• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    A method for controlling an automatic transmission for a motor vehicle, the automatic transmission comprising at least two distinct kinematic chain states, the vehicle comprising an energy management law and an adaptive ratio control, characterized by the fact that comprises the following steps: a classification of the kinematic chain states in terms of depollution and consumption efficiency is determined by means of the energy management law a list of the viable kinematic chain states of a point is determined Through the adaptive report control, an optimum kinematic chain state corresponding to the eligible kinematic string state is determined in the list of viable kinematic chain states and is prioritized in the sense of ranking the string states. kinematics, one consolidates the state of optimal kinematic chain into a state of kinematic chain optimum stable target for the gearbox depending on the target kinematic state of the gearbox.
    公开号:FR3056529A1
    申请号:FR1659080
    申请日:2016-09-27
    公开日:2018-03-30
    发明作者:Aurelien LEFEVRE
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    © Publication no .: 3,056,529 (to be used only for reproduction orders)
    ©) National registration number: 16 59080 ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY
    COURBEVOIE © Int Cl 8 : B 60 W10 / 10 (2017.01), B 60 W30 / 18, 20/30, 40/12
    A1 PATENT APPLICATION
    ©) Date of filing: 27.09.16. (© Applicant (s): RENAULT S.A.S Joint-stock company (© Priority: simplified - FR. @ Inventor (s): LEFEVRE AURELIEN. ©) Date of public availability of the request: 30.03.18 Bulletin 18/13. ©) List of documents cited in the report preliminary research: Refer to end of present booklet (© References to other national documents (73) Holder (s): RENAULT S.A.S Société par actions sim- related: folded. ©) Extension request (s): © Agent (s): RENAULT SAS.
    FR 3 056 529 - A1 (34) METHOD FOR CONTROLLING AN AUTOMATIC TRANSMISSION FOR A MOTOR VEHICLE.
    ©) Method for controlling an automatic transmission for a motor vehicle, the automatic transmission comprising at least two distinct kinematic chain states, the vehicle comprising an energy management law and an adaptive ratio control, characterized in that '' it includes the following stages: a classification of the kinematic chain states is determined in terms of pollution control and consumption efficiency via the energy management law a list of viable kinematic chain states is determined an approval point of view by means of the adaptive ratio control, an optimum kinematic state is determined corresponding to the eligible kinematic state in the list of viable kinematic states and having priority in the sense of the classification of states kinematic chain, the optimal kinematic chain state is consolidated into a kinematic chain state ique stable optimal target for the gearbox according to the state of the driveline target of the gearbox.
    i
    Method for controlling an automatic transmission for a motor vehicle
    The invention relates to the technical field of the automatic gearbox control of a motor vehicle with at least two kinematic chain states associated with an energy management law.
    A kinematic chain state is defined by a combination of state (s) of coupler (s) and state (s) of reducer (s) specific to a given vehicle architecture.
    On a motor vehicle gearbox with an internal combustion engine, also called an internal combustion engine, a kinematic chain state may correspond to a state of first gear reducer and a closed engine-gearbox clutch. It can also be, on a hybrid vehicle, an open engine-gearbox clutch and electric motors propelling the vehicle through the rear wheels.
    In this software framework, the function of developing the kinematic chain state setpoint consists in first of all defining all viable kinematic chain states under running conditions defined through a succession of arbitrations linked to so-called approval constraints.
    The latter can be in particular constraints of the NVH type (Noise, Vibration and Harnes), constraints of the reliability type (Inhibition of the states leading to an under / over speed of the traction members), constraints linked to the driving modes (Forward , Reverse, etc.) selected by the driver, constraints related to the brilliance of the vehicle.
    Thus, a certain number of kinematic chain states viable before any arbitration, corresponding to the kinematic chain states theoretically accessible on the vehicle, are then considered viable and eligible under given driving conditions and correspond to the optimal kinematic chain states in terms driving pleasure.
    These kinematic chain states, which are eligible in terms of approval, have cleanup and clean consumption qualities for each.
    There is a need for a process for determining the optimum kinematic state in terms of comfort, pollution control and own consumption.
    From the prior art, the following documents are known.
    Document US 2011-0213519A1 discloses a strategy mainly dealing with the selection of optimal states in terms of pleasure achievable without over / under revs of the traction members as a function of an acceleration required from a pedal position and a torque request for the traction units.
    It also mainly deals with the determination of the optimal distribution of power on optimal states in terms of selected agreement. The energy optimization mentioned only deals with the consumption part. The optimal combination of final ratios is applied without a consolidation strategy.
    The strategy presented in this document neither deals with how to select kinematic chain states that are viable from an approval point of view, nor with the strategy for rating kinematic chain states according to pollution and consumption criteria, but with selecting an optimal state based on these two parameters.
    The strategy presented here does not carry out a simple selection according to these two parameters but a selection with a consolidation mechanism depending on the selection of the optimal states in terms of approval and a classification of the states according to depollution criteria and of consumption.
    The document FR 3 004 231 A1 presents a solution making it possible to define whether a state of kinematic chain can be considered as a state of rising or falling ratio. Such an approach is consistent in the case of a discrete-ratio thermal vehicle gearbox. However, this approach loses all coherence when one considers a hybrid GMP for which we reason more in terms of ratios but of combination of thermal and electrical relations with potentials of forces at the different wheels according to the levels of maximum torques of the organs electrical and thermal and associated reductions.
    The document FR 3 023 526 A1 presents a solution making it possible to define a list of kinematic chain states viable from an approval point of view with a mechanism of succession of arbitrations making it possible to arrive at a final list of chain states kinematic from an initial kinematic chain state list. The final list is considered to satisfy all of the approval constraints necessary for the good performance of the vehicle.
    The technical problem to be solved is to propose a method to define the optimal target kinematic chain state in terms of consumption, pollution control and approval.
    The subject of the invention is a method for controlling an automatic transmission for a motor vehicle, the automatic transmission comprising at least two distinct kinematic chain states, the vehicle comprising an energy management law and an adaptive ratio control.
    The process includes the following steps:
    a classification of the kinematic chain states is determined in terms of pollution control and consumption efficiency via the energy management law a list of kinematic chain states which are viable from an approval point of view is determined. intermediary of the adaptive ratio control, an optimal kinematic state is determined corresponding to the eligible kinematic state in the list of viable kinematic states and having priority in the sense of the classification of kinematic states, one consolidates l 'state of kinematic chain optimal in a state of kinematic chain optimal target stable destined for the gearbox according to the state of kinematic chain target of the gearbox.
    To determine the optimal kinematic chain state, we can define a new classification having the same structure as the classification of kinematic chain states, among the state classification coefficients, we can determine which states are not eligible in the list, and for these coefficients, a value equal to the number of coefficients of the classification of the states incremented by one is assigned in the new classification, and, for the other coefficients of the new classification, the coefficients of the classification of the eligible states can be copied in the list of viable kinematic chain states, we can determine the lowest coefficient among the coefficients of the new classification, we can determine the optimal kinematic chain state as being the kinematic chain state described in the list of chain states viable kinematics associated with the lowest coefficient among the coefficients of the new classification.
    We can determine if the optimal kinematic state changes, when this is the case, we memorize the optimal kinematic state preceding the change of the optimal kinematic state, we memorize the list of viable kinematic states from an approval point of view before the change of the optimal kinematic chain state, it is determined whether the previous optimal kinematic chain state was eligible in the previous list of viable kinematic chain states and no longer is in the list of viable drive train states, it is also determined whether the optimal drive train state was not eligible in the previous list of viable drive train states and is eligible in the list of viable drive train states, if so the case, it is determined that the change is due to the change in the list of viable drive train states and not to the change of the classification of kinematic chain states, and a first value is assigned to the boolean value of change of agreement and a second value to the boolean value of change of classification, if this is not the case, a first value is assigned to the Boolean change of classification value, and a second value to the Boolean change of approval value.
    To determine the stable optimal target kinematic chain state, the following steps can be carried out:
    if the boolean change of agreement value takes a first value, it is determined that the target optimal kinematic state is equal to the optimal kinematic state, if the boolean value of classification change takes a first value, we determines that the target kinematic state is equal to the optimal kinematic state, then a countdown of a named duration is started from the moment the target kinematic state of the gearbox becomes equal to the target state, during this countdown, any change in the optimal kinematic chain state is inhibited due to a change in the classification of states, associated with the Boolean value of change in classification, at the end of this countdown, any change in the optimal kinematic state due to a classification change is applied, so that the kinematic state targets e becomes equal to the optimal kinematic state, then starts a new countdown as soon as the target kinematic state of the gearbox becomes equal to the target state, during this countdown, any change the optimal kinematic state due to a change in the list of viable kinematic states associated with the boolean change of agreement value is applied, so that the target kinematic state becomes equal to the state optimal kinematic chain, the approval constraints being priority.
    Other objects, characteristics and advantages of the invention will appear on reading the following description, given solely by way of nonlimiting example and made with reference to the appended drawings in which:
    - Figure 1 illustrates the main steps of a control method according to the invention,
    FIG. 2 illustrates an exemplary embodiment of the control method according to the invention, and
    - Figure 3 illustrates a timing diagram of the various actions of the control method according to the invention.
    The purpose of the control method of an automatic transmission having at least two distinct kinematic chain states is to define the optimal kinematic chain state in terms of consumption, pollution control and approval as well as to consolidate its application demand near the gearbox.
    It can be used by all thermal, hybrid and electric vehicles equipped with an automatic transmission having at least two distinct kinematic chain states.
    Its operating principle is declined in two distinct stages:
    - a first step 1 during which the optimal state is defined in terms of consumption, depollution and approval, and
    - a second step 2 during which the optimal state in the target state for the gearbox is consolidated.
    Figure 1 illustrates these steps and the substeps they include.
    In the first step 1, we receive a Rankdlsstt classification of kinematic chain states in terms of pollution control and consumption efficiency issued by an energy management law (LGE) and a Drivdlsavl list of viable kinematic chain states from an approval point of view issued by the Adaptive Shift Control (ASC).
    The Rankdlsstt ranking of kinematic chain states in terms of pollution control and consumption efficiency represents the order of priority in the selection of a kinematic chain state. When carried out on a vehicle having X kinematic chain states, This classification is in the form of a chain of X coefficients, each coefficient representing the order of priority of selection of the corresponding state, each coefficient varying between values from 1 to X, each value being uniquely assigned to a ranking coefficient.
    The Adaptive Shift Control (ASC) provides the Drivdlsavl list of kinematic chain states amenable at all times. This list represents the list of kinematic chain states satisfying all of the approval constraints and therefore represents the states eligible for selection and production by the vehicle gearbox. This classification is in the form of a chain of X coefficients, each coefficient representing the eligibility or not of the corresponding state, each coefficient a value if the state is eligible or another value if the state is not not eligible.
    The Rank dls stt ranking and the list of eligible Driv dls avl states are first linked to find the optimal kinematic chain state Optdls corresponding to the eligible kinematic chain state in Driv dls avl having the most coefficient low and therefore a priority in the sense of the Rank dls stt ranking.
    To achieve this, during a first sub-step la, we define a new Optdrivdls classification having the same structure as the Rank dls stt classification and in which we copy the X coefficients of the Rank dls stt classification of the states not eligible in Driv dls avl, with a value X + l, the other coefficients being copied without change.
    In a second substep 1b, the lowest coefficient is then determined among the new Opt driv dls classification.
    The state of the associated kinematic chain is then determined, the lowest coefficient being associated with a state described in the list of eligible Drivdlsavl states. This state of the associated kinematic chain is then called the optimal kinematic chain state Optdls.
    The optimal kinematic chain state Opt dls thus obtained is the optimal kinematic chain state in terms of consumption, pollution control and comfort.
    The second step 2 consists in consolidating the optimal kinematic state Opt dls into a stable optimal target kinematic state Tgtdls for the gearbox.
    During a first sub-step 2a, it is determined whether the optimal kinematic state Opt dls changes. When this is the case, the origin of the change is determined.
    When the change in the optimal kinematic chain state Opt dls is due to a change in the ranking of the Rankdlsstt states, a first value, for example true, is assigned to a Boolean value for changing the Rankdlscge ranking, a second value, for example false to a boolean Drivdlscge approval change value.
    When the change in the optimal kinematic chain state Opt dls is due to a change in the list of viable states from a Driv dls avl approval point of view, a first value, for example true, is assigned to a Boolean value of change of approval Driv dls cge, and a second value, for example false, to a Boolean value for changing the Rank dls cge ranking.
    Optdlsold is called the optimal kinematic state preceding the change of the optimal kinematic state Opt dls. The Opt dls old state at time t is equal to the Opt dls state at the previous calculation time.
    Drivdlsavlold is called the list of kinematically viable kinematic states before the change of the optimal kinematic state Opt dls. The list of Driv dls avl old states at time t is equal to the list of Driv dls avl states at the previous calculation time.
    To achieve this, it is determined whether the previous optimal kinematic state Optdlsold was eligible before the change in the list of Drivdlsavlold states was observed and was no longer eligible when the change in the list of viable kinematic states d Drivdlsavl approval point of view or if the optimal kinematic chain state Optdls was not eligible before the observation of the change in the list of states Driv dls avl old and is at the time of the change in the list of states of kinematic chain viable from a Driv dls avl approval point of view.
    In such cases, it is determined that the change is due to the change in the list of viable states from a Driv dls avl approval point of view and not to the change in the ranking of Rankdlsstt states. The second value, for example false, is then assigned to the Boolean value for changing the Rankdlscge ranking, and the first value, for example true, to the Boolean value for changing the Drivdlscge approval.
    In the other cases, the first value, for example true, is then assigned to the boolean value for change in the Rank dls cge ranking, and the second value, for example false, to the boolean value for change in approval Driv dls cge.
    In a second sub-step 2b, the target state is defined which is stable and optimal in terms of consumption, depollution and agreement.
    In the case where the optimal kinematic chain state Opt dls changes and this is due to a change in the list of viable states from a Driv dls avl approval point of view (i.e. the Boolean value change of approval Driv dls cge takes a first value (for example true), it is determined that the target optimal kinematic chain state Tgtdls is equal to the optimal kinematic chain state Optdls, the approval constraints being priority.
    In the event that the optimal kinematic chain state Opt dls changes and this is due to a change in classification Rank dls stt (i.e. the Boolean value for change of classification ίο
    Rankdlscge takes a first value (for example true), we determine that the target optimal kinematic chain state Tgtdls is equal to the optimal kinematic chain state Optdls, then we start a countdown with a duration called Optcgetmr to count when the target drivetrain state of the BVtgtdls gearbox becomes equal to the target state Tgt dls.
    During this countdown, any change in the optimal kinematic chain state Opt dls is inhibited due to a change in the ranking of the Optdlsstt states, associated with the Boolean value for changing the Rank dls cge ranking. This limits changes in the target driveline state only for consumption or depollution reasons.
    At the end of this countdown, any change in the optimal kinematic state Opt dls due to a change in classification Opt dls stt is applied, so that the target kinematic state Tgt dls becomes equal to the optimal kinematic chain condition Opt dls. This change is followed by a new start of the countdown as soon as the target drivetrain state of the BV tgt dls gearbox becomes equal to the target state Tgt dls.
    During this countdown, any change in the optimal kinematic state Opt dls due to a change in the list of kinematic states viable from a Drivdlsavl approval point of view, associated with the boolean value of approval change Drivdlscge, is applied, so that the target kinematic state Tgt dls becomes equal to the optimal kinematic state Opt dls, the approval constraints having priority.
    An example illustrating the application of the method described above will now be presented in the context of a vehicle comprising six distinct kinematic chain states.
    The process begins with the first step 1.
    During the first substep la of the first step 1, we receive as input the classification of kinematic chain states Rankdlsstt with a value corresponding to [3 1 5 4 2 6] and the list of viable states of a point Driv dls avl approval viewpoint with a value corresponding to [1 0 1 1 1 0], the value 1 corresponding to an “eligible” status for the state concerned, the value 0 corresponding to an “ineligible” status for the state concerned.
    In the example of value Drivdlsavl, states 2 and 6 of the kinematic chain are ineligible, a new classification of viable states is determined from an accreditation point of view Optdrivdls in which we copy the coefficients of the classification of kinematic chain states Rankdlsstt having an “eligible” stat in the list of viable states from an Driv dls avl approval point of view, and we assign to the coefficients of the classification of kinematic chain states Rank dls stt having a “ineligible” stat in the list of viable states from a Driv dls avl approval point of view, the value X + l, the value X corresponding to the number of states of the kinematic state chain. Here, the kinematic state chain includes six states, the coefficients of the ineligible states are changed to be equal to the value seven.
    At the end of the first sub-function la, the new classification of the viable states from an approval point of view thus obtained is issued. Opt driv dls equal to the value [3 7 5 4 2 7],
    During the second substep 1b of the first step 1, the new classification of the viable states is analyzed from an Opt driv dls approval point of view, in order to determine the lowest coefficient. In the example given above, the lowest coefficient of the new Opt driv dls classification is the value 2 located in fifth position, which corresponds to the kinematic state 5.
    At the end of the second substep 1b, the optimal kinematic chain state Optdls is thus emitted which is equal to state 5.
    The process continues with the second step 2.
    During the first sub-step 2a of the second step 2, we receive as input the list of kinematic chain states viable from a Drivdlsavl approval point of view and the optimal kinematic state Opt dls in terms of consumption, depollution and approval. We then determine the state of the optimal kinematic chain preceding Optdlsold and the Drivdlsavlold list.
    If the optimal kinematic chain state Optdls is not viable in the Drivdlsavlold list before changing the optimal kinematic chain state Opt dls and is viable in the list in the Drivdlsavl list after changing the chain state optimal kinematics Opt dls or if the previous optimal kinematic chain state Optdlsold is viable in Driv dls avl old before the change of the optimal kinematic chain state Opt dls and not viable in Driv dls avl after the change of state Optimal kinematic chain Opt dls, it is determined that the change in the state of optimal kinematic chain Optdls is then due to the change in Drivdlsavl. The boolean value for changing Drivdlscge approval then takes a first value, for example true and boolean value for changing the Rankdlscge ranking takes a second value, for example false.
    If the optimal kinematic state Opt dls and the previous optimal kinematic state Opt dls old are viable in the Drivdlsavlold list before changing the optimal kinematic state Opt dls and viable in the Driv dls avl list after the change in the optimal kinematic chain state Opt dls, it is determined that the change in the optimal kinematic chain state Opt dls is then due to the change in the classification Optdlsstt. The boolean value for changing Rank dls cge takes a first value, for example true, and the boolean value for changing Driv dls cge approval takes a second value, for example false.
    During the second sub-step 2b of the second step 2, we receive as input the optimal kinematic chain state Opt dls, the Boolean value for classification change Rank dls cge and the Boolean value for change in approval Driv dls cge and the target state of the BVtgtdls gearbox.
    We now refer to FIG. 3, representing a timing diagram of the operation of the second sub-step 2b.
    At a time tl, there is a change in the state of the optimal kinematic chain Opt dls accompanied by a change in the Boolean value of change in Drivdlscge agreement from a second to a first value. It is then determined that the change in the optimal kinematic chain state Optdls is and due to the change in the list of viable states from an approval point of view. We then order the optimal target state Tgtdls so that it is equal to the optimal kinematic chain state Opt dls.
    At a time t2, there is again a change in the state of the optimal kinematic chain Opt dls accompanied by a change in the Boolean value of change in Drivdlscge agreement from a second to a first value. It is then determined that the change in the optimal kinematic chain state Opt dls is and is due to the change in the list of viable states from an approval point of view. The optimal target state Tgt dls is then controlled so that it is equal to the optimal kinematic chain state Opt dls.
    At a time t3, there is again a change in the state of the optimal kinematic chain Opt dls accompanied by a change from the Boolean value for change in Rankdlscge classification from a second to a first value. It is then determined that the change in the optimal kinematic chain state Opt dls is and due to the change in the classification of the states. The optimal target state Tgt dls is then controlled so that it is equal to the optimal kinematic chain state Opt dls.
    At a time t4, it is observed that the target state of the gearbox BVtgtdls becomes equal to the optimal target state Tgt dls. As this change occurs after a change in the optimal kinematic state Opt dls accompanied by a change in the Boolean value of change in the Rank dls cge ranking from a second to a first value, we start a Timer countdown.
    At a time t5, during the Timer countdown, there is a change in the optimal kinematic state Optdls accompanied by a change in the Boolean value for change in the Rank dls cge ranking from a second to a first value. It is then determined that the change in the optimal kinematic chain state Optdls is due to the change in the classification of the states. The optimal target state Tgtdls is maintained at its current value so as not to change again for reasons of consumption or depollution. The optimal kinematic chain state Optdls is memorized.
    At a time t6, the Timer countdown ends. The optimal target state Tgt dls is then controlled so that it is equal to the optimal kinematic chain state Opt dls stored at time t5.
    At a time t7, it is determined that the target state of the gearbox BVtgtdls becomes equal to the optimal target state Tgt dls. As this change occurs after a change in the optimal kinematic state Opt dls accompanied by a change in the Boolean value of change in Rankdlscge ranking from a second to a first value, we start a Timer countdown.
    At a time t8, during the Timer countdown, there is a change in the optimal kinematic state Optdls accompanied by a change in the Boolean value for change in the Rank dls cge ranking from a second to a first value. It is then determined that the change in the optimal kinematic chain state Opt dls is due to the change in the classification of the states. The optimal target state Tgt dls is maintained at its current value so as not to change again for reasons of consumption or depollution. We store the optimal kinematic state Optdls
    At a time t9, during the Timer countdown, there is a change in the optimal kinematic state Optdls accompanied by a change in the Boolean value for change in the Rank dls cge ranking from a second to a first value. It is then determined that the change in the Opt dls state is due to the change in the classification of the states. The optimal target state Tgt dls is maintained at its current value so as not to change again for reasons of consumption or depollution. The optimal kinematic chain state Optdls is stored in place of the optimal kinematic chain state Opt dls stored at time t8.
    It should be noted that the optimal kinematic chain state Opt dls then becomes equal to Tgtdls. The change of the optimal kinematic state Opt dls at time t8 has no impact on the optimal target state Tgt dls.
    At a time t10, there is a change in the state of the optimal kinematic chain Opt dls accompanied by a change in the Boolean value for change in Rankdlscge classification from a second to a first value. It is then determined that the change in the optimal kinematic chain state Opt dls is and due to the change in the classification of the states. The optimal target state Tgt dls is then controlled so that it is equal to the optimal kinematic chain state Opt dls.
    At a time tll, it is observed that the target state of the gearbox BVtgtdls becomes equal to the optimal target state Tgt dls. As this change occurs after a change in the optimal kinematic state Opt dls accompanied by a change in the Boolean value of change in the Rank dls cge ranking from a second to a first value, we start a Timer countdown.
    At a time 112, during the Timer countdown, there is a change in the optimal kinematic state Opt dls accompanied by a change in the Boolean value of change in Drivdlscge approval from a second to a first value. It is then determined that the change in the optimal kinematic chain state Opt dls is and is due to the change in the list of viable states from an approval point of view. The optimal target state Tgt dls is then controlled so that it is equal to the optimal kinematic chain state Opt dls, despite the fact that the countdown has not ended. Indeed, the change is due to approval which makes it a priority.
    权利要求:
    Claims (4)
    [1" id="c-fr-0001]
    1. A method of controlling an automatic transmission for a motor vehicle, the automatic transmission comprising at least two distinct kinematic chain states, the vehicle comprising an energy management law and an adaptive ratio control, characterized in that '' it includes the following stages: a classification of the kinematic chain states is determined in terms of pollution control and consumption efficiency via the energy management law a list of viable kinematic chain states is determined an approval point of view by means of the adaptive ratio control, an optimum kinematic state is determined corresponding to the eligible kinematic state in the list of viable kinematic states and having priority in the sense of the classification of states kinematic chain, the optimal kinematic chain state is consolidated into a state optimal target kinematic chain stable for the gearbox according to the target kinematic state of the gearbox.
    [2" id="c-fr-0002]
    2. Control method according to the preceding claim, in which, to determine the optimal kinematic state, a new classification is defined having the same structure as the classification of kinematic states, among the coefficients of the classification of states, determines the ineligible states in the list, and for these coefficients, we assign, in the new classification, a value equal to the number of coefficients of the classification of states incremented by one, and, for the other coefficients of the new classification, we recopy the coefficients of the classification of the eligible states in the list of viable kinematic chain states, we determine the lowest coefficient among the coefficients of the new classification, we determine the state of the optimal kinematic chain as the kinematic chain state described in the list of viable kinematic chain states associated with the lowest coefficient among the coefficients of the new classification.
    [3" id="c-fr-0003]
    3. Control method according to any one of the preceding claims, in which it is determined whether the optimal kinematic state changes, when this is the case, the optimal kinematic state is stored before the change in optimal kinematic chain state, the list of kinematic chain states viable from an approval point of view is memorized before the change of the optimal kinematic chain state, it is determined whether the previous optimal kinematic chain state was eligible in the previous viable kinematic chain state list and no longer in the viable kinematic state list, it is also determined whether the optimal kinematic state was not eligible in the previous viable kinematic state list and it is in the list of viable kinematic chain states, if this is the case, it is determined that the change is due to change of the list of viable kinematic chain states and not the change of the classification of kinematic chain states, and a first value is assigned to the boolean value of change of approval and a second value to the boolean value of change of classification , if this is not the case, a first value is assigned to the Boolean value for changing the classification, and a second value to the Boolean value for changing the approval.
    [4" id="c-fr-0004]
    4. Control method according to any one of the preceding claims, in which, to determine the state of the optimal target stable kinematic chain, the following steps are carried out:
    if the boolean change of agreement value takes a first value, it is determined that the target optimal kinematic state is equal to the optimal kinematic state, if the boolean value of classification change takes a first value, we determines that the target kinematic state is equal to the optimal kinematic state, then a countdown of a named duration is started from the moment the target kinematic state of the transmission speeds becomes equal to the target state, during this countdown, any change in the optimal kinematic chain state is inhibited due to a change in the classification of states, associated with the Boolean value of classification change, at the end of this countdown, any change in the optimal kinematic state due to a change in classification is applied, so that the kinematic state target becomes equal to the optimal kinematic state, then starts a new countdown as soon as the target kinematic state of the gearbox becomes equal to the target state, during this countdown, any change the optimal kinematic state due to a change in the list of viable kinematic states associated with the boolean change of agreement value is applied, so that the target kinematic state becomes equal to the state optimal kinematic chain, the approval constraints being priority.
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    DE102021120561A1|2022-02-17|Hybrid vehicle with optimized transmission control during regenerative braking
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    JP5761040B2|2015-08-12|Vehicle control device
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    EP1310401A1|2003-05-14|Method for downshifting an automatised gearbox
    FR3082267A1|2019-12-13|METHOD FOR SELECTING A CINEMATIC CHAIN STATE TARGET FOR AUTOMATIC TRANSMISSION
    FR3058974A1|2018-05-25|METHOD FOR PRODUCING THE TORQUE SET FOR A HYBRID VEHICLE MOTOR POWERTRAIN
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    同族专利:
    公开号 | 公开日
    EP3299236A1|2018-03-28|
    FR3056529B1|2019-09-27|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102006009589A1|2006-03-02|2007-09-06|Zf Friedrichshafen Ag|Method for controlling an automatic transmission and transmission control device with consumption map determining device|
    EP2218945A2|2009-02-13|2010-08-18|Magneti Marelli S.p.A.|Identification method of the optimal gear for a transmission of a vehicle|
    DE102010008695A1|2010-02-19|2011-08-25|FEV Motorentechnik GmbH, 52078|Method for controlling operating point of hybrid drive system of vehicle, involves calculating cost function of basic concept of optimization criterion corresponding to driver desire torque|
    EP2611663A1|2010-09-04|2013-07-10|Jaguar Cars Ltd|Controller and method of control of a hybrid electric vehicle|
    FR3082267B1|2018-06-08|2020-05-29|Renault S.A.S|METHOD FOR SELECTING A CINEMATIC CHAIN STATE TARGET FOR AUTOMATIC TRANSMISSION|
    FR3091837B1|2019-01-17|2020-12-18|Renault Sas|PROCESS FOR CHECKING THE STARTING OF A THERMAL ENGINE IN A HYBRID POWERTRAIN UNIT|
    FR3098269B1|2019-07-04|2021-05-28|Renault Sas|Method of controlling the target of a vehicle automatic transmission|
    法律状态:
    2017-09-28| PLFP| Fee payment|Year of fee payment: 2 |
    2018-03-30| PLSC| Search report ready|Effective date: 20180330 |
    2018-09-24| PLFP| Fee payment|Year of fee payment: 3 |
    2019-09-26| PLFP| Fee payment|Year of fee payment: 4 |
    2020-09-14| PLFP| Fee payment|Year of fee payment: 5 |
    2021-09-21| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1659080A|FR3056529B1|2016-09-27|2016-09-27|METHOD FOR CONTROLLING AUTOMATIC TRANSMISSION FOR MOTOR VEHICLE|
    FR1659080|2016-09-27|FR1659080A| FR3056529B1|2016-09-27|2016-09-27|METHOD FOR CONTROLLING AUTOMATIC TRANSMISSION FOR MOTOR VEHICLE|
    EP17177500.0A| EP3299236A1|2016-09-27|2017-06-22|Method for controlling an automatic transmission for a motor vehicle|
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