• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method for managing the motor vehicle internal combustion engine steering assistance (13) comprising: - an automatic engine stop / restart system, - an electric or electrohydraulic steering assistance system (12), characterized in that the method allows during an automatic engine stop phase of an automatic stop / restart sequence a steering assist level of less than a saturation value (A) which is less than a nominal value of steering assistance, said level being adapted to be retained during the automatic restart phase of the engine.
    公开号:FR3023529A1
    申请号:FR1456605
    申请日:2014-07-09
    公开日:2016-01-15
    发明作者:Aurelie Jeannin
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD OF THE INVENTION The present invention relates to a system for reducing the jolts generated on the steering column at the restart of an internal combustion engine. of a motor vehicle equipped with electric or electrohydraulic steering assistance and an automatic engine stop / start system. The invention more particularly relates to a steering assistance strategy 10 for the automatic starting phases of the internal combustion engine following an automatic stop of an automatic stop / start sequence of said engine. The invention also relates to motor vehicles equipped with internal combustion engine and engine stop / start systems. State of the art In order to reduce automobile pollution and gas emissions from internal combustion or thermal engines of motor vehicles, consumption optimization systems are implemented in said vehicles. One of the most well-known and effective systems is a system 20 for automatic shutdown / restart of the engine during a temporary immobilization of the vehicle, at a red light, for example. Thus when a vehicle is close to a stop phase and its speed decreases to become less than a defined threshold, of the order of ten km / h, the automatic stop / restart system or " stop-and-start "in English automatically stops the operation of the engine. Then, on a driver request such as pressing an accelerator pedal or clutch, the engine restarts automatically without solicitation of a key or a contact button. Said automatic restart of the internal combustion engine is performed using a starter that makes a current call from a power source comprising a battery. In the rest of the text, the term "automatic stop" or "automatic restart" of the engine means a stop / start sequence of the motor controlled by the automatic stop / restart system or "stopand-start" in English. The term "on-board network" also refers to the power supply of the cable network of the motor vehicle. During the automatic stopping phase, certain functions of the comfort or safety vehicle 10 are or may be maintained such as air conditioning or steering assistance. However, said steering assistance is provided by an electric motor that shares the same power source as the starter. The operation of said electric motor and thus the steering assistance 15 can then be affected by the operation of the starter during the automatic restart of the engine. Indeed, during the current draw by the starter, it follows a voltage drop seen by the onboard network, which consequently affects the power steering motor, particularly on the operating points with strong needs for assistance. According to FIG. 3, the steering assistance torque 40 necessary varies according to the steering wheel angle 41. The steering assistance need is greater for the steering wheel positions close to the stops B-, B +. This phenomenon of lack / decrease in steering assistance related to engine starting also occurs at the initial start of the engine. However, during an initial start, when the driver turns the ignition key or presses the start button, no steering assistance being provided before when the engine is stopped, the driver then feels no hardening sequence of said steering column. Indeed, the effort to turn the steering wheel is first high without the assistance of steering, and then decreases when the engine is started with the availability of steering assistance. This is different for automatic restarts resulting from automatic engine shutdowns. In the case where the steering assistance is retained during the automatic stopping phase of the engine, the driver is likely to have a negative feeling of two natures: - a hardening of the steering column during the restart phase automatic, - a jerk flying during automatic restart. Indeed, when starting the engine, the steering system is adapted to put the wheels straight, that is to say in alignment with the body of the vehicle. If said wheels are steered when the engine is stopped, this phase of putting these wheels back online may result in a substantially violent jerk. One solution for minimizing the feeling of hardening of the steering column is a decrease in assistance during the automatic engine stop phase. Publication JP-A1 2010173417 thus discloses a decrease in steering assistance during the automatic stopping phases by applying a gain coefficient to the steering assistance. A disadvantage is that the gain is constant and applies regardless of the steering conditions of the steering wheel at a standstill and the environment of the vehicle. The feeling of jerk flying during the restart of the engine is certainly lower but the decrease in feeling is not optimal. Indeed, several parameters must be taken into account for the reduction of the steering assistance during an automatic engine stop including, in particular, the steering angle of the wheels which is a first-order parameter for the definition of the level. optimal assistance. Other parameters concerning the environment of the vehicle are also to be taken into account.
    [0002] BRIEF SUMMARY OF THE INVENTION An object of the invention is to overcome these drawbacks and the object of the invention is a strategy of decreasing the steering assistance during an automatic engine stop phase in a sequence of automatic shutdown / restart of said engine. The subject of the invention is more particularly characterized by a method for managing the assistance of a motor vehicle internal combustion engine steering system comprising: an automatic engine stop / restart system; an assistance system; electric or electrohydraulic steering gear comprising a control unit, characterized in that the method allows during an automatic engine stop phase of an automatic stop / restart sequence a steering assist level of less than a saturation value which is less than a nominal value of assistance, said level being adapted to be retained during the automatic restart phase of the engine. The nominal value of the steering assistance means the assistance value that the steering assistance must provide according to the speeds of the vehicle with, for example, a largely sufficient electric power.
    [0003] Advantageously, the steering assistance is reduced during the engine stopping phase preceding an automatic restart of the engine. On the one hand, the steering assistance is preserved so as not to disturb the driver during said automatic stopping phase. On the other hand, the level of assistance during said phase of automatic shutdown of the motor, lower than a saturation value which is itself lower than a nominal value allows a lower incidence of a voltage drop of the network during the automatic restart. The conservation of a level of steering assistance during the stopping phase of the engine thus reduces jerking during the automatic restart of the engine, especially when the steering wheel angle is different from 0 and the saturation level allows to ensure the continuity of the level of assistance during the start-up phase, despite the voltage drop of the on-board system. According to other characteristics of the invention: the saturation value is determined iteratively during the automatic stopping phase of said motor preceding an automatic restart. Advantageously, the saturation value is determined iteratively throughout the automatic stopping phase of the motor in order to take into account the variations of the parameters affecting the level of steering assistance, in order to obtain a value of optimal steering assistance when automatically restarting the engine. A calculation model for determining the saturation value of the steering assist torque is developed depending on the vehicle model and its technical characteristics as well as its accessories including the battery. Said calculation model is validated during a prior validation and measurement campaign. The calculation model is then stored in a memory of a computing unit of said vehicle - the method allows the steering assistance level lower than the assistance saturation value below a vehicle speed threshold. Advantageously, the steering assistance level is kept below the saturation value when the vehicle speed is below a speed threshold. The steering assistance level remains below a saturation value determined during the automatic engine stop phase until a vehicle speed threshold is reached so as not to disturb the driver. Indeed, even when the engine is stopped, the vehicle can move and acquire a certain speed, especially when it is on a downward slope. Beyond said speed threshold, the steering assistance level then follows the recommended values of steering assistance according to various parameters including the speed of the vehicle. - The steering assist saturation value is determined according to the driving angle. Advantageously, the saturation value is determined according to the steering wheel angle. Indeed, the level of steering assistance needed is very important when the steering wheel is turned towards its stops and the return of wheels after automatic restart can be accompanied by violent jolts. - the saturation value decreases when the steering wheel is turned towards the stops. the saturation value decreases when the steering wheel is turned towards the stops beyond a flying angle threshold. Advantageously, the saturation value decreases when the steering wheel is turned towards the stops, beyond an angle threshold of the steering wheel and the level of steering assistance lower than said saturation value decreases accordingly, the driver then feels a heaviness of the steering from said steering angle threshold and will therefore less incentive to turn the steering wheel to the stops during the stopping phase of the engine. Thus, the steering assistance required during the automatic restart will be less and will be little or not affected by the network voltage drop. The driver will not feel discomfort or jolts during the automatic shutdown and restart phases of the automatic stop / start system. the saturation value is determined according to the temperature of the vehicle. Advantageously, the saturation value of the steering assistance is determined according to the temperature of the vehicle, said temperature is an important factor of the voltage available from the power system comprising a battery. The available voltage directly affects the saturation value of the steering assistance. determination of the saturation value is carried out according to various parameters included in a list comprising the dimensioning of the battery and the forces on the front axle. Advantageously, the saturation value is determined precisely by taking into account different parameters in a list comprising the dimensioning of the battery and the mass on the front axle of the vehicle. Some parameters are taken from measurements and integrated into the memory of the control unit. The saturation value is calculated according to the parameters of the vehicle including the battery power as well as the forces on the front axle in order to minimize the feeling of the driver during the automatic restart of the engine. Thus, the higher the power of the battery, the higher the saturation value is close to a nominal value of steering assistance, or even greater than said nominal value. It is also important to provide greater steering assistance if the forces on the nose gear are important. the method comprises the following steps: taking into account the values of the operating parameters resulting from the measurements; determining the saturation value of the steering assistance as a function of the values of the measured parameters including the vehicle temperature and the values of the parameters stored in memory. - determination of the nominal steering assistance. - comparison between the saturation value and the nominal value of steering assistance and taking into account the smaller of the two values as saturation value. - determination of the value of management assistance. - Keeping steering assistance below the saturation value during the automatic stopping phase until automatic restart and until a vehicle speed threshold is reached. BRIEF DESCRIPTION OF THE FIGURES FIG. 1 is a schematic view of a longitudinal section of a motor vehicle comprising an automatic stop / restart system and a steering assistance system. FIG. 2 is a logic diagram representing the various steps of the method according to the invention.
    [0004] Figure 3 is a curve showing the steering assistance required according to the steering wheel angle. Fig. 4 is a graph showing the available current voltage as a function of temperature. DETAILED DESCRIPTION OF THE FIGURES The following descriptions refer to the longitudinal axis X. To facilitate understanding of the reader, the same objects or objects having the same functions referenced in the different figures retain the same references. As shown in Figure 1, a motor vehicle 100 comprises a steering column 20 controlled at an upper end by a steering wheel 21 held by a driver (not shown). Said steering column is connected to a steering assistance comprising an electric motor or electro-hydraulic steering assistance 12 controlled by a control unit 11. Said steering assistance motor can be arranged either on the column 20 or on a rack 15 of the steering column, or deported in the case of a pump unit.
    [0005] The motor vehicle 100 comprises an internal combustion engine or thermal 13 and an automatic stop and start system or "stop-and-start" in English to reduce harmful gas emissions and fuel consumption. Thus, for example, when the vehicle is in momentary stopping or when said vehicle slows down to stop and is under a speed threshold, the automatic stopping and restarting system may allow an automatic shutdown of the engine according to conditions. specific automatic shutdown. It can then authorize an automatic restart of the engine, following said stoppage, for example following a request from the driver of the vehicle, said solicitation is included in a list of actions including pressing the accelerator pedal or clutch for vehicles with manual gear control. The control unit 11 is connected to measurement means comprising means for capturing the charge 22 of a battery 19, means for capturing the temperature 23 of the motor 13 of the vehicle and of the control unit 11. -Even, means 24 for capturing the operation of said engine, means for measuring the speed 16 of said vehicle and also means 17 for capturing the angle of the steering wheel. With the various measures, said control unit 11 is able to issue commands to the power steering motor 12 in order to modulate the steering assistance. In order not to disturb the driver during the automatic engine stop, the steering assistance is maintained throughout the automatic shutdown phase of the engine 13 until automatic restart. Indeed, the lack of steering assistance combined with the shutdown of the engine can cause a misunderstanding of the driver on the behavior of the vehicle. However, during the automatic restart, a voltage drop is perceived in the vehicle electrical system, due to the current draw by the starter 18. The power steering motor 12, no longer having sufficient energy may no longer be able to provide nominal assistance to avoid hardening of the steering column 20 or the eventual knocks of returning the wheels to a neutral or in-line position. The driver can then have an unpleasant feeling. To overcome the hardening of the steering column following the voltage drop seen by the steering assist motor 12, solutions may be to over-size the battery or to integrate specific power components; said solutions are therefore expensive for the comfort provided. The need for steering assistance is all the more important as the steering wheel 21 is pointed towards the stops. Indeed, in Figure 3 is shown on the ordinate the steering assistance torque 40 required according to the steering angle 41 on the abscissa; said assist torque increases rapidly and substantially parabolically from a neutral position corresponding to the steering wheel 00 to the stops B-, B + of the steering angle. Said steering assist torque is linked to a restoring force of the wheels for returning said wheels from a steering position to the neutral position. Said force depends essentially on the architecture of the front axle of the vehicle, the mass on said front axle 30 as well as the steering angle of the front wheels 31. Severe jerks in the steering column during the automatic restart are therefore likely to be felt by the driver especially if the wheels are strongly steered during said phase of automatic engine shutdown. Indeed, during the restart, the wheels are naturally returned from the steering position to the neutral position causing a flywheel return in the same direction. This displacement of the wheels is made all the more violently as the wheels are pointed towards the abutments B- or B +. The effort required to return the wheels to the neutral position results in a jerk at the steering wheel 21 felt by the driver. To overcome the sudden return of steering wheel, a solution is to block the steering column. This solution may, however, lead to possible steering locks if all conditions are not verified, incompatible with the requirements of functional safety of the steering column.
    [0006] The object of the invention is to reduce the level of steering assistance to an optimal level during an automatic engine stop phase in particular at extreme turning points. The steering assistance remains available during the entire phase of automatic engine shutdown but remains below a saturation value. Said saturation value is set so that the voltage drop during the automatic restart does not affect or slightly the level of steering assistance provided during the automatic stop phase in order to mitigate a possible hardening of the steering or an overload. shot of the direction likely to be felt by the driver.
    [0007] Said saturation value is different at different operating points to maintain maximum comfort to the driver. Said saturation value is thus reduced on the points requiring a high assist torque, which is the case when the wheels are strongly steered, in particular towards stops.
    [0008] Said saturation value is lower than the steering assistance nominal value and the driver is then likely to experience progressive hardening by turning the steering wheel towards the stops when the engine is stopped. The driver is then urged not to excessively steer the wheels during the automatic engine stop. The current consumption by the steering assistance needed to counter the jolt during the automatic restart of the engine will be reduced. The voltage drop of the onboard network is not likely to cause the unpleasant feeling of the driver. As shown in Figure 3, the steering assistance 40 can be decreased from a flywheel angle threshold 35 to achieve for example 60% of the steering assistance need when the steering wheel is turned to reach said abutments B-, B +. The steering assistance can also be reduced according to other embodiments, regularly from a point close to the 0 ° flying point to said stops or be constant equal to a maximum assistance value from said threshold of flying angle.
    [0009] When the engine is restarted automatically, the wheels are not turned to the maximum, the jerk of the steering wheel generated by the return of the front wheels 31 is less important and the maintenance of the steering assistance to a level of saturation then allows to further reduce the level of said jerk of the steering wheel. Said saturation value of the steering assistance is modified taking into account vehicle parameters as well as values from instantaneous measurements. A calculation model for determining the saturation value is elaborated according to the type of vehicle taking into account the technical characteristics of said vehicle and its accessories including the battery 19 and the electrical wiring 25 as well as operating parameters of said vehicle. The optimum level of assistance is evaluated by taking into account: - vehicle-specific parameters in a list comprising at least the mass on the front axle 30 of the vehicle, the characteristics of the starter 18 and the front axle forces 30 as a function of the steering angle 21, internal friction of the frame elements which comprise the train, the steering column 20 and the steering rack 15, - parameters from instantaneous measurements on the vehicle 20 in a list comprising parameters relating to the vehicle comprising the vehicle temperature, and parameters associated with the operation of the vehicle in a list comprising the vehicle speed, the steering angle of the nose gear and parameters directly impacting the operation of the steering assistance such as the charge of the battery 19, the aging of the wiring 25 in particular between the battery and the power steering motor 12 . The charge of the battery as well as the age of said battery 19 and the electrical wiring can directly affect the operation of the steering assistance motor and thus the level of maintenance of the steering assistance. Since a portion of available electrical power is allocated to said hold, the older the battery or wiring, the lower the sustaining assistance level will be in order to maintain minimum accessible power values for the starter. According to FIG. 2, a calculation according to said calculation model is carried out during an automatic engine stop phase in order to determine the saturation value of the steering assistance and therefore of the available steering assistance during the automatic restart of the engine. . This calculation is repeated iteratively throughout the automatic engine stop phase with new measurements of said parameters. The management assistance management system therefore comprises: - means 17 for capturing the steering angle. Preferably, as shown in FIG. 3, the steering assistance need varies according to the angle steering wheel substantially parabolic. The more the steering wheel is pointed towards the stops B- and B +, the greater the steering assistance must be. According to the invention, said steering assistance remains lower than the saturation value and said saturation value decreases with increasing steering angle. Said saturation value may decrease steadily from the flying point 0 or from a steering angle threshold. The reduction of assistance can for example reach 40% of the need of assistance of direction to the attainment of the stops. means for measuring the speed of the vehicle, means for capturing the charge of the battery, collecting means for determining the temperature of the vehicle, and means for capturing the operation of the vehicle. engine.
    [0010] The values resulting from the measurements are sent to the calculation unit 11 in order to determine a saturation value of the steering assistance. The temperature of the vehicle is derived from an estimation taking into account temperature measurements of the engine 13 and the control unit 11. To do this, the capture means 23 preferably comprise temperature sensors arranged at the level of the engine. motor 13 as well as in the control unit 11 and an operating sensor 24 of the motor is also necessary. The measured temperature values are then sent to the control unit 11 to be introduced into a temperature determination model, the result of which is the temperature value of the vehicle, which value is taken into account for all the systems in the vehicle. using the temperature value. A validation campaign is carried out beforehand to correlate the results from the calculation model according to a list of operating parameters and to determine: - the points beyond which a jerk flying during an automatic restart of the engine is judged unacceptable. According to a given driving angle, restarting the engine causes the wheels 31 to come back online and the level of said restoring force at the steering wheel can then be measured. In the same way as for characterizing the control laws of the power steering system, efforts are made to reset the neutral or in-line front wheels according to different steering angles. The measured values make it possible to determine a minimum level of steering assistance to avoid jolts acceptable to the driver when the engine is automatically restarted according to different steering angle values. The parameters taken into account include the steering wheel angle, the steering wheel torque, the vehicle temperature and the weight of the vehicle on the front axle. the minimum voltage values available for a battery model 19. Said minimum available voltage value determines a minimum level of assistance torque as a function of the mass of the front axle of the vehicle, internal friction of the chassis elements such as the steering column and steering rack, vehicle temperature, steering angle and driver torque. The list of parameters taken into account during the validation includes the mass on the front axle, the temperature of the vehicle, the angle at the steering wheel as well as the voltage value of the battery.
    [0011] Thus, for example to evaluate the influence of the parameter of the mass of the front axle 30 of the vehicle model, one will take a vehicle of the same model with the minimum load on the front axle. The weight on the front axle is then increased by the addition of additional loads in steps of 50kg until reaching for example the mass of the front axle of the heavier powertrain for the type of vehicle model to be able to validate the calculation model for the entire range of the vehicle model. To correlate the results of the calculation model according to the temperature parameters, the validation campaign is generally carried out according to three temperature points: - A minimum temperature of -40 ° C with the vehicle installed in a cold room. - A nominal temperature of 23 ° C outdoors. - A maximum temperature of + 40 ° C with the vehicle installed in a hot wind tunnel. The temperature estimated internally of the control unit 11 is preferably read by a computer tool that provides access to internal variables of the computer. The vehicle temperature is an important parameter in the operation of the steering assistance system. For example, according to FIG. 4 representing the available current voltage 43 across the battery 19 as a function of the vehicle temperature 42, said voltage increases linearly from a minimum value to a negative temperature of the order of -40 ° C. until reaching the maximum value Vmax of the voltage at a positive temperature of the order of 40 ° C and remain constant and equal to said maximum value. Said minimum available voltage value is a factor for determining the minimum available steering assist torque. The steering assistance engine 12 can therefore provide a steering assistance torque varying in the same proportions depending on the temperature.
    [0012] The calculation model takes into account the variations in steering assistance needs as a function of the angle of the steering wheel and the mass on the front axle. The validation step includes tests including thrust-to-stop operations to take into account the entire flying angle range, the vehicle being disposed on known or maximum grip surfaces such as dry ground or ground with hard tar charged with flint. The driver torque is measured by a torque sensor integrated into the steering assistance. The saturation value A is determined by the calculation model. The value of the steering assist torque is determined according to the method shown in FIG. 2; said method comprises the following steps: - taking into account the values of the operating parameters resulting from the measurements (17e, 16e, 24e, 23e) by the measuring means in the vehicle which comprise: - means of capture of flying force ( not shown), measuring means 16 of speed V of the vehicle, means for capturing the operation of the engine 24, means for capturing the temperature surrounding the vehicle.
    [0013] The measured values of the driving force, the vehicle speed, the status of the engine operation and the outside temperature are then sent to the control unit 11. - determination of a steering assistance saturation value A according to the values of the measured parameters and the values of parameters stored in memory 40 such as the mass of the front axle of the vehicle. determination of a nominal value B of the management assistance. comparison 32 between the speed of the vehicle V and the speed threshold S. - comparison 33 between the saturation value A and the steering assistance nominal value B and taking into account the smaller of the two values as the saturation value . Thus if the calculated value of the saturation value A is less than the nominal value B of assistance and the steering assist torque will not exceed the saturation value A. Otherwise, the steering assist torque will not exceed the steering assistance B nominal value. determining the value of the steering assist torque during the automatic stopping phase less than the saturation value below a threshold S of the vehicle running speed. Beyond the speed threshold S, the steering assist torque may exceed the saturation value while remaining lower than the steering assist nominal value. Indeed, with the engine stopped, the vehicle is however likely to roll, especially when it is on a downward slope and acquire a certain speed V. Beyond said speed threshold S, the vehicle is considered in phase and the steering assistance level regains a nominal assist torque level calculated based on parameter measurements including the vehicle speed and the torque of the column. The running speeds of the vehicle with the engine stopped are, however, relatively low and it is preferable to reduce the steering assistance level to the nominal value for the safety of the driver when the vehicle's 20 V speed exceeds the threshold S. For vehicle speeds V below said threshold S, the steering assistance level is kept below the saturation threshold, the driver will have to less steer the wheels during this phase. The speed threshold is advantageously set relatively low, for example at 5km / h. Thus the driver is not likely to experience any inconvenience during possible maneuvers of the vehicle at low speed. The process is active only during an automatic shutdown. Beyond said speed threshold S, the assistance level returns to the optimal assistance level. The validation of said speed threshold is performed for example with the vehicle on a downward slope without starting the engine. Indeed, the vehicle is able to gain speed and it is verified that the saturation value set to 0 km / h remains valid at said speed threshold to perform necessary maneuvers. The threshold of 5km / h is thus validated to apply the saturation value. The objective of the invention is achieved: the steering assistance is preserved during the automatic engine stop phase and the method prevents any lack of electrical power during the automatic restart of the engine that may affect the steering assistance that can cause jerks flying. The invention is not reduced to the embodiments described above and those skilled in the art will then make modifications necessary for use in conjunction with the invention. For example, for certain types of motor vehicles, the steering assistance may be less than a saturation value during an automatic engine stop phase, said saturation value decreasing according to a curve defined by independent validation tests. at least one of the values in a list comprising the vehicle temperature, for example by taking a minimum value of voltage available at the terminals of the steering assist motor according to FIG. 4, the steering wheel angle and the mass on the train before. This solution then makes it possible to reduce the size of the calculation memories in the control unit as well as the calculation load of said control unit.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method of management (10) of the motor vehicle internal combustion engine steering assistance (13) comprising: an automatic engine stop / restart system, an electric or electrohydraulic steering assistance system (12), characterized in that the method allows during an automatic engine stop phase of an automatic stop / restart sequence a steering assist torque of less than an assist saturation value (A) which is less than one steering assistance nominal value, said assistance level being adapted to be retained during the automatic restart phase of the engine.
    [0002]
    2. Method (10) according to claim 1, characterized in that the saturation value (A) is determined iteratively during the automatic stopping phase of said motor preceding an automatic restart.
    [0003]
    3. Method (10) according to any one of claims 1 to characterized in that the method allows the steering assistance torque lower than the assistance saturation value (A) below a speed threshold ( S) of the vehicle.
    [0004]
    4. Method (10) according to any one of claims 1 to characterized in that the steering assist saturation value is determined according to the steering wheel angle.
    [0005]
    5. Method (10) according to any one of claims 1 to characterized in that the saturation value (A) decreases when the wheel is turned towards the stops.
    [0006]
    6. Method (10) according to any one of claims 1 to characterized in that the saturation value (A) decreases when the wheel is turned towards the stops beyond a flying angle threshold.
    [0007]
    7. Method (10) according to any one of claims 1 to 6, characterized in that the saturation value (A) is a function of the vehicle temperature.
    [0008]
    8. Method (10) according to any one of claims 1 to characterized in that the determination of the saturation value (A) is performed according to various parameters included in a list comprising the dimensioning of the battery (19) and efforts on the front axle (30).
    [0009]
    9. Method (10) according to any one of claims 1 to 8, characterized in that said method comprises the following steps: - taking into account the values of the operating parameters from the measurements (17e, 16e, 24e, 23e determining the steering assist saturation value (A) as a function of the values of the measured parameters including the vehicle temperature and parameter values stored in the memory (40). determination (31) of the nominal steering assistance (B). - comparing (33) between the saturation value and the nominal value of steering assistance and taking into account the smaller of the two values as saturation value. Comparing the speed of the vehicle (V) with a rolling speed threshold (S); determining the value of the steering assistance during the automatic stopping phase until restarting; automatic and until the speed threshold (S) of the vehicle is reached. 25
    [0010]
    10. Management system of the electric vehicle power steering assistance comprising: - Flying force capturing means, - Vehicle speed measuring means (16), - Capturing means (22) of the battery charge (19), - engine operation sensing means (24), - temperature sensing means surrounding the vehicle (23), - a control unit (11), characterized in that the system authorizes steering assistance according to the method according to claims 1 to 9.
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    同族专利:
    公开号 | 公开日
    FR3023529B1|2017-11-24|
    WO2016005669A1|2016-01-14|
    JP6608419B2|2019-11-20|
    US20170203784A1|2017-07-20|
    CN106660575B|2019-09-20|
    JP2017521311A|2017-08-03|
    EP3166838B1|2018-04-11|
    CN106660575A|2017-05-10|
    US10220875B2|2019-03-05|
    EP3166838A1|2017-05-17|
    引用文献:
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    法律状态:
    2015-06-26| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-15| PLSC| Publication of the preliminary search report|Effective date: 20160115 |
    2016-07-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-07-24| PLFP| Fee payment|Year of fee payment: 4 |
    2018-07-25| PLFP| Fee payment|Year of fee payment: 5 |
    2020-04-10| ST| Notification of lapse|Effective date: 20200306 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1456605A|FR3023529B1|2014-07-09|2014-07-09|SYSTEM FOR REDUCING STEERING COLUMN A-RUNS DURING AUTOMATIC RESTART OF THE ENGINE|FR1456605A| FR3023529B1|2014-07-09|2014-07-09|SYSTEM FOR REDUCING STEERING COLUMN A-RUNS DURING AUTOMATIC RESTART OF THE ENGINE|
    EP15732854.3A| EP3166838B1|2014-07-09|2015-06-11|System for reducing steering column jerks during automatic engine start-up|
    US15/324,205| US10220875B2|2014-07-09|2015-06-11|System for reducing steering column jerks during automatic engine start-up|
    CN201580043561.2A| CN106660575B|2014-07-09|2015-06-11|The system and method for steering column jerking movement are reduced during engine is restarted automatically|
    PCT/FR2015/051540| WO2016005669A1|2014-07-09|2015-06-11|System for reducing steering column jerks during automatic engine start-up|
    JP2017501041A| JP6608419B2|2014-07-09|2015-06-11|System for reducing steering column jerk during automatic engine start|
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