• 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 of controlling an automatic gearbox for a motor vehicle having at least two distinct kinematic chain states. The method comprises the following steps: the minimum deceleration force stress that the condition of the driveline is determined as a function of the speed of the vehicle, of the longitudinal acceleration and of the resistant forces experienced by the vehicle, is determined. performs arbitration to allow or prohibit the state of the kinematic chain for which the minimum deceleration force stress has been calculated as a function of the deceleration force setpoint, the current state of the kinematic chain and the minimum force achievable by the concerned state of the kinematic chain.
    公开号:FR3030425A1
    申请号:FR1463090
    申请日:2014-12-22
    公开日:2016-06-24
    发明作者:Florent Le-Cam；Frederic Roudeau；Aurelien Lefevre
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] A method of controlling an automatic gearbox for a motor vehicle.
    [0002] The invention relates to the technical field of control gearboxes for motor vehicles, and more particularly the control of automatic gearboxes. Hybrid powertrain control generally comprises a function for developing a kinematic chain condition setpoint. This function makes it possible to determine a setpoint of the state of the driveline, optimizing the operating point of a hybrid Powertrain Engine (GMP). It should be recalled that a state of the kinematic chain is defined by a combination of state (s) of coupler (s) and state (s) of reducer (s) specific to a given vehicle architecture. For a gearbox of a thermal vehicle, an example of a state of the kinematic chain comprises a first gear state engaged and a clutch between the engine and the closed gearbox. For a transmission of a hybrid vehicle, an example of a condition of the drive train includes an open clutch between the engine and the gearbox connected to the front wheels and electric motors propelling the vehicle by the rear wheels.
    [0003] In order to design the function for developing a kinematic chain condition setpoint, the inventors have used, as a basis for study, optimization strategies for the operating point of a powertrain engine group (GMP) dedicated to vehicles. thermal and that best manage the compromise between expected benefits such as acoustics, driving pleasure, consumption and remediation requirements. The inventors then checked whether the current strategies, used in series, did not make it possible to meet the same need for hybrid GMPs. A preliminary study was therefore conducted to see if it was not possible to directly use the strategies developed for the GMP dedicated to thermal vehicles to choose the gear ratio or the state of the most suitable kinematic chain.
    [0004] In the case of a hybrid GMP, the significant differences seen from the transmission are the following: - The engine is no longer the only source of motive power, - For the same desired power, there is a multitude of possible combinations between the power delivered by the heat engine and that delivered by the electric motor (s), - Depending on the technical definition envisaged, the power of the electric machine transits or not via the transmission, - The maximum and minimum limits static and dynamic hybrid GMP can be dependent on the state of charge of the battery, and therefore variable with time, - the electric mode or ZEV, for "Zero Emission Vehicle", includes one or more specific kinematic chain states possible, as well as discrete reports.
    [0005] Thus, the analysis of the 4 benefits that the strategies must verify in the case of a hybrid GMP leads to the following conclusions: The acoustic phenomena are for the same operating point (speed, motive power) dependent on the distribution electrical power and power thermal. In other words, if the electric motor is the only one to operate, the GMP makes less noise than if the thermal and electric motors work. The engine is the only source of noise compared to the electric motor.
    [0006] The driving pleasure, that is to say the performance of the GMP, may be dependent on the state of charge of the battery. Thus, when the battery is charged, it is possible to use at the same time the power delivered by the electric motor and the heat engine. Conversely, if the battery is discharged, the only source of motive power available is the engine, which leads to a possible decrease in performance. For the requirements of consumption and depollution, a new parameter must be taken into account. This is the energy management law which aims to determine, on each of the possible GMP states, the distribution between the power delivered by the engine and that delivered by the electric motor according to the state of the engine. battery charge. The hybridization of the GMP therefore requires the evolution of current strategies. The state of charge of the battery is an important new dimension to take into account to develop the ratio setpoint of a hybridized transmission. This consideration makes it possible to optimize consumption and depollution. Indeed, the electrification of the GMP is mainly motivated by the reduction of consumption, this consideration is unavoidable. It is therefore necessary that the strategies for developing the state of the kinematic chain interact with the law of energy management (LGE). Taking into account the battery charge status also makes it possible to optimize the approval. The variation of the approval constraints according to the state of charge of the battery depends on the performance of the desired GMP. Indeed, the maximum power of the GMP depends on the power of each of the thermal or electric engines present and available.
    [0007] This consideration of the battery charge state finally makes it possible to optimize the acoustics. The impact of this consideration on acoustics is less critical than on consumption. By default, it is possible to calibrate the speed thresholds for 100% thermal utilization. Suboptimized areas that would result would likely be minimal. In summary, hybridization requires a complete overhaul of current GMP operating point optimization control strategies (gearbox ratio selection) which are only generally oriented for control application of a fully thermal vehicle. These strategies do not take into account the specificities related to hybridization and in particular the times and conditions of passage from one state of the kinematic chain to another.
    [0008] There is therefore a need at this level. A motor vehicle equipped with an automatic gearbox is intended to be in a state of the optimal kinematic chain and under all possible driving conditions. A large number of NVH-type constraints (Noise, Vibration Harshness), mechanical speeds of reliability, brio (acceleration reserve, driver's request, etc.) and others, ensure a healthy and adequate behavior of the vehicle in the conditions in which it is when the driver wishes to maintain a stable speed or accelerate.
    [0009] In the case of a deceleration desired by the driver, the state of the kinematic chain recommended is then a function of these same constraints that do not reflect the deceleration dynamics that the vehicle should have. Thus the state of the kinematic chain will be potentially irrelevant and could imply a "natural" deceleration level (resistant force and engine braking) that is not adequate to the road taken and its unevenness or to the dynamics desired by the driver through low or severe braking. A concrete example of this problem can be described using a thermal vehicle operating in a high coefficient descent. The vehicle and more particularly the strategies of choice of the state of the optimal kinematic chain can have a tendency to choose a "long" ratio because respecting all the constraints NVH, brio (reserve of low acceleration) or others and being considered as energetically better than "short" kinematic chain states. In this case the vehicle can then become extremely fast and can even be accelerated, forcing the driver to brake significantly to decelerate or even maintain its speed, or to demote manually by forcing him to switch to manual mode The technical problem To solve is therefore the following: How to proceed to ensure a certain level of deceleration of the vehicle through the choice of the state of the optimal kinematic chain From the state of the prior art, the following documents are known. The document FR2765652 describes applications to an automatic gearbox (acronym BVA) for non-hybrid vehicles with a brake assist function conditioned to the support on the brake pedal, vehicle where one can only change a only one report at a time. The document FR2875204 describes non-hybrid BVA applications with the braking assistance function conditioned by the support on the brake pedal, with a control by increasing the static torque setpoint of the engine. The document FR2877416 describes non-hybrid BVA applications. hybrid with the brake assist function conditioned to the support on the brake pedal, with a control by estimation of a target of primary rotation speed. Document US 20080046157 describes a strategy that only works with transmission ratio determinations based on speed thresholds, which is valid only for vehicles where only one report can be changed at a time, and that does not take into account the differential efforts that can bring a headwind, a slope. The parameters used to define a retro are expressed in speed offset with respect to existing lines and therefore without any notion of acceleration.
    [0010] The document US 20140066251 describes a strategy that is only valid for vehicles where only one gear can be changed at a time, which does not guarantee a given deceleration, because it is content to only inhibit the passes. to the amount reports according to the given deceleration level of the vehicle. (Inhibition of all upshifts, of a ratio N + 2 or N + 3), and which does not take into account the differential efforts that can bring a headwind, a slope, etc. The invention relates to a control method of an automatic gearbox for a motor vehicle having at least two distinct kinematic chain states. The method comprises the following steps: the minimum deceleration force stress that the condition of the driveline is determined as a function of the vehicle speed, the longitudinal acceleration and the resistant forces experienced by the vehicle, is determined. performs arbitration to allow or prohibit the state of the kinematic chain for which the minimum deceleration force stress has been calculated as a function of the deceleration force setpoint, the current state of the kinematic chain and the minimum force achievable by the concerned state of the kinematic chain. In order to determine the minimum deceleration force constraint that the state of the kinematic chain must realize, the following steps can be performed: the desired deceleration of the accelerator foot-lift vehicle is determined by means of a first mapping function of the vehicle typing program and its current speed, then a differential force is determined as the difference between the theoretical resistance force on a zero-slope road, predefined mass and windless and the estimated resistant force instantaneously holding running conditions in progress , then an offset correction parameter is determined by means of a second map based on the differential force, then a deceleration of the desired vehicle is determined with the taking into account of the differential forces, resulting from the sum of the desired deceleration of the vehicle with accelerator foot and param It is determined by the offset, then the overall deceleration force is determined as a function of the desired deceleration and the vehicle mass, and then the force to be determined by the condition of the kinematic chain is determined as the sum of the load forces and the force. of global deceleration, then a force offset value and the deceleration stress are summed in order to determine the deceleration force on the legrest with or without braking that a state of the kinematic chain will have to respect, then the maximum value between the deceleration force in the legrest with or without braking and the setpoint of force at the level of the wheels required by the driver, then saturates the maximum value thus determined so that it is negative or zero, the saturated value corresponding to the minimum deceleration force constraint that the state of the driveline must realize. It can be determined whether the kinematic chain state for which the minimum deceleration force stress is determined is the current state. If this is the case, a first alternative mapping may be used which is less restrictive than the first mapping used when the kinematic chain state for which the minimum deceleration force constraint is determined is not the current state. To determine a force offset value, it is possible to perform the following steps: it is determined whether the pressure on the brake pedal is maintained for a minimum duration and whether the longitudinal acceleration of the vehicle is less than 0. If this is the In this case, the vehicle acceleration is set during braking equal to the longitudinal acceleration value. If this is not the case, the vehicle acceleration during braking is set to 0, the acceleration offset value is determined. by means of cartographies depending on the vehicle acceleration during the braking and the vehicle speed, the mapping used depends on the vehicle typing program, the acceleration offset value is multiplied by the vehicle mass in order to obtain the force offset value. To determine the authorization or the prohibition of a kinematic state, one can carry out the following stages: one authorizes the state of the kinematic chain if, simultaneously, the state of kinematic chain is the current state and if the minimum force available on it is less than or equal to the deceleration force setpoint determined for the current state, the state of the kinematic chain is also authorized if, simultaneously, the kinematic chain state is not the current state and if the minimum force available on it is less than or equal to the deceleration force setpoint determined for the non-current states, otherwise the state of the driveline is prohibited.
    [0011] This method has several advantages, among which we can mention an ease of implementation, a real-time character allowing to take into account evolutionary vehicle parameters (minimum forces on the states of transitions, external forces, brake support, etc.) and a cover of all GMP Hybrid architectures, including purely thermal and purely electric having a transmission with at least two distinct kinematic chain states. Other objects, features and advantages of the invention will appear on reading the following description, given solely by way of nonlimiting example and with reference to the appended drawings, in which: FIG. 1 illustrates the main steps of a method of controlling an automatic gearbox according to the invention, - Figure 2 illustrates the main substeps of the first step of the control method, and - Figure 3 illustrates other substeps of the first step of the control method.
    [0012] The purpose of the control method developed is to prohibit kinematic chain conditions that do not satisfy a deceleration constraint developed as a function of the driving conditions. This method can be used for all hybrid, electric and electric vehicles equipped with an automatic transmission, with or without a partial or total breaking of the traction torque and having at least two distinct kinematic chain states. Its operating principle consists in calculating a force stress that a state of the driveline must provide to ensure a given deceleration level. A certain number of physical parameters related to the vehicle thus enter into account in this computation: - Estimation of the resistant forces (Slope, wind, etc.), - Setpoint of force or torque with the real or virtual driver Wheels (ADAS type RV / LV , ACC, ...), - Longitudinal acceleration of the vehicle, - Vehicle speed, - Mass of the vehicle, - Minimum forces possible on the kinematic chain conditions. The main steps and sub-steps of the control method are illustrated in Figures 1, 2 and 3 below. The control method comprises several steps leading to the prohibition or the authorization of a state of the kinematic chain (acronym ECC) as a function of the comparison of a stress related to deceleration situations with the deceleration capacity of the engine. kinematic condition underway or envisaged.
    [0013] The mechanism described below for a target state is performed identically for all of the potential target kinematic chain states of the GMP. In Figure 1, we can see the two main steps of the control method. During a first step 1, the minimum deceleration force constraint that the state of the kinematic chain F dect and F dec is determined according to whether the kinematic chain state is identical or not to the current mode. During a second step 2, an arbitration is carried out making it possible to authorize or prohibit the state of the kinematic chain for which the minimum deceleration force stress has been calculated. The first step 1 will now be described and is illustrated in FIG. 2. During a first sub-step 1a, the desired deceleration of the vehicle is determined by a mapping of the accelerator foot A triggered by a mapping. A req function of the typing program of the vehicle (eco, normal, sport, etc.) and its current speed V vehicle. The desired deceleration of the vehicle in the accelerator foot lift A declq raw is a negative acceleration. During a second sub-step lb, a differential force F dif is determined as the difference between the theoretical resistance force on a zero-slope road, with a predefined mass and without wind, and the instantaneously resistive force thus representing the additional resistance force. due to the running conditions in progress, then a corrective parameter is determined by offset A dif req through a second mapping function of the differential force F dif. This offset correction parameter A dif req ("offset" type in English language) has the role of limiting the impact of additional resistive forces on the final calculation of the deceleration constraints. During a third sub-step lc, a desired vehicle deceleration is determined by taking into account the differential forces A declreq, resulting from the sum of the desired deceleration of the vehicle in the accelerator foot-lift A declq raw and the parameter offset fix A dif req. Thus, at equal vehicle speeds, the desired deceleration A decl req may not be the same depending on the difference in altitude of the route taken, which mainly represents F dif. During a fourth sub-step 1 d, the global deceleration force F decl req raw is determined as a function of the desired deceleration A declq and the vehicle mass M of the vehicle.
    [0014] This global deceleration force F requreq raw is the force necessary to achieve the required deceleration and includes both the resistant forces and the force provided by the powertrain via the state of the driveline. During a fifth step 1c, the force F necessary to provide a state of the kinematic chain is determined as the sum of the resistive forces F res and the global deceleration force F decl re raw. The resistant forces F res correspond to the forces slowing down the progress of the vehicle and vice versa, calculated from the vehicle dynamics (longitudinal acceleration), the theoretical mass of the vehicle and the traction force achieved at the wheel by the GMP. It is also important to take into account the dynamics of the vehicle requested by the driver. The engine brake and therefore the level of deceleration that must provide a state of the driveline, is not the same in the case of a simple foot lift (accelerator pedal at rest) and in the case of braking, weak or more important. Sub-step 3 makes it possible to take this dynamic aspect into account by calculating a force offset value F brk ofs. For the sake of clarity, this sub-step 3 will be described below in relation to FIG. 3. During a sub-step 1f, the force offset value F brk ofs and the deceleration constraint F declears are sum to determine the decelerating force in the levee with or without braking F declq brk that must comply with a state of the driveline. During a sub-step lg, the maximum value between the decelerating force with or without braking F declearance and the force reference F tgt at the level of the wheels required by the real driver is determined from accelerator pedal position or virtual queries (ADAS type RV / LV, ACC, ...). Then, during a sub-step 1h, the maximum value thus determined is saturated so that it is negative or zero. The saturated value corresponds to the final deceleration stress F decl. The substeps lg and lh can be determined simultaneously by applying the following formula: F decl Min (Max (Ftgt; F declq brk); 0) (Eq. 1) This calculation of F decl is valid for the set kinematic chain states, out of current kinematic chain state. In the case of a current kinematic chain state, a second deceleration constraint F dec crt is calculated identically to the calculation of F decl, with the difference that the mapping A req of the desired raw deceleration differs in being less restrictive compared to other kinematic chain states. This distinction between current and non-current kinematic state is thus made in order to avoid any risk of pumping authorization / prohibition of a state of the kinematic chain and operates in the manner of a hysteresis mechanism. The sub-step 3 mentioned above will now be described with reference to FIG. 3. The value taken by the vehicle acceleration during the braking A brk according to the driving conditions is first determined. More specifically, during a first sub-step 3a, it is determined whether the pressure on the brake pedal is maintained for a minimum duration Brk ass dly and if the longitudinal acceleration of the vehicle A longi is less than O.
    [0015] If this is the case, the vehicle acceleration is fixed during braking A brk equal to the longitudinal acceleration value A longi. The method is continued by calculating an acceleration offset value A brk ofs in step 3b.
    [0016] If this is not the case, the vehicle acceleration during braking A brk is set to 0. The method is also continued by calculating an acceleration offset value A brk ofs in step 3b. However, the calculated offset values are zero due to the zero value of the vehicle acceleration during braking. These offset values therefore have a zero impact on the deceleration constraints. During a sub-step 3b, the acceleration offset value A brk ofs is determined by means of maps based on the vehicle acceleration during the braking A brk and the vehicle vehicle speed V. The choice of the cartography to be used depends on the vehicle typing program, thus making it possible to adapt the level of the deceleration provided directly by the GMP and thus by the kinematic state, to the use of the vehicle by providing an important part. deceleration in a Sport program partially relieving the brakes or a small part in an Eco program where the brakes will be solicited less. The acceleration offset value obtained at brk ofs then corresponds to the excess deceleration of the desired powertrain to help decelerate the vehicle. During a sub-step 3c, the acceleration offset value A brk ofs is multiplied by the vehicle vehicle mass M to obtain the additional force that a state of the drive train will have to provide to facilitate the deceleration of the vehicle during braking more or less important. This additional force corresponds to the force offset value F brk ofs.
    [0017] The second step 2 will now be described in connection with FIG. 1. During the second step 2, the authorization or the prohibition of a kinematic state is determined according to the deceleration force setpoints (F decl F decrt), the current state of the ECC crt kinematic chain and the minimum force achievable by the state of the relevant kinematic chain F min ECC. The state of the driveline is authorized if: - The state concerned is the current state ECC crt and the minimum force available on it Fmin ECC is less than or equal to the deceleration force reference for the current state F decl. - The state concerned is not the current state ECC crt and the minimum force available on it Fmin ECC is less than or equal to the deceleration force setpoint for non-current states F decl. In the opposite cases, the result of step 2 of arbitration is a state of the kinematic chain forbidden because it did not satisfy the deceleration constraints elaborated.
    权利要求:
    Claims (5)
    [0001]
    REVENDICATIONS1. A method of controlling an automatic gearbox for a motor vehicle having at least two distinct kinematic chain states, characterized in that it comprises the following steps: the minimum deceleration force stress which the state of the kinematic chain as a function of the speed of the vehicle, the longitudinal acceleration and the resistant forces experienced by the vehicle, then an arbitration is carried out making it possible to authorize or prohibit the state of the kinematic chain for which the force constraint of Minimum deceleration has been calculated according to the deceleration force setpoint, the current state of the kinematic chain and the minimum force achievable by the relevant state of the kinematic chain.
    [0002]
    2. Method according to the preceding claim, wherein, to determine the minimum deceleration force force that must realize the state of the kinematic chain, the following steps are carried out: the desired deceleration of the accelerator foot-lift vehicle is determined by through a first mapping function of the vehicle typing program and its current speed, then a differential force is determined as the difference between the theoretical resistance force on a zero-slope road, predefined mass and windless and the Resistance force estimated instantaneously taking current rolling conditions, then determining an offset correction parameter by means of a second mapping function of the differential force, then determining a deceleration of the desired vehicle with the consideration of the differential forces , resulting from the sum of the desired deceleration of the accelerator foot lift vehicle and the offset correction parameter, then the overall deceleration force is determined as a function of the desired deceleration and the vehicle mass, and then the force to be determined by the condition of the driveline as the sum of the resistance forces and the overall deceleration force, and then a force offset value and the deceleration stress are summed to determine the deceleration force in the legrest with or without braking that a chain condition will have to respect. kinematics, and then determines the maximum value between the decelerating force in the foot lift with or without braking and the setpoint of force at the wheels required by the driver, then saturates the maximum value thus determined so that it is negative or zero, the saturated value corresponding to the minimum deceleration force constraint that the concerned state must perform é of the kinematic chain.
    [0003]
    3. Method according to claim 2, wherein it is determined whether the kinematic chain state for which the minimum deceleration force stress is determined is the current state, if this is the case, a first less restrictive alternative mapping is used. that the first mapping used when the kinematic state for which the minimum deceleration force stress is determined is not the current state.
    [0004]
    4. Method according to any one of claims 2 or 3, wherein, to determine a force offset value, the following steps are carried out: it is determined whether the pressure on the brake pedal is maintained for a minimum period and if the longitudinal acceleration of the vehicle is less than 0, if this is the case, the vehicle acceleration is fixed during braking equal to the longitudinal acceleration value, if this is not the case, the vehicle acceleration during the braking is fixed at 0, the acceleration offset value is determined by means of mappings depending on the vehicle acceleration during the braking and the vehicle speed, the cartography used depends on the typing program of the vehicle; the acceleration offset value by the vehicle mass to obtain the force offset value.
    [0005]
    5. Method according to any one of the preceding claims, in which, to determine the authorization or the prohibition of a kinematic chain state, the following steps are carried out: the state of the kinematic chain is authorized if, simultaneously, the kinematic state is the current state and if the minimum force available on it is less than or equal to the deceleration force setpoint determined for the current state, the state of the current state is also authorized. kinematic chain if, simultaneously, the kinematic state is not the current state and if the minimum force available on it is less than or equal to the deceleration force setpoint determined for the non-current states, otherwise the state of the driveline is forbidden.
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    JP6683949B2|2016-03-30|2020-04-22|三菱自動車工業株式会社|Vehicle drive device|FR3082267B1|2018-06-08|2020-05-29|Renault S.A.S|METHOD FOR SELECTING A CINEMATIC CHAIN STATE TARGET FOR AUTOMATIC TRANSMISSION|
    JP2020158991A|2019-03-25|2020-10-01|日立建機株式会社|Wheel loader|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-24| PLSC| Publication of the preliminary search report|Effective date: 20160624 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 4 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1463090A|FR3030425B1|2014-12-22|2014-12-22|METHOD FOR CONTROLLING AN AUTOMATIC GEARBOX FOR A MOTOR VEHICLE|FR1463090A| FR3030425B1|2014-12-22|2014-12-22|METHOD FOR CONTROLLING AN AUTOMATIC GEARBOX FOR A MOTOR VEHICLE|
    US15/525,130| US10480645B2|2014-12-22|2015-10-20|Method for controlling an automatic gearbox for a motor vehicle|
    CN201580062940.6A| CN107107911B|2014-12-22|2015-10-20|Method for controlling an automatic gearbox of a motor vehicle|
    EP15793876.2A| EP3237260B1|2014-12-22|2015-10-20|Method for controlling an automatic gearbox for a motor vehicle|
    JP2017533417A| JP6692820B2|2014-12-22|2015-10-20|How to control an automatic gearbox for a car|
    PCT/FR2015/052809| WO2016102789A1|2014-12-22|2015-10-20|Method for controlling an automatic gearbox for a motor vehicle|
    KR1020177015159A| KR102246630B1|2014-12-22|2015-10-20|Method for controlling an automatic gearbox for a motor vehicle|
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