METHOD FOR MANAGING A TORQUE TO BE SUPPLIED BY AN ELECTRIC MOTOR

Abstract

Disclosed is a method for managing a torque to be supplied on a shaft of an electric motor including the following steps: creating and initializing a correction data table; acquiring a torque instruction; determining a torque command; measuring the current output from the converter and measuring the current output from the battery; calculating an electrical power on the basis of the two current measurements and of the voltage; determining, on the basis of a map, a corresponding torque on the basis of the electrical power at the motor and of the rotational speed of the motor; reading the information provided by the motor relating to the torque exerted on its shaft; calculating the difference between the information provided by the motor and the torque determined on the basis of the electrical power; and updating the correction data table.

Claims

1. A method for managing a torque to be supplied on a shaft of an electric motor in a system comprising the electric motor, a battery for supplying the electric motor with power, a DC-to-DC converter connected between the battery and the motor and an electrical management device, the method comprising: creating and initializing a correction data table, acquiring a torque instruction for the torque to be exerted on the motor shaft from a central management unit, determining a torque command on the basis of the received torque instruction and of a datum from the correction data table corresponding thereto, measuring the current output from the converter and measuring the current output from the battery, calculating an electrical power on the basis of the two current measurements from the preceding step and of the voltage across the terminals of the motor, determining, on the basis of a map associated with the motor, a corresponding torque on the basis of the electrical power at the motor and of the rotational speed of the motor, reading the information provided by the motor relating to the torque exerted on the motor's shaft, calculating the difference between the information provided by the motor relating to the torque exerted on its shaft and the torque determined on the basis of the electrical power at the motor and of the map associated with the motor, potentially updating the correction data table according to the difference determined in the preceding step.

2. The management method as claimed in claim 1, wherein the values of the correction data table are initialized at 0 in the factory.

3. The management method as claimed in, claim 1, wherein the motor is used as a motor generating a torque on the motor's shaft.

4. The management method as claimed in claim 1, wherein the motor is used as a generator to charge the battery.

5. A non-transitory computer-readable medium on which is stored a computer program, comprising a series of code instructions for implementing a method for managing the torque of an electric motor shaft as claimed in claim 1, when the method is implemented by a computer.

6. A device for managing a torque to be supplied on a shaft of an electric motor in a system comprising the electric motor, a battery for supplying the electric motor with power, a DC-to-DC converter connected between the battery and the motor and an electrical management device, wherein the device further comprises electronic means for implementing each of the steps of a method as claimed in claim 1.

7. A vehicle provided with an electric motor, comprising the device of claim 6.

8. The management method as claimed in claim 2, wherein the motor is used as a motor generating a torque on the motor's shaft.

9. The management method as claimed in claim 2, wherein the motor is used as a generator to charge the battery.

10. A non-transitory computer-readable medium on which is stored a computer program, comprising a series of code instructions for implementing a method for managing the torque of an electric motor shaft as claimed in claim 2, when the method is implemented by a computer.

11. A non-transitory computer-readable medium on which is stored a computer program, comprising a series of code instructions for implementing a method for managing the torque of an electric motor shaft as claimed in claim 3, when the method is implemented by a computer.

12. A non-transitory computer-readable medium on which is stored a computer program, comprising a series of code instructions for implementing a method for managing the torque of an electric motor shaft as claimed in claim 4, when the method is implemented by a computer.

13. A non-transitory computer-readable medium on which is stored a computer program, comprising a series of code instructions for implementing a method for managing the torque of an electric motor shaft as claimed in claim 8, when the method is implemented by a computer.

14. A non-transitory computer-readable medium on which is stored a computer program, comprising a series of code instructions for implementing a method for managing the torque of an electric motor shaft as claimed in claim 9, when the method is implemented by a computer.

15. A device for managing a torque to be supplied on a shaft of an electric motor in a system comprising the electric motor, a battery for supplying the electric motor with power, a DC-to-DC converter connected between the battery and the motor and an electrical management device, wherein the device further comprises electronic means for implementing each of the steps of a method as claimed in claim 2.

16. A device for managing a torque to be supplied on a shaft of an electric motor in a system comprising the electric motor, a battery for supplying the electric motor with power, a DC-to-DC converter connected between the battery and the motor and an electrical management device, wherein the device further comprises electronic means for implementing each of the steps of a method as claimed in claim 3.

17. A device for managing a torque to be supplied on a shaft of an electric motor in a system comprising the electric motor, a battery for supplying the electric motor with power, a DC-to-DC converter connected between the battery and the motor and an electrical management device, wherein the device further comprises electronic means for implementing each of the steps of a method as claimed in claim 4.

18. A device for managing a torque to be supplied on a shaft of an electric motor in a system comprising the electric motor, a battery for supplying the electric motor with power, a DC-to-DC converter connected between the battery and the motor and an electrical management device, wherein the device further comprises electronic means for implementing each of the steps of a method as claimed in claim 8.

19. A device for managing a torque to be supplied on a shaft of an electric motor in a system comprising the electric motor, a battery for supplying the electric motor with power, a DC-to-DC converter connected between the battery and the motor and an electrical management device, wherein the device further comprises electronic means for implementing each of the steps of a method as claimed in claim 9.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Other features, details and advantages of the invention will become apparent from reading the following detailed description and analyzing the appended drawings, in which:

[0029] FIG. 1 schematically shows a power supply for an electric motor of a hybrid vehicle;

[0030] FIG. 2 is an example of a current/temperature diagram showing a region within which the current at the terminals of an electric battery must be maintained; and

[0031] FIG. 3 is a flowchart for a method for managing the torque to be supplied by the motor of FIG. 1.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] The drawings and the following description contain mostly elements of a certain nature. They may therefore be used not only to better understand the present invention, but also for contributing to the definition thereof, where applicable.

[0033] Reference is now made to FIG. 1. This figure shows a diagram which is known to those skilled in the art working in the field of vehicles driven by at least one electric motor. It may be a hybrid vehicle, that is to say a vehicle equipped both with a combustion engine and with at least one electric motor, but it may also be a vehicle driven only by electric motors. In FIG. 1, a motor 2 corresponding to the electric motor of such a vehicle is supplied with direct current by a first battery 4 which in parallel supplies a DC-to-DC converter 6 connected to a second battery 8.

[0034] The first battery 4 is typically a battery that initially has a no-load voltage across its terminals of between 36 and 52 V. It comprises a plurality of interconnected cells to provide this voltage, these cells being distributed on board the vehicle. The first battery 4 is shown here in a simplified manner.

[0035] The DC-to-DC converter 6 is connected in parallel with the first battery 4 and allows the second battery 8 to be charged.

[0036] The second battery 8 conventionally delivers a voltage of the order of 12 V and corresponds to a battery such as is conventionally found in an electric, hybrid or combustion engine motor vehicle.

[0037] Since the structure for the power supply of the motor 2 is known to those skilled in the art, it would be unnecessary to describe it in greater detail here.

[0038] FIG. 2 is a graph with a current strength I (in amperes A) on the X-axis and a temperature T (in degrees Celsius ° C.) on the Y-axis. It is estimated that when the operating point (I, T) is in region 10, the first battery 4 is operating normally. Outside this region 10, the first battery 4 may be in a poor state (loss of electric charge, drop in performance, etc.). It is therefore necessary to ensure that the current flowing through the circuit over the terminals of the first battery 4 is limited, as a function of operating temperature, so that the operating point of the first battery remains in the region 10.

[0039] The motor 2 may also operate as a generator, for example during a deceleration phase. In FIG. 2, when the current strength I is positive, the first battery 4 is delivering current while, when the current strength I is negative, the first battery 4 is being charged.

[0040] FIG. 3 illustrates a method for managing the motor 2 so that it delivers a predetermined torque.

[0041] A manufacturer 12 of electric motors supplies the motor 2 with a first database 14 which indicates for the motor 2 the efficiency Eff of the motor as a function of its rotational speed and of the torque at output. Specifically, the motor 2 has an output shaft which has a rotational speed n_em and on which a torque tq_em is exerted.

[0042] Let pow_em be the power supplied to the motor 2 when it is operating as a motor. There is then the following formula:

Pow_em=(pi*n_em*tq_em)/30/Eff

[0043] Where pi is the ratio of a circle's circumference to its diameter and Eff is a factor between 0 and 1.

[0044] When the motor 2 is operating as a generator, it delivers a power pow_em such that:

Pow_em=Eff*(pi*n_em*tq_em)/30

[0045] This first database 14 is provided by the manufacturer. It corresponds to measurements made on a test bench. This database is not specific to the motor 2 but is common to all motors of the same type as the motor 2 manufactured by the manufacturer 12. Thus, this database cannot be perfectly accurate due to the manufacturing tolerances in the motors produced by the manufacturer 12. In addition, over the service life of the motor 2, its characteristics change.

[0046] It is now assumed that the motor 2 is used as a motor to simplify the description and to avoid systematically providing for two cases in parallel. Reasoning similar to that presented below holds for a motor 2 operating as a generator.

[0047] The first database 14 is used to produce a 3D map which makes it possible to determine a torque tq_em according to the power pow_em delivered to the motor 2, the rotational speed n_em of the motor and the voltage v_em across the terminals of the motor 2.

[0048] A first step 100 is a step of creating and initializing a second database, called the correction database. The data in this database are, for example, all set to zero (0) during the initialization of this database. It is then assumed that the map which has been produced is true for the motor 2. This map may be considered as a function map_mot which has three input data: the electric power supplied to motor 2, its output speed and the voltage across the terminals of the motor 2, while the correction database may be considered as a function mot_err which has the same three input data: the electric power supplied to motor 2, its output speed and the voltage across the terminals of the motor 2.

[0049] A second step 102 provides for determining the maximum torque tq_mot_lim that can be exerted by the motor 2. This torque is determined according to the maximum current strength that the first battery 4 can provide. On the basis of this current strength, which depends on a number of parameters such as, for example, the temperature, the state of charge and the state of health of the first battery 4, a maximum power pow_mot_lim can be delivered to the motor 2. The 3D map makes it possible to determine a value for tq_mot_lim:

Tq_mot_lim=map_mot(pow_mot_lim,n_em,v_em)

[0050] Now, conventionally, in a vehicle with at least one electric motor, there are sensors that make it possible to determine the temperature, the rotational speed of the electric motor and the voltage across the terminals of the motor.

[0051] As indicated above, the value given by the 3D map is an approximate value. Provision is therefore made, in a third step 104, to apply a correction tq_mot_err thereto which is extracted from the correction database. The data in the latter change over time as explained below.

Specifically: tq_mot_err=mot_err(pow_mot_lim,n_em,v_em)

[0052] With this corrective term, it is then possible, in a fourth step 106, to determine a corrected torque tq_mot_lim_corr:

tq_mot_lim_corr=tq_mot_lim+tq_mot_err

[0053] A management system for the vehicle continuously determines a torque tq_em_pt for the motor 2 as torque setpoint to be exerted. A management system for the electric motor 2 determines what torque the motor 2 should exert. The characteristics of the first battery 4 should be taken into account here so as not to risk damaging it. In a fifth step 108, the setpoint to be sent to the motor 2, tq_em_sp is determined as being the minimum value between tq_em_pt, on the one hand, and tq_mot_lim_corr, on the other hand.

[0054] This setpoint value tq_em_sp is then supplied to the motor 2.

[0055] Continuously (operation 200), at the first battery 4 and at the DC-to-DC converter 6, the management system for the vehicle measures, on the one hand, the current flowing into the first battery cur_bat and the current consumed by the DC-to-DC converter 6, i.e. cur_dcdc. Knowing these two currents makes it possible to determine the electric current being supplied to the motor 2, which current is called cur_em.

[0056] On the basis of this current value cur_em, knowing v_em, it is possible to determine the power pow_em being supplied to motor 2 (operation 202):

Pow_em=cur_em*v_em

[0057] The 3D map, obtained using the manufacturer's database, gives a torque indication based on the measurement of electrical power: tq_mot_mes.

[0058] An operation 204 then gives this torque indication:

tq_mot_mes=map_mot(pow,n_em,v_em)

[0059] Conventionally, the motor 2 gives the management system information on the torque delivered: TQ_EM_PHY (operation 206).

[0060] In a sixth step 110, the difference between the torque estimated according to the current and voltage measurements made (tq_mot_mes) and the torque delivered by the motor TQ_EM_PHY is noted.

Let tq_err=TQ_EM_PHY−tq_mot_mes

[0061] If this value is zero, then the setpoint given indeed corresponds to what motor 2 has delivered.

[0062] If, however, a difference is observed, the correction database should be updated. A seventh step 112 is then provided in order to update the value tq_mot_err corresponding to the power pow_mot_lim, to the motor speed n_em and to the voltage v_em.

[0063] In this way, the correction database is filled in as the operating cycles of the vehicle with the electric motor 2 progress. Thus the map is adjusted over time by virtue of the use of the correction database.

[0064] It is thus possible to make the best use of the possibilities of the first battery 4 without running the risk of damaging it. The use of the electric motor 2 may thus be optimized. Consequently, in the case of use in a hybrid vehicle, it is thus possible to limit the fuel consumption of the combustion engine associated with the motor 2 in order to drive the corresponding vehicle. CO.sub.2 emissions may thus be minimized.

[0065] Likewise, it is possible to optimize the operation of the motor 2 when the latter is used as a generator. The battery is thus charged better, which increases the “electric” range of the vehicle and therefore also limits CO.sub.2 emissions overall.

[0066] This increase in performance is obtained without having to add expensive sensors (such as a torque sensor, for example).

[0067] In addition, time is saved in the development of the system proposed here because no post-processing is necessary during the manufacture of the vehicle.

[0068] The present invention is particularly well suited for use in a hybrid vehicle. However, it may find application in other electromechanical systems.