When the level of the batteries B is too low or lower than a threshold value, the control unit UC calculates a speed ratio between the heat engine Mt and the electrical entity M / Ge such that the speed of said electrical entity is reversed. . The equation (eq1) is always respected but the speed of the electric entity M / Ge being negative, the power (eq2) becomes negative. In fact, the electrical entity M / Ge behaves like a generator able to recharge the batteries B. The power of the heat engine Mt is then distributed between the power supplied to the wheels R and the power supplied to the generator.

7.5) Hybrid mode "power":

In the case where the driver needs a boost of instantaneous power (case of recovery or sudden acceleration), the control unit UC activates the locking device 70 to secure the shaft of the heat engine Mt and the tree of the electric entity M / Ge and combine the driving powers.

Claims

claims

A motor vehicle incorporating a hybrid power train comprising:

a heat engine (Mt),

- one or more batteries (B),

an electrical entity (M / Ge) operating either as a motor using the energy available in the batteries (B) or as a generator for recharging said batteries,

- a device (Epi) coupling the heat engine (Mt), the electrical entity (M / Ge) and the wheels (R) of the vehicle to combine the power of said engine, said entity and said wheels,

a control unit (CPU) controlling the operation of the heat engine (Mt) and the electrical entity (M / Ge),

said group operating in hybrid mode or in all-electric mode,

characterized by the fact that:

the control unit (UC) is connected to a means (13) for informing a path to be traveled,

according to the characteristics of the path filled in, the control unit controls the heat engine and the electrical entity to distribute the power of said heat engine and said electrical entity so that the energy available in the batteries (B) reaches a desired discharge value at the end of said trip.

2. Vehicle according to claim 1, wherein in hybrid mode the control unit (UC) manages the power distribution between the heat engine (Mt) and the electrical entity (M / Ge) according to a factor ( K) power distribution.

The vehicle of claim 2, wherein: the control unit (UC) comprises a memory zone in which prerecorded paths are associated with predetermined power repair factors (K),

in hybrid mode and when the filled path corresponds to a pre-recorded path in the memory zone, the control unit manages the power distribution between the heat engine (Mt) and the electrical entity (M / Ge) according to the power distribution factor (K) associated with said path.

4. Vehicle according to one of claims 2 or 3, wherein the coupling device (Epi) is an epicyclic train and wherein in hybrid mode and depending on the actual speed of the vehicle, depressing the pedal of the accelerator (15) and the power distribution factor (K), the control unit (UC) generates a speed setpoint for the heat engine (Mt), and:

- If the actual speed of the heat engine (Mt) corresponds to the target speed, then the control unit (UC) generates torque setpoints for said engine and the electrical entity (M / Ge) so to maintain a constant torque ratio between said heat engine and said electrical entity,

- If the actual speed of the heat engine (Mt) differs from the target speed, then the control unit (UC) generates torque setpoints for said engine and / or the electrical entity (M / Ge) in order to modify the torque ratio between said heat engine and said electrical entity until the desired speed is obtained.

5. Vehicle according to one of the preceding claims, wherein the heat engine (Mt) is blocked (7) in "all electric" mode and unlocked in hybrid mode.

6. Vehicle according to one of the preceding claims, wherein in "all electric" mode, the control unit (UC) generates a torque setpoint for the electrical entity (M / Ge) so that the latter behaves either as a motor that transmits power to the wheels (R), or as a generator that recharges the batteries (B) under braking.

7. Vehicle according to one of claims 5 or 6, wherein the coupling device (Epi) is an epicyclic gear and in which to switch from "all electric" mode to hybrid mode, the control unit (UC) generates simultaneously a setpoint to release the lock (7) of the heat engine (Mt) and a negative torque setpoint to the electrical entity (M / Ge), the coupling device (Epi) being configured to add said negative torque to the torque available in the wheels (R) from the kinetic energy of the vehicle, in order to start said engine.

8. Vehicle according to one of the preceding claims, wherein in hybrid mode, the control unit (UC) detects a desired torque setpoint via the position of the accelerator pedal (15), said unit being configured to translate this desired torque setpoint:

in a torque setpoint intended for the heat engine (Mt),

and in a torque setpoint intended for the electrical entity (M / Ge) that behaves like an electric motor.

9. Vehicle according to one of the preceding claims, wherein in hybrid mode, the control unit (UC) detects a desired negative torque setpoint via the position of the brake pedal (16), said unit being configured to translate this desired torque setpoint: in a negative torque setpoint for the heat engine (Mt) corresponding to the engine brake,

and a negative torque setpoint intended for the electrical entity (M / Ge) which behaves like an electric generator.

10. Vehicle according to one of the preceding claims, wherein in hybrid mode and according to operating parameters of said vehicle such as the battery level, the number of kilometers remaining, the actual speed of the vehicle and / or the mode power management unit, the control unit (CPU) calculates a heat engine speed (Mt) corresponding to an optimal power distribution for reducing the consumption of the onboard resources.

1. Vehicle according to one of the preceding claims, wherein the coupling device (Epi) is an epicyclic gear and in which to switch from hybrid mode to "all electric" mode, the control unit (UC) is configured to send simultaneously:

a torque setpoint for the electrical entity (M / Ge) so that the output shaft of the latter accelerates,

- An instruction to close the throttle (21) of the engine (Mt) so as to stall said engine without varying the speed of the vehicle.

12. Vehicle according to one of the preceding claims, wherein the coupling device (Epi) is an epicyclic gear and in which hybrid mode and when the battery level (B) becomes less than a threshold value, the unit of control (UC) is configured to calculate a speed ratio between the heat engine (Mt) and the electrical entity (M / Ge) so that said entity behaves like a generator charging said batteries, the power of said engine distributed between the power supplied to the wheels (R) and the power supplied to said generator.

13. Vehicle according to one of the preceding claims, wherein the coupling device (Epi) is an epicyclic train comprising:

a satellite carrier (1) connected to the shaft of the heat engine (Mt),

a sun gear (2) connected to the shaft of the electrical entity (M / Ge),

an outer ring gear (3) configured to drive the wheels (R) of the vehicle,

satellites (4) mounted for rotation on the planet carrier (1) and meshing with the sun gear (2) and the outer ring gear (3).

14. Vehicle according to claim 13, wherein the planet carrier (1) is equipped with a means (7) for locking in rotation.

15. Vehicle according to one of the preceding claims, wherein a coupling device is used to secure the shafts of the engine (Mt) and the electrical entity (M / Ge) so that the two driving powers s 'additive.