EP2799699A1 - Regelverfahren für einen Antriebstrang während einer Übergangsphase des Motorspiels - Google Patents

Regelverfahren für einen Antriebstrang während einer Übergangsphase des Motorspiels Download PDF

Info

Publication number: EP2799699A1
Authority: EP; European Patent Office
Prior art keywords: threshold; torque; state; engine; control method
Prior art date: 2013-04-29
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.): Granted

Application number

EP20140161304

Other languages

English (en)

French (fr)

Other versions

EP2799699B1 (de

Inventor

Mathieu THOMAS

Juliette CHARLES

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.)

PSA Automobiles SA

Original Assignee

Peugeot Citroen Automobiles SA

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.)

2013-04-29

Filing date

2014-03-24

Publication date

2014-11-05

2014-03-24 Application filed by Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA

2014-11-05 Publication of EP2799699A1 publication Critical patent/EP2799699A1/de

2016-12-14 Application granted granted Critical

2016-12-14 Publication of EP2799699B1 publication Critical patent/EP2799699B1/de

Status Active legal-status Critical Current

2034-03-24 Anticipated expiration legal-status Critical

Images

Classifications

- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration

Definitions

the present invention relates to a method for controlling a powertrain of a vehicle during a motor grooming phase.
the invention belongs to the field of vehicles comprising a powertrain comprising a heat engine and a transmission disposed between this engine and the wheels of the vehicle.
Such vehicles are equipped with a computer to automatically adapt the operating point of each of the powertrain members, in particular the torque that is provided by the heat engine, in order to comply with a directive from the driver.
the operation of a power train with a combustion engine may be disturbed by engine play. This is a phenomenon of torsion of the transmission between the engine and the wheels that occurs between the moment the engine lands on its holds and the moment when the engine has tilted and drives the wheels of the vehicle.
the phase of crossing of the engine games is defined as the range of torque for which neither the engine nor the wheel trains each other.
a preventive approval function of the powertrain control system applies a filtering treatment of the torque setpoint resulting from the driver's request.
This preventive approval function comprises a state called in the rest of the "traversed state of the engine games", to apply a particular torque setpoint during the crossing phase of the engine games.
This preventive approval function allows to cross these games by avoiding strong jerks of the powertrain.
the figure 1 illustrated by graphs, the evolution as a function of time expressed in seconds (s), of torque values expressed in Newton-meter (Nm) on the top graph and a Pacc instruction set expressed in percent (%) on the bottom graph.
the state crossed the games The engine of a preventive approval function is determined by comparing a preventive pair Cp with a first threshold S1 and a second threshold S2.
the preventive torque Cp is calculated from a setpoint torque Cc dependent on a driver setpoint Pacc such as the position of an accelerator pedal or an acceleration lever of this vehicle.
the preventive approval function is in the traversed state of the engine games.
the first and second thresholds S1 and S2 are in particular defined as a function of the driver set point Pacc.
the second threshold S2 can be defined with a value of 10 Nm for a driver instruction corresponding to a depression of 10% of the accelerator pedal, and with a value of 40 Nm for a depression of 50% of this pedal.
the intermediate values of the second threshold S2 are determined by continuously interpolating a map of a computer according to the position of the accelerator pedal.
the driving setpoint Pacc increases to a first stabilized value and the setpoint torque Cc, the preventive pair Cp, and the first and second thresholds S1 and S2 change accordingly.
the preventive pair Cp is between the first threshold S1 and the second threshold S2, the preventive approval function is in the traversed state of the engine games.
the driver setpoint Pacc increases again to a second stabilized value and the setpoint torque Cc, the preventive torque Cp, as well as the first and second thresholds S1 and S2 also increase.
the preventive pair Cp is again between the first threshold S1 and the second threshold S2.
the preventive approval function is therefore again in the crossed state of the engine games.
the preventive approval function thus again filters the setpoint torque Cc between instants t4 and t5 while the engine sets have already been physically crossed between times t1 and t2.
This method therefore has the disadvantage of causing a new condition traversed motor games, unnecessary, the preventive approval function that causes in many vehicle life situations a limitation (or loss) acceleration of the vehicle, also called hole to acceleration.
the object of the invention is to overcome the drawbacks of the prior art by modifying, after the phase of traversing the motor games, the calculation method of the first and second thresholds.
the invention makes it possible to reduce the value of the first or the second threshold, which makes it possible to avoid activating, when this is not necessary, a new traversed state of the engine games of the preventive approval function.
the evolution gradient of the preventive torque is lower in the traversed state of the games of the calculation step mentioned above than outside this state.
the setpoint torque depends on a conductive setpoint and the dynamic threshold is defined by a mapping whose input is this conductive setpoint.
the dynamic threshold is defined by a map whose entry is an activation state of a sport mode of the vehicle.
the physical threshold and / or the dynamic threshold are defined by a map whose input is the speed of the heat engine.
the physical threshold and / or the dynamic threshold are defined by a map whose input is the gear ratio of a transmission of the powertrain of this vehicle.
the driver setpoint is a position of a pedal or a vehicle acceleration lever.
the engine runs on gasoline or diesel.
the present invention also proposes a remarkable vehicle in that it comprises means adapted to implement steps of a control method of a powertrain as succinctly described above.
the invention applies to a powertrain of a vehicle comprising a heat engine running on gasoline or diesel fuel (also commonly called diesel) and a transmission disposed between the engine and the vehicle wheels.
a heat engine running on gasoline or diesel fuel (also commonly called diesel) and a transmission disposed between the engine and the vehicle wheels.
the transmission may notably be a gearbox of the type manual gearbox (BVM), automated gearbox (BVA), manual gearbox (BVMP) or gearbox Double Clutch (English “Double Clutch Transmission” or DCT).
BVM manual gearbox
BVA automated gearbox
BVMP manual gearbox
DCT gearbox Double Clutch
a computer of this vehicle makes it possible to automatically adapt the operating point of each of the powertrain members, in particular the torque supplied by the heat engine, in order to respect the driver's instruction.
the figure 2 illustrates the steps of a control method 100 for calculating the target torque of the engine of this powertrain according to the invention.
a second step 20 is a preventive approval function for calculating a specified torque reference Ci.
the setpoint torque Cc is first filtered to provide a preventive torque Cp to cross the motor games by limiting jolts and to respect a predefined typing more or less dynamic vehicle.
the preventive torque Cp is then converted into a given torque setpoint Ci taking into account a couple of losses of the engine.
the loss torque Cpm of the engine generally takes into account the internal mechanical friction of the engine as well as those of accessories, such as an alternator, linked to the engine.
an optional healing approval function monitors the evolution of the engine speed.
This curative amenity function can for example calculate, when the engine speed is oscillating, a correction torque Ccor, in opposition to this oscillation phase.
the figure 3 illustrated by graphs, the evolution as a function of time expressed in seconds (s), of torque values expressed in Newton-meter (Nm) on the top graph and a Pacc instruction set expressed in percent (%) on the bottom graph.
the evolution gradient of the preventive pair Cp is smaller compared to that observed when this pair is outside the range defined by the thresholds S1 and S2. .
a state machine of the control method 100 for example in step 10 or step 20, provides information on the status of the preventive authorization function of the second step 20.
the preventive approval function is in the pending state of an acceleration 210.
the preventive approval function goes to the state before engine games 220.
the transition from the state before engine games 220 to the traversed state of the engine sets 230 occurs when the preventive torque Cp is between the first and second thresholds S1 and S2.
preventive approval function When the preventive approval function is in the traversed state of the engine sets 230, if the preventive torque Cp is greater than the second threshold S2, the function then goes into the state after the engine games 240.
the figure 5 represents a state machine of a calculation function of the first or second threshold S1 or S2.
the first or second threshold S1 or S2 is calculated in a state 310 and is equal to the sum of a physical threshold Sp and a dynamic threshold Sd.
this first or second threshold S1 or S2 is calculated in a state 320 and is equal only to the physical threshold Sp, as long as the setpoint torque Cc is greater than a threshold of Setpoint torque threshold_Cc predefined, generally between -10Nm and 0Nm.
the first or second threshold S1 or S2 is again calculated in step 310 and is equal to the sum of the physical threshold Sp and the threshold dynamic Sd, as long as the state traversed games 230 is not crossed again.
the physical threshold Sp can for example be defined as a function of the Nmot regime of the heat engine and / or the gear ratio Rbv of the transmission.
the dynamic threshold Sd depends on the driver setpoint Pacc.
the dynamic threshold Sd can also be defined as a function of the engine speed Nmot and / or of the transmission ratio Rbv of the transmission and / or the activation status of a sport mode of the vehicle.
Such an activation state of a sport mode on a vehicle is known and may for example correspond to a state of depression of a push button on the vehicle, to the particular position of a wheel or to any other interface allowing the driver to indicate his willingness to have a more dynamic vehicle (for example by means of shorter filtering times or faster changes in gear ratios).
a map can for example be used to determine the physical threshold Sp and the dynamic threshold Sd.
the first threshold S1 can then be equal, either only to the physical threshold Sp, or to the sum of the physical threshold Sp and the dynamic threshold Sd, the second threshold S2 being defined with respect to the first threshold S1 by means of an offset (in predefined English "offset").
an offset in predefined English "offset"
This offset value is variable according to the heat engines. By way of nonlimiting example, it is possible to choose an offset value of between 1 and 10 Newton-meter (Nm).
the preventive approval function is in the pending state of an acceleration 210 until time t0.
the first or the second threshold S1 or S2 is then defined as the sum of the physical threshold Sp and the dynamic threshold Sd.
the dynamic threshold Sd is dependent on the driver set point Pacc, the first and second thresholds S1 and S2 increase.
the preventive pair Cp becomes greater than the first threshold S1.
the preventive approval function is then in the traversed state of the engine sets 230 until time t2 for which the preventive torque Cp becomes greater than the second threshold S2.
the traversed state of the sets 230 has already been crossed, the first or second threshold S1 or S2 is therefore equal only to the physical threshold Sp, considering that the setpoint torque Cc is greater than the setpoint torque threshold.
threshold_Cc predefined.
the value of the physical threshold Sp is generally defined in a range of values between -5 Nm and 5 Nm.
the value of the thresholds S1 and S2 is therefore greatly reduced from the instant t2.
the preventive pair Cp is therefore greater than the thresholds S1 and S2.
the preventive approval function therefore remains in the state before the engine games 220 and no additional filtering for the passage of the engine games is applied for the calculation of the preventive torque Cp.
the driver Pacc setpoint When subsequently (situation not shown on the figure 3 ) the driver Pacc setpoint will be reduced and will become lower than the threshold threshold driver_pacc threshold, the calculation of the first or the second threshold S1 or S2 will again be equal to the sum of the physical threshold Sp and the dynamic threshold Sd.
the implementation of the method according to the invention makes it possible to avoid activating, when this is not necessary, a new traversed state of the engine games 230 of the preventive approval function, which reduces the holes to acceleration.

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Engineering & Computer Science (AREA)
Chemical & Material Sciences (AREA)
Combustion & Propulsion (AREA)
Mechanical Engineering (AREA)
General Engineering & Computer Science (AREA)
Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Combined Controls Of Internal Combustion Engines (AREA)

EP14161304.2A 2013-04-29 2014-03-24 Regelverfahren für einen Antriebstrang während einer Übergangsphase des Motorspiels Active EP2799699B1 (de)

Applications Claiming Priority (1)

Application Number	Priority Date	Filing Date	Title
FR1353916A FR3005115B1 (fr)	2013-04-29	2013-04-29	Procede de commande d'un groupe motopropulseur d'un vehicule pendant une phase de traversee de jeux moteur

Publications (2)

Publication Number	Publication Date
EP2799699A1 true EP2799699A1 (de)	2014-11-05
EP2799699B1 EP2799699B1 (de)	2016-12-14

Family

ID=48746009

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP14161304.2A Active EP2799699B1 (de)	2013-04-29	2014-03-24	Regelverfahren für einen Antriebstrang während einer Übergangsphase des Motorspiels

Country Status (2)

Country	Link
EP (1)	EP2799699B1 (de)
FR (1)	FR3005115B1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
WO2016177950A1 (fr) *	2015-05-04	2016-11-10	Peugeot Citroen Automobiles Sa	Procede de gestion des pentes de l'agrement preventif en deceleration

Citations (5)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE10119724A1 (de) *	2001-04-21	2003-02-20	Daimler Chrysler Ag	Vorrichtung zur Verhinderung von Lastschlägen in Antriebsstrang von Kraftfahrzeugen
DE102004021149A1 (de) *	2004-04-29	2005-11-17	Siemens Ag	Verfahren zum Verhindern abrupter Drehmomentänderungen beim Übergang zwischen Schub- und Zugbetrieb
DE102006013676A1 (de) *	2006-03-24	2007-09-27	Bayerische Motoren Werke Ag	Kraftfahrzeug mit elektronischer Fahrerwunschvorgabeeinrichtung
FR2899282A1 (fr)	2006-04-04	2007-10-05	Peugeot Citroen Automobiles Sa	Systeme de controle de fonctionnement d'un groupe moto- propulseur de vehicule automobile pour l'attenuation de perturbations lors du passage de jeu d'une transmission du vehicule.
DE102008042783A1 (de) *	2008-10-13	2010-04-15	Robert Bosch Gmbh	Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit

2013
- 2013-04-29 FR FR1353916A patent/FR3005115B1/fr not_active Expired - Fee Related
2014
- 2014-03-24 EP EP14161304.2A patent/EP2799699B1/de active Active

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE10119724A1 (de) *	2001-04-21	2003-02-20	Daimler Chrysler Ag	Vorrichtung zur Verhinderung von Lastschlägen in Antriebsstrang von Kraftfahrzeugen
DE102004021149A1 (de) *	2004-04-29	2005-11-17	Siemens Ag	Verfahren zum Verhindern abrupter Drehmomentänderungen beim Übergang zwischen Schub- und Zugbetrieb
DE102006013676A1 (de) *	2006-03-24	2007-09-27	Bayerische Motoren Werke Ag	Kraftfahrzeug mit elektronischer Fahrerwunschvorgabeeinrichtung
FR2899282A1 (fr)	2006-04-04	2007-10-05	Peugeot Citroen Automobiles Sa	Systeme de controle de fonctionnement d'un groupe moto- propulseur de vehicule automobile pour l'attenuation de perturbations lors du passage de jeu d'une transmission du vehicule.
DE102008042783A1 (de) *	2008-10-13	2010-04-15	Robert Bosch Gmbh	Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
WO2016177950A1 (fr) *	2015-05-04	2016-11-10	Peugeot Citroen Automobiles Sa	Procede de gestion des pentes de l'agrement preventif en deceleration
FR3035843A1 (fr) *	2015-05-04	2016-11-11	Peugeot Citroen Automobiles Sa	Procede de gestion des pentes de l’agrement preventif en deceleration
CN107580575A (zh) *	2015-05-04	2018-01-12	标致雪铁龙汽车股份有限公司	在减速期间预防性舒适度的斜线的管理方法

Also Published As

Publication number	Publication date
FR3005115B1 (fr)	2015-05-01
EP2799699B1 (de)	2016-12-14
FR3005115A1 (fr)	2014-10-31

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