FR3143509A1 - CONTROL OF THE OPERATION OF AUTOMATIC SAFETY FUNCTION(S) AND ORGAN STATE MANAGEMENT FUNCTION OF A GMP OF A LAND VEHICLE - Google Patents

Abstract

A control method is implemented in a land vehicle comprising a powertrain comprising components having at least two different states and providing an engine torque based on a torque setpoint, at least one automatic safety function acting on its dynamic behavior in emergency case by delivering a chosen setpoint, and a management function managing these states by means of a torque potential setpoint. This method comprises a step (10-20) in which, in the event of an emergency for an automatic safety function and a torque request from the driver, this automatic safety function is operated in parallel so that it delivers an appropriate instruction. to the emergency and the management function so that it delivers a torque potential reference based on this torque request from the driver. Figure 3.

Description

CONTROL OF THE OPERATION OF AUTOMATIC SAFETY FUNCTION(S) AND FUNCTION OF MANAGING THE STATES OF ORGANS OF A GMP OF A LAND VEHICLE Technical field of the invention

The invention relates to land vehicles comprising at least one automatic safety function capable of acting on their dynamic behavior automatically when their safety requires it, and more precisely the control within such vehicles of the coordination of the actions of at least one such automatic safety function and the actions of a function for managing coupling states of powertrain (or GMP) components.

State of the art

Some land vehicles, possibly of the automobile type, include:

- a GMP capable of providing engine torque, depending on a torque setting, to move them,

- at least one automatic safety function capable of acting on their dynamic behavior automatically, and

- a function for managing the coupling states of GMP organs.

For example, an automatic safety function might be an automatic emergency braking function or a lane control function.

The automatic emergency braking function is a driving assistance function capable of imposing a selected automatic emergency braking, defined by a braking instruction intended for the braking device of its vehicle, in the presence of a detected risk of collision involving this vehicle. It is sometimes designated by the English acronym AEB ("Automatic Emergency Braking") or AEBS ("Automatic Emergency Braking System"), and makes it possible to automatically brake the vehicle to prevent it from being involved in a collision or to at least reduce its impact speed during a collision. When a risk of collision is detected, the automatic emergency braking function issues a braking request for the braking device and a torque instruction is imposed on the GMP, so that it no longer provides torque. Thus the GMP no longer produces torque to the wheels and therefore does not oppose the mechanical braking carried out by the braking device at the request of the automatic emergency braking function.

The trajectory control function is a driving assistance function capable of automatically determining for the GMP of its vehicle a torque setpoint to ensure the grip and stability of this vehicle. For example, it can be of the ESP and/or ABS type (ESP: "Electronic Stability Program"), ABS: "Anti-Blocking System"). Generally, it delivers either a first minimum torque setpoint when it wants to prevent the wheels from spinning, or a second maximum torque setpoint when it wants to prevent the wheels from locking.

The management function is responsible for optimizing the behavior of the GMP by anticipatory management of the coupling states (for example coupled and uncoupled) of GMP components. This anticipatory management is ensured by the generation of a so-called "torque potential" instruction whose value depends on a torque request from the vehicle driver (function of the percentage of depression of the accelerator pedal). The objective is to preconfigure the GMP so that it can soon satisfy this torque request from the driver. Depending on the layout of the GMP, the management function will be able to manage the ignition or stopping of a thermal engine, the coupling or decoupling of a dog clutch, or the choice of a gearbox ratio, by means of a torque potential instruction.

As an illustrative (and non-limiting) example, currently, when a driving assistance function delivers a torque or braking instruction, the management function can deliver a torque potential instruction resulting from the application of predefined conditions relating to the use of this torque or braking instruction delivered by the driving assistance function. In other words, the torque potential instruction can depend on the torque or braking instruction delivered by the driving assistance function.

The current operating mode can cause problems, particularly in transient phases. This is the case, for example, when an automatic safety function ceases to act and the current configuration of the powertrain, resulting from the management of the coupling states imposed by the action of this automatic safety function, does not allow a torque request from the vehicle driver to be immediately satisfied (defined by the percentage of depression of the accelerator pedal). It will be understood that in this situation, for example, one part of the powertrain can be decoupled (for example the dog clutch) while the driver's torque request requires the coupling of this part.

The invention is therefore intended in particular to improve the situation.

Presentation of the invention

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

- a powertrain (or GMP) comprising components having at least two different states, and capable of providing engine torque, depending on a torque setting, to move the vehicle,

- at least one automatic safety function capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen instruction, and

- a management function specific to managing these states of the GMP organs by means of a torque potential instruction.

This control method is characterized by the fact that it comprises a step in which, in the event of an emergency concerning at least one automatic safety function and in the presence of a torque request from a driver of the vehicle, this automatic safety function is operated in parallel so that it delivers an instruction adapted to this emergency and the management function so that it delivers an instruction in torque potential depending on this torque request from the driver.

Thanks to the invention, the coordination of the (each) automatic safety function (concerned by the emergency) no longer intervenes on the management function (and therefore on the torque potential instruction that it has determined in an anticipatory manner due to the driver's torque request), which makes it possible to satisfy the driver's wishes as quickly as possible once the emergency is over.

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

- in its step, each automatic safety function can be chosen from an automatic emergency braking function and a trajectory control function;

- in the presence of the first option, in its step, the trajectory control function may be capable of preventing the vehicle from skidding and/or blocking of movement elements of the vehicle;

- in its stage, in the event of an emergency concerning an automatic safety function and in the presence of the driver's torque request, we can start by operating the management function so that it establishes an anticipatory pre-configuration of the powertrain components, then we can operate this automatic safety function.

The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a land vehicle comprising, firstly, a powertrain comprising members having at least two different states, and capable of providing an engine torque, depending on a torque setpoint, to move the vehicle, secondly, at least one automatic safety function capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen setpoint, and, thirdly, a management function capable of managing these states of the members by means of a torque potential setpoint, to control the respective operations of each automatic safety function and of the management function in the event of an emergency.

The invention also proposes a control device intended to equip a land vehicle comprising:

- a powertrain comprising components having at least two different states, and capable of providing engine torque, depending on a torque setting, to move the vehicle,

- at least one automatic safety function capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen instruction, and

- a management function specific to managing these organ states by means of a torque potential instruction.

This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, in the event of an emergency concerning at least one automatic safety function and in the presence of a torque request from a driver of the vehicle, in triggering parallel operation of this automatic safety function so that it delivers an instruction adapted to this emergency and of the management function so that it delivers an instruction in torque potential depending on this torque request from the driver.

The invention also provides a land vehicle, possibly of the automobile type, and comprising:

- a powertrain comprising components having at least two different states, and capable of providing engine torque, depending on a torque setting, to move the vehicle,

- at least one automatic safety function capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen instruction,

- a management function specific to managing these organ states by means of a torque potential instruction, and

- a control device of the type presented above.

Brief description of the figures

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

schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a GMP transmission chain with an electric motor and associated with a supervision computer, a braking device, a trajectory control device, an automatic emergency braking function, a function for managing coupling states of GMP components, and a control device according to the invention,

schematically and functionally illustrates an exemplary embodiment of a supervision calculator comprising an exemplary embodiment of a control device according to the invention, and

schematically illustrates an example of an algorithm implementing a control method according to the invention.

Detailed description of the invention

The invention aims in particular to propose a control method, and an associated DC control device, intended to allow control of the respective operations of at least one automatic safety function and a management function FG of coupling states of components of a powertrain (or GMP) of a land vehicle V.

In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. For example, it is a car, as illustrated in the . But the invention is not limited to this type of land vehicle. It relates in fact to any type of land vehicle comprising a GMP transmission chain, a braking device, at least one automatic safety function and a function for managing coupling states of GMP components. Thus, it relates in particular to utility vehicles, campers, minibuses, coaches, trucks, motorcycles, road vehicles, construction site vehicles, agricultural vehicles, leisure vehicles (snowmobiles, karts), and tracked vehicles.

Furthermore, it is considered in the following, as a non-limiting example, that the (land) vehicle V comprises a GMP transmission chain of the all-electric type (and therefore whose drive is provided exclusively by at least one electric motor MME). But the GMP could be purely thermal or of the hybrid type (thermal and electric).

We have schematically represented on the a vehicle V comprising an electric GMP transmission chain (and therefore an electric motor MME), a supervision calculator CS, an on-board network RB, a service battery BS, a main (or traction) battery BP, a converter CV, a brake pedal PF associated with a braking device DF, an accelerator pedal PA, a trajectory control device DCT, an automatic emergency braking function FF, a management function FG of coupling states of GMP components, and a control device DC according to the invention.

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

The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition, here, to that supplied by the CV converter powered by the main battery BP, and sometimes instead, here, of this CV converter. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the (current) converter CV. It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

The transmission chain has a GMP which is, here, purely electric and therefore which includes, in particular, an electric motor machine MME, a motor shaft AM, and a transmission shaft AT. Here, the term “electric motor machine” means an electric machine arranged so as to provide a motor torque, defined by a torque setpoint, to move the vehicle V when it is supplied with electrical energy (here) by the main battery BP, as well as possibly to recover torque, for example in a regenerative braking phase.

The operation of the transmission chain (and therefore of the GMP) is supervised by the CS supervision calculator.

The electric motor MME (here an electric motor) is coupled to the main (or traction) battery BP, in order to be supplied with electrical energy and to supply this main battery BP with (electric) recharging (or recuperative) current during a regenerative braking phase.

Furthermore, this electric motor MME is coupled to the motor shaft AM, to provide it with the motor torque by rotational drive. This motor shaft AM is here coupled to a reducer RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential DV. It will be noted that the first train T1 is here located in the front part PVV of the vehicle V. But in a variant this first train T1 could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

It will be understood that the electric motor MME and the reducer RD are components of the powertrain that can each take at least two different states (such as, for example and without limitation, a coupled state and a decoupled state). Here, the term “decoupled state of the electric motor MME” means that the latter (MME) is not supplied with electrical energy from the main battery BP, and the term “coupled state of the electric motor MME” means that the latter (MME) is supplied with electrical energy from the main battery BP to produce engine torque or else supplies recovered electrical energy to the main battery BP. Furthermore, the term “decoupled state of the reducer RD” means that the latter (RD) is not coupled to the transmission shaft AT, and the term “coupled state of the reducer RD” means that the latter (RD) is coupled to the transmission shaft AT, in particular to transmit the engine torque produced by the electric motor MME.

The operation of the electric motor machine MME is controlled by a machine computer CM, and supervised by the supervision computer CS. This machine computer CM receives in particular from the supervision computer CS each torque instruction determined, either by it (according to a torque request ddc emanating from the driver of the vehicle V (here by means of the accelerator pedal PA)), or by an automatic safety function described later.

It should be noted that this torque request ddc can be either a raw torque determined according to the percentage of depression of the accelerator pedal PA (representative of the driver's torque desire), or a filtered torque resulting from a chosen filtering of the aforementioned raw torque. This chosen filtering can, for example, be that which the person skilled in the art calls the "preventive approval filter", which makes it possible to filter the driver's desire to pass the games and avoid the choices linked to the elasticity of the transmissions.

The CV converter is also responsible, here, during the driving phases of the vehicle V, for converting part of the electric current stored in the main battery BP to supply the on-board network RB and the service battery BS (to recharge it) with converted electric current.

It should be noted, as illustrated without limitation on the , that the CV converter can be part of a CH charger also including a recharge calculator (not illustrated) responsible, at least, for controlling the recharges of the main BP battery.

The main (or traction) battery BP may, for example, comprise electrical energy storage cells, possibly electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type). Also for example, the main battery BP may be of the low voltage type (typically 450 V for illustration purposes). But it could be of the medium voltage or high voltage type.

It should also be noted that in the example illustrated without limitation on the the vehicle V also includes a distribution box BD to which the service battery BS, the converter CV and the on-board network RB are coupled. This distribution box BD is responsible for distributing in the on-board network RB the electrical energy stored in the service battery BS or produced by the converter CV, for the supply of the electrical components (or equipment) coupled to the on-board network RB according to power supply requests received (in particular from the CS supervision calculator of the GMP).

The DF braking device is here coupled to the wheels of the T1 and T2 trains. It is responsible for braking the vehicle V when the regenerative braking function is not activated, or in addition to the latter function (when it is not sufficient alone to ensure the entire braking). The operation of this DF braking device is controlled by a CF braking computer.

As indicated above, the vehicle V also provides at least one automatic safety function (driving assistance) which is capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen instruction.

For example, each automatic safety function can be chosen from an automatic emergency braking function FF and a trajectory control function.

The automatic emergency braking function FF is capable of imposing a selected automatic emergency braking, defined by a braking instruction, by the braking device DF, in the presence of a detected risk of collision involving the vehicle V.

This automatic emergency braking function FF may be the one designated by the English acronym AEB (Automatic Emergency Braking) or AEBS (“Automatic Emergency Braking System”), which allows the vehicle V to be braked automatically to prevent it from being involved in a collision or to at least reduce its impact speed in the event of a collision.

In the example illustrated without limitation on the the automatic emergency braking function FF is part of the brake control unit CF. But this is not mandatory. Indeed, the automatic emergency braking function FF could be provided by a dedicated control unit, or could be part of another control unit embedded in the vehicle V and providing at least one other function, for example.

The (each) trajectory control function may be capable of preventing the vehicle V from skidding and/or blocking of movement elements of the vehicle V (here the wheels), by means of a torque instruction intended for the machine calculator CM.

For example, and as illustrated without limitation on the , the vehicle V may comprise a DCT trajectory control device providing the (each) trajectory control function. For example, this DCT trajectory control device may be of the ESP and/or ABS type (ESP: “Electronic Stability Program”), ABS: “Anti-Blocking System”). As illustrated, this DCT trajectory control device may comprise a CC control calculator which is in particular responsible for controlling the regenerative braking function.

The FG management function is capable of managing the coupling states of the aforementioned GMP components (here MME and RD) by means of a torque potential setpoint cpc. This makes it possible to optimize the behavior of the GMP by anticipatory management of the coupling states of these components (and therefore by pre-configuring them). The value of this torque potential setpoint cpc depends on the torque request ddc (from the driver of vehicle V).

It should be noted that in the example illustrated without limitation on the , the FG management function is provided by a dedicated CG management computer. But this is not mandatory. Indeed, the FG management function could be provided by another computer embedded in the vehicle V and providing at least one other function, such as the CS supervision computer.

As mentioned above, the invention proposes in particular a control method intended to enable the control of the respective operations of the (each) automatic safety function and the FG management function of coupling states of components of the powertrain (or GMP) of the vehicle V.

This (control) method can be implemented at least partially by the DC control device (illustrated at least partially in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP), and at least one memory MD. This DC control device can therefore be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). For example, it can be a microcontroller.

The MD memory is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of performing at least one electrical or electronic operation.

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

As illustrated without limitation on the , the (control) method, according to the invention, comprises a step 10-20 which is implemented when two conditions are met, namely an emergency concerning at least one automatic safety function and a request for torque ddc emanating from the driver.

Step 10-20 of the method includes a sub-step 10 in which one (the DC control device) is informed of the presence of the two aforementioned conditions (emergency and torque request ddc).

Step 10-20 of the method then comprises a sub-step 20 in which the control device DC triggers an operation in parallel with the automatic safety function (concerned by the emergency) so that it delivers an instruction adapted to this emergency and the management function FG so that it delivers an instruction in torque potential cpc which is a function of the torque demand of the driver ddc.

In other words, from now on, the coordination of the (each) automatic safety function (concerned by the emergency) no longer intervenes on the FG management function (and therefore on the torque potential setpoint cpc (determined in an anticipatory manner due to the driver's torque request ddc)). Consequently, the automatic safety function involved can act normally, and in parallel the FG management function can impose a pre-configuration of the GMP which will allow the driver's wishes (defined by the torque request ddc) to be satisfied as quickly as possible once the emergency is over.

For example, if the vehicle V includes an automatic emergency braking function FF which must act (following the detection of a risk of collision involving the vehicle V), collision avoidance or reduction of impact speed during the collision will be able to be carried out, and the GMP will be preconfigured to satisfy the torque demand ddc once the emergency is over.

Also as an example, if the vehicle V includes a trajectory control function (here provided by the trajectory control device DCT) which must prevent a slippage (or a blocking) of the wheels, this slippage (or this blocking) will be able to be prevented, and the GMP will be preconfigured to satisfy the torque demand ddc once the emergency is over.

It should be noted that in the event of an emergency concerning an automatic safety function but in the absence of a ddc torque request in sub-step 10 of step 10-20, the FG management function does not intervene because there is no need for anticipatory pre-configuration of the GMP. As a result, the process ends immediately.

It should also be noted that it is preferable that in sub-step 20, when the two aforementioned conditions are met, the FG management function begins by carrying out (or establishing) the anticipatory pre-configuration of the GMP, then that the automatic security function (concerned by the emergency) acts.

It should also be noted, as illustrated without limitation on the , that the CS supervision calculator (or the DC control device calculator) may also comprise a mass memory MM1, in particular for storing each torque request (possibly filtered) ddc, as well as any intermediate data involved in all its calculations and processing. Furthermore, this CS supervision calculator (or the DC control device calculator) may also comprise an input interface IE for receiving at least each torque request (possibly filtered) ddc and each emergency message representing a detected risk of collision or of skidding (here of wheels) or of blocking (here of wheels) to use them in calculations or processing, possibly after having formatted and/or demodulated and/or amplified them, in a manner known per se, by means of a PR2 digital signal processor. In addition, this CS supervision calculator (or the DC control device calculator) can also include an IS output interface, in particular to deliver a message containing an operating order in parallel with the automatic safety function(s) and FG management function.

It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control in the vehicle V the respective operations of each automatic safety function and of the management function FG in the event of an emergency.

Claims (8)

Control method for a land vehicle (V) comprising i) a powertrain comprising members having at least two different states, and capable of providing an engine torque, depending on a torque setpoint, to move said vehicle (V), ii) at least one automatic safety function capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen setpoint, and iii) a management function capable of managing said states of the members by means of a torque potential setpoint, characterized in that it comprises a step (10-20) in which, in the event of an emergency concerning at least one automatic safety function and in the presence of a torque request from a driver of said vehicle (V), this automatic safety function is operated in parallel so that it delivers a setpoint adapted to said emergency and said management function so that it delivers a torque potential setpoint depending on said torque request from the driver. Method according to claim 1, characterized in that in said step (10-20) each automatic safety function is chosen from an automatic emergency braking function and a trajectory control function. Method according to claim 2, characterized in that in said step (10-20) said trajectory control function is capable of preventing said vehicle (V) from skidding and/or blocking of movement elements of said vehicle (V). Method according to one of claims 1 to 3, characterized in that in said step (10-20), in the event of an emergency concerning an automatic safety function and in the presence of said torque request from the driver, said management function is first operated so that it establishes an anticipatory pre-configuration of said powertrain components, then said automatic safety function is operated. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 4, in a land vehicle (V) comprising i) a powertrain comprising members having at least two different states, and capable of providing an engine torque, depending on a torque setpoint, to move said vehicle (V), ii) at least one automatic safety function capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen setpoint, and iii) a management function capable of managing said states of the members by means of a torque potential setpoint, to control the respective operations of each automatic safety function and of said management function in the event of an emergency. Control device (DC) for a land vehicle (V) comprising i) a powertrain comprising members having at least two different states, and capable of providing an engine torque, depending on a torque setpoint, to move said vehicle (V), ii) at least one automatic safety function capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen setpoint, and iii) a management function capable of managing said states of the members by means of a torque potential setpoint, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, in the event of an emergency concerning at least one automatic safety function and in the presence of a torque request from a driver of said vehicle (V), in triggering parallel operation of this automatic safety function so that it delivers a setpoint adapted to said emergency and of said management function so that it delivers a torque potential setpoint depending on said torque request from the driver. Land vehicle (V) comprising i) a powertrain comprising components having at least two different states, and capable of providing an engine torque, depending on a torque setpoint, to move said vehicle (V), ii) at least one automatic safety function capable of acting on its dynamic behavior in the event of an emergency by delivering a chosen setpoint, and iii) a management function capable of managing said component states by means of a torque potential setpoint, characterized in that it further comprises a control device (DC) according to claim 6. Land vehicle according to claim 7, characterized in that it is of the automobile type.