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WO2010076609A1 - Véhicule hybride comprenant une unité de commutation maître - Google Patents

Véhicule hybride comprenant une unité de commutation maître Download PDF

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Publication number
WO2010076609A1
WO2010076609A1 PCT/IB2008/055696 IB2008055696W WO2010076609A1 WO 2010076609 A1 WO2010076609 A1 WO 2010076609A1 IB 2008055696 W IB2008055696 W IB 2008055696W WO 2010076609 A1 WO2010076609 A1 WO 2010076609A1
Authority
WO
WIPO (PCT)
Prior art keywords
switch
service
normal
shutdown
driving
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2008/055696
Other languages
English (en)
Inventor
Gregory Gemelas
Michel Lou Mottier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault Trucks SAS
Original Assignee
Renault Trucks SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault Trucks SAS filed Critical Renault Trucks SAS
Priority to PCT/IB2008/055696 priority Critical patent/WO2010076609A1/fr
Publication of WO2010076609A1 publication Critical patent/WO2010076609A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/80—Arrangements for controlling instruments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/55—Remote control arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the invention is directed to a hybrid vehicle comprising an internal combustion engine as well as electric drive motor.
  • the electric drive motor and the engine combustion use alternatively or in conjunction for driving the vehicle, whereas electricity is provided either by a service generator driven by the engine or by a drive generator driven by the driveline during slowing phases of the vehicle.
  • This kind of vehicles is used for many applications such as personal cars, commercial vehicles or trucks, even construction vehicles.
  • Hybrid vehicles implement a high voltage circuit providing energy to heavy loads such as the driving motor and a low voltage circuit providing energy to light loads such as the driver's comfort accessories and cooling units of both the engine unit and the electric motor unit. Because of the high voltage and high current circulating in the various electrical circuits of the vehicle, the opening of the circuit breakers or shut-down of the vehicle at an inappropriate moment might induce hazardous over-voltage or over-current which might damage some of the connected devices. Therefore, there is a need for a new kind hybrid vehicle which provides good security conditions for the shut-down of the various energy providing systems.
  • an object of the invention is to propose such a new kind of hybrid vehicle offering very safe shutdown conditions avoiding any over voltage or current risk and enabling in normal condition a good cooling of the drive system components. Accordingly the invention concerns a hybrid vehicle including:
  • a service circuit providing electricity at least to an engine unit and comprising a service battery set and an electronically controlled service switch between the service battery set and the service circuit; - a service electric generator which is driven by the engine unit and connected to the service circuit;
  • a master switching unit comprising:
  • a switching interface - an electronic control unit adapted to, after a triggering of the switching interface:
  • the implementation of the master switching unit guarantees a good level of security as opening of the service switch occurs after the shutdown of all the heavy electrical loads of the vehicles so that the over voltage or current risks during the opening are low.
  • the electrical sources of the driving circuit and the service generator are stopped or disconnected during the driving loads shutdown sequence.
  • the switching interface comprises a normal pilot switch and a fast pilot switch
  • the electronic control unit is adapted to :
  • Such embodiment of the invention provides two different ways or manner to shutdown the vehicle, one for the normal operating conditions, the other allowing a fast shutdown of the vehicle for emergency situation or, when the vehicle is under maintenance, for guarantying safe electrical conditions in a short delay for the mechanics to work on the vehicle.
  • the normal pilot switch may for example comprise a switch manually actuated by an ignition key.
  • the driver will firstly switch off the vehicle by turning the key which will trigger the normal pilot switch for the first time and therefore initiate the driving loads shut down sequence. Then the driver will remove the key which will trigger the normal pilot switch for the second time and the normal delay used as shutdown delay for the count down will allow electricity to be provided to accessories of the vehicles, such as electrical ventilators, cooling for example the engine as well as the driving battery sets, even if the vehicle is parked. In emergency situation or when maintenance work must be rapidly done on the vehicle, the user will use the fast pilot switch.
  • the fast shutdown delay being shorter than the normal shutdown delay will thus induce a quicker shutdown of all the energy providing sources and therefore the vehicle will be available for maintenance in a short time. It should be noted that, after triggering of the switching interface, the opening of the service switch at the end of the shutdown delay either normal or fast occurs even if all the load and sources of the driving circuit are not completely stopped or shutdown.
  • the switching interface may implement various types of human machine interfaces allowing the driver or the user of the vehicle to enter his switching order.
  • the normal pilot switch may comprise a switch manually actuated through an ignition key.
  • the normal pilot switch may also implement a key comprising a transponder associated with a dedicated detector. The detection of the transponder will correspond to an "on" state of the normal pilot switch and the remoteness of the transponder will trigger the normal pilot switch.
  • the normal pilot switch can also comprise a manual switch with two positions "on” and "off.
  • the normal pilot switch may also comprise a remote control allowing the driver to provide his switching orders even if he is not in the driving cab. Accordingly, if the normal pilot switch has been triggered a first time, an action on the remote control induces the second triggering of the pilot switch.
  • the normal pilot switch may comprise a manually actuated switch and a switch remotely actuated by a remote control, and the normal shutdown delay is implemented when either the manually actuated switch or the remotely actuated switch is triggered.
  • an action on the manual switch induces the first triggering of the normal pilot switch and, if the normal pilot switch has been triggered a first time, an action on the remote control induces the second triggering of the pilot switch.
  • the normal pilot switch is a logical switch through which the master switching unit will be able to detect a first triggering action and a second triggering action, either through the same physical switch or through several physical switches.
  • any normal and fast shutdown delays may be implemented, provided naturally the normal shutdown delay is shorter, preferably quite shorter, than the normal shutdown delay.
  • the normal shutdown delay is superior or equal to one minute and the fast shutdown delay is inferior or equal to five seconds.
  • the normal shutdown delay is superior or equal to ten minutes and the fast shutdown delay is inferior or equal to two seconds.
  • the hybrid vehicle may comprise other electrical equipment and sources than those of the drive system and the driver's comfort or assisting accessories.
  • the hybrid vehicle may further comprise:
  • the electronic control unit is adapted, when the switching interface is triggered, to initiate an equipment loads shutdown sequence during witch the equipment loads are stopped, if not already stopped, and the equipment converter is stopped.
  • the electrical equipment loads may be of various types and correspond to functionalities adapted on the vehicle by a body builder.
  • the various circuits may implement various voltages for example:
  • the service battery set (13) may be of a low nominal voltage, preferably being in the range of 12V to 72V;
  • the equipment battery set may be of a medium nominal voltage, preferably being in the range of 84 V to 810 V;
  • the driving battery set may be of a high nominal voltage or of a medium nominal voltage, preferably being in the range of 120 V to 1000 V.
  • the equipment battery set and the driving battery set will be generally of different voltage.
  • - Fig.1 is schematic view of a hybrid vehicle according to the invention.
  • - Fig.2 is another embodiment of a hybrid vehicle according to the invention which differs from the embodiment shown on figure 1 by the implementation of an equipment circuit for body builder equipments.
  • a hybrid vehicle designated as a whole by reference number 1 , comprises a drive system D which includes an internal combustion engine unit 2 powering a mechanical driveline 3.
  • the internal combustion engine unit 2 is associated with an engine electronic control unit 4 providing at least a state of the engine unit 2 to a vehicle control unit 17.
  • the drive system D comprises also an electric drive motor system 5 which is as well operatively connected to the driveline 3.
  • the electric drive motor system is associated with a motor electronic control unit 6 connected to the drive system control unit 17.
  • the drive system D can be of different types such as a parallel or series type or implement a drive line including a power split device such as a planetary gear.
  • the electric drive motor system 5 may comprise a single electric motor or a plurality of electric motors combined with a single electric generator or a plurality of electric generator in order to recover during slowing down phases of the hybrid vehicle.
  • the electric motor and the electric generator may be mutually separate, they also can be combined as an integrated motor/generator which selectively functions as an electric motor or an electric generator.
  • the hybrid vehicle 1 comprises a driving circuit 7 which provides electricity at least to the electric drive motor system 5 and which comprises a driving battery set 8 comprising at least one driving battery not shown.
  • the driving battery set 8 may of course comprise a plurality of driving batteries either connected in series or in parallel depending on capacity or the nominal voltage of the driving battery set.
  • the driving battery set is preferably of a medium or a high nominal voltage, for example being in the range of 120 V to 1000 V.
  • each driving battery is preferably a battery with a low internal resistance optimized for efficient low duration high current output.
  • the hybrid vehicle 1 comprises driving battery set sensing means 9 adapted to provide at least the state of charge of the driving battery set 8 to the drive system control unit 17.
  • the driving battery set 8 may also be associated with a driving battery switch 9.
  • the hybrid vehicle 1 comprises also a service circuit 10.
  • the service circuit 10 provides electricity at least to the engine unit 2 but also to other electrical consumers 12 schematically depicted as a light bulb and a ventilator on the figures. Such ventilator can be part of a cooling system used to cool the engine 2 and/or the driving battery set 8 and/or motor 5.
  • the service circuit 10 comprises a service battery set 13 which comprises at least one service battery not individually shown on the figures.
  • the service battery set 13 is of a low nominal voltage, for example being in the range of 12 V to 72 V.
  • Each service battery is preferably a battery optimized for deep cyclic uses and for total energy capacity but can also be of a dual type being a compromise between an energy battery and a power battery.
  • the service circuit 10 further comprises an electric service generator 14 operatively connected to the engine unit 2 and therefore driven by internal combustion engine unit 2.
  • the service circuit 10 is also connected to the driving circuit 7 through a driving converter 15.
  • the driving converter 15 mainly works as a step-down converter lowering voltage of the driving circuit 10 in order to provide electricity to the service circuit 7 and more particularly in order to charge the service battery set 8.
  • the driving converter 15 can also be of a step-up/step-down type in order to reciprocally derive power from the service circuit 10 for providing electricity to the driving circuit 7.
  • the vehicle further implements a master switching unit M which comprises a switch interface SI allowing the driver to give power on or power off orders.
  • the switching interface SI may implement any kind of suitable human machine interface.
  • the switching interface SI comprises a normal pilot switch PS situated in the driving cab and which is normally used by the driver for shutting down the power on the vehicle or on the contrary turn on the vehicle so that electric power is available for all the accessories and electrical functions of the vehicle.
  • the pilot switch PS comprises a switch I actuated by an ignition key.
  • the pilot switch PS comprises also a switch R remotely activated by a remote control RC.
  • These switches constituting the pilot switch PS are connected to a master switching electronic control unit ECU.
  • the switching interface SI further comprises a fast pilot switch E also connected to the electronic control unit ECU.
  • the ignition switch I is situated on a driving console or dashboard of the vehicle and the fast pilot switch E is situated on the vehicle preferably outside of the driving cab.
  • the vehicle In normal operating conditions, when the driver or user of the vehicle wants to shutdown the vehicle he triggers for a first time the pilot switch by turning the key in the ignition switch I. This action corresponds for the Electronic Control Unit to the first triggering of the normal pilot switch in a normal shutdown sequence.
  • the ECU will therefore initiate a driving loads shutdown sequence.
  • the driving loads sequence the driving converter and motors are stopped if they are not already stopped.
  • the electrical sources of the driving circuit such as battery set 8 are disconnected and service generator is stopped or its excitation is shutdown.
  • the disconnection of the driving battery set 8 is achieved by the opening of the driving switch 9.
  • the engine may also be stopped if not already stopped. After the first triggering of the normal pilot switch PS, electricity still available on the service circuit 10.
  • the normal shutdown delay When the drivers leaves the vehicle or wants a complete shut down of the power, he may either remove the ignition key or push the button of the remote control, this action will trigger for a second time the normal pilot switch and initiate the count down of the normal shutdown delay.
  • a service switch S interposed between the service battery set 13 and the service circuit 10 is opened, so that the service battery set 13 is isolated from the service circuit.
  • the normal shutdown delay In order to enable a good cooling of the driving battery set 8, of the driving converter and/or of the engine even if the vehicle is stopped, the normal shutdown delay lasts preferably more than ten minutes and for example of 20 minutes during which the cooling ventilators may work.
  • the ECU will initiate the driving shutdown sequence as previously explained but will implement a fast shutdown delay counted down from the triggering of the switching interface through the fast pilot switch.
  • the fast shutdown delay is quite shorter than the normal shutdown delay and for example, shorter than 5 seconds or preferably inferior or equal to 2 seconds. It should be noted that either for the normal shutdown or the fast shutdown, the opening of the service switch occurs at the end of the shutdown delay whether or not the driving loads shutdowns sequence is finished.
  • the driving loads shutdown sequence is either directly conducted by the electronic control unit ECU of the master switching unit M or initiated by only sending a shutdown order to the vehicle control unit 17.
  • the ECU is connected to the vehicle control unit 17 which will conduct the driving loads shutdown sequence directly or by giving appropriate orders to slave control units.
  • the vehicle 1 further comprises a direct circuit dc connected to the service battery upstream of the service switch S and connected to the various electronic control units of the vehicle, such as the electronic control unit ECU of the main switching unit M and the vehicle control unit 17.
  • the hybrid vehicle comprises no other electric loads than the driving system and driving or travel accessories dedicated to the moving and security of the vehicle and the security and comfort of the drivers such as for example, electric power steering, road lights, air conditioning of the driving cab this list being neither comprehensive nor limitative.
  • the hybrid vehicle may also include heavy duty equipment and thus comprises an equipment circuit.
  • the equipment circuit 11 is adapted to provide electricity to at least a bodybuilder electrical equipment 20 in an autonomous manner and therefore comprises an equipment battery set 21 being constituted by at least one service battery and generally more than one equipment battery depending on the nominal voltage of the equipment battery set 21.
  • the equipment battery set is of a medium nominal voltage being for example in the range of 84 V to 810 V.
  • Each equipment battery is either a battery with a low or medium internal resistance optimized for efficient low or medium duration high current output or a battery optimized for deep cyclic uses.
  • the equipment battery set has a total energy capacity depending on the type of equipment implemented by the bodybuilder. All the batteries of the equipment battery set are preferably of a same type.
  • the hybrid vehicle 1 may comprise equipment battery set sensing means 22 adapted for providing a step of charge of the equipment battery set 21.
  • the equipment circuit 11 is connected to the driving circuit 7 through an equipment converter 23 which is adapted to step- down the voltage of the driving circuit 7 in order to provide electricity to the equipment circuit 11.
  • the equipment converter 23 may also be of step-up/step- down type in order to reciprocally derive energy from the equipment circuit 11 for charging the driving battery set 8 or powering the electric motor unit 5.
  • the hybrid vehicle 1 further comprises a body builder controller 25 which comprises electronic communication and control means and may also comprise a physical interface for the body builder to connect for example a equipment system control unit.
  • the body builder controller 25 controls the equipment converter 23 so as to provide energy to the equipment circuit 11.
  • the body builder controller 25 is connected to the two converters 15, 23 as well as to the equipment battery set sensing means 22.
  • the body builder controller 25 is also connected to the drive system control unit 17.
  • the connection between the body builder controller 5 and these various elements can be direct wire connection as shown, or implement a Controller Area Network (CAN) well-known by the man skilled in the art.
  • the equipment circuit 11 provides for example electricity to an electric motor 30 which drives a hydraulic pump 31.
  • the electronic control unit ECU initiates at first an equipment loads shutdown sequence during which the equipment loads, such the motor 30 and the converter 23, are stopped if not already stopped, and, after this sequence, initiates the driving loads shutdown sequence.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un véhicule hybride comprenant : un système d'entraînement à moteur électrique (5) qui est relié à un ensemble batterie d'entraînement (8) ; un circuit de service (10) délivrant de l'électricité au moins à une unité moteur (2) et comprenant un ensemble batterie de service (13) et un commutateur de service commandé électroniquement (S) entre l'ensemble batterie de service et le circuit de service (10) ; une unité de commutation maître (M) comprenant : une interface de commutation (S1) ; - une unité de commande électronique (ECU) apte à, après le déclenchement de l'interface de commutation (S1) : - démarrer une séquence de fermeture de charges d'entraînement durant laquelle les charges électriques (5) du circuit d'entraînement (7) sont arrêtées si elles ne le sont déjà pas, et - mettre en œuvre un retard de fermeture à la fin duquel le commutateur de service (S) est ouvert.
PCT/IB2008/055696 2008-12-29 2008-12-29 Véhicule hybride comprenant une unité de commutation maître Ceased WO2010076609A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IB2008/055696 WO2010076609A1 (fr) 2008-12-29 2008-12-29 Véhicule hybride comprenant une unité de commutation maître

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2008/055696 WO2010076609A1 (fr) 2008-12-29 2008-12-29 Véhicule hybride comprenant une unité de commutation maître

Publications (1)

Publication Number Publication Date
WO2010076609A1 true WO2010076609A1 (fr) 2010-07-08

Family

ID=41078025

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