FR2935125A1 - Free wheel mode managing system for e.g. hybrid vehicle, has activation unit activating free wheel mode on action exerted by driver, where activation unit stops heat engine of motor vehicle and uncouples wheel driving device from engine - Google Patents
Free wheel mode managing system for e.g. hybrid vehicle, has activation unit activating free wheel mode on action exerted by driver, where activation unit stops heat engine of motor vehicle and uncouples wheel driving device from engine Download PDFInfo
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- FR2935125A1 FR2935125A1 FR0855690A FR0855690A FR2935125A1 FR 2935125 A1 FR2935125 A1 FR 2935125A1 FR 0855690 A FR0855690 A FR 0855690A FR 0855690 A FR0855690 A FR 0855690A FR 2935125 A1 FR2935125 A1 FR 2935125A1
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- 230000009471 action Effects 0.000 title claims abstract description 16
- 230000004913 activation Effects 0.000 title claims abstract description 10
- 230000003213 activating effect Effects 0.000 title claims abstract description 7
- 238000001514 detection method Methods 0.000 claims description 2
- 239000000446 fuel Substances 0.000 description 6
- 230000009849 deactivation Effects 0.000 description 4
- 238000005096 rolling process Methods 0.000 description 4
- 239000007858 starting material Substances 0.000 description 4
- 230000007935 neutral effect Effects 0.000 description 3
- 210000000056 organ Anatomy 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000009931 harmful effect Effects 0.000 description 1
- 230000036541 health Effects 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
- B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
SYSTEME DE GESTION D'UN MODE ROUE LIBRE D'UN VEHICULE AUTOMOBILE A MOTEUR THERMIQUE [0001 ] La présente invention concerne un système de gestion d'un mode roue libre d'un véhicule automobile à moteur thermique. [0002] L'invention trouve une application particulièrement avantageuse dans le domaine de la réduction de la consommation de carburant des véhicules automobiles à moteur thermique. [0003] Aujourd'hui, de nombreuses études menées par les industriels de l'automobile portent sur l'adaptation des véhicules à moteur thermique aux nouveaux standards définis en matière de protection de l'environnement. La réduction de la consommation en carburant est un des premiers objectifs visés puisqu'elle permet de limiter les émissions de gaz polluants dont on connaît bien les effets néfastes sur la santé et le climat. [0004] C'est dans cette perspective qu'a été développé en particulier le système connu sous le nom de Stop and Start d'arrêt et de redémarrage automatiques du moteur thermique. Lorsqu'un véhicule équipé 1s d'un tel système s'immobilise, à un feu rouge par exemple, le moteur thermique est automatiquement arrêté. Puis, sur une action déterminée du conducteur du véhicule, comme une pression sur la pédale d'accélérateur, le moteur thermique est redémarré au moyen d'une machine électrique réversible appelé aussi alterno-démarreur. 20 [0005] On comprend facilement l'économie de carburant et la réduction de pollution réalisées du fait que le moteur thermique est complètement arrêté au lieu de tourner au ralenti, comme c'est le cas pour la plupart des véhicules actuels, dépourvus du système Stop and Start . [0006] Afin de prolonger les avantages du système Stop and Start au-delà des seuls arrêts du véhicule dont la fréquence n'est vraiment significative qu'en milieu urbain, il a été proposé des systèmes équivalents permettant d'arrêter le moteur thermique alors que le véhicule se trouve en situation de roulement. [0007] En particulier, la demande internationale n° W02007/112233 décrit un système de ce type qui arrête automatiquement le moteur thermique io lorsque le véhicule n'a plus besoin de traction, sur une route en descente notamment. La rotation de l'arbre du moteur est maintenue au moyen de l'alterno-démarreur des véhicules qui en sont équipés ou du moteur électrique des véhicules hybrides. De cette manière les accessoires consommateurs d'électricité peuvent continuer à être alimentés. Le moteur 15 thermique est redémarré dès qu'une demande d'accélération est détectée. [0008] Cependant, ce système connu présente l'inconvénient de ne s'appliquer qu'à des véhicules hybrides ou à ceux équipés d'un alternodémarreur, ce qui est loin de couvrir aujourd'hui la majorité des véhicules produits. D'autre part, il s'agit d'un système fonctionnant de manière 20 automatique qui interdit au conducteur de pouvoir gérer lui-même les conditions dans lequelles l'arrêt du moteur thermique en situation de roulement et son redémarrage sont opportuns. [0009] Aussi, un but de la présente invention est de proposer un système de gestion d'un mode roue libre d'un véhicule automobile à moteur 25 thermique, qui pourrait être implémenté dans tout type de véhicules et qui laisserait au conducteur une totale liberté d'intervention quant à sa mise en oeuvre. [0010 ] Ce but est atteint, selon la présente invention, du fait que ledit système comprend des moyens d'activation dudit mode roue libre sur une première action exercée par un conducteur du véhicule, lesdits moyens d'activation étant aptes à arrêter le moteur thermique et à découpler dudit moteur thermique le dispositif d'entraînement des roues du véhicule. [0011 ] Ainsi, le système selon l'invention permet l'arrêt complet du moteur thermique en phase de roulement du véhicule grâce au passage en mode roue libre , le dispositif d'entraînement des roues se trouvant alors découplé du moteur par passage automatique au point mort de la boîte de vitesses ou en position débrayée de l'embrayage. [0012] Ce mode de fonctionnement est beaucoup plus simple que celui proposé dans la demande internationale précitée où, au contraire, les roues restent couplées à l'arbre du moteur, lequel est maintenu en rotation au moyen d'un moteur auxiliaire, que ce soit l'alterno-démarreur d'un véhicule is équipé de la fonction Stop and Start ou le moteur électrique d'un véhicule hybride. [0013] A l'inverse, le système selon l'invention, basé en particulier sur le découplage des roues et du moteur, peut être implanté sur tout véhicule moteur thermique, et ceci à moindre coût. 20 [0014] En pratique, l'invention exploite au mieux l'énergie cinétique acquise par le véhicule en roulement ainsi que son énergie potentielle sur une route en pente. On observe en effet que dans 20% des cas, le véhicule n'a pas besoin du moteur pour avancer, notamment lorsque la chaussée est en pente ou à l'approche d'un feu rouge, d'un stop ou d'un cédé de passage. 25 [0015] Ce sont ces 20% que l'invention cherche à valoriser en termes d'économie de carburant et donc de réduction de la pollution. [0016] Par ailleurs, et contrairement au système connu, le conducteur a la possibilité d'activer le mode roue libre à sa propre initiative, et non de manière automatique, par une action appropriée. Le conducteur dispose donc d'un moyen de pouvoir gérer des conditions d'utilisation imprévisibles par les systèmes automatiques, comme, par exemple, pouvoir se mettre en roue libre à mi-chemin d'une côte en sachant qu'elle est suivie d'une descente. De plus, l'agrément de conduite est augmenté par la sensation pour le conducteur de maîtriser davantage son véhicule, d'avoir plus de fonctionnalités et de pouvoir plus facilement optimiser la consommation en carburant. [0017] Afin de compenser l'arrêt de l'alternateur consécutif à l'arrêt du moteur thermique, il est prévu que le système de gestion selon l'invention comprend des moyens de maintien de fonctions d'assistance à la conduite du véhicule lorsque le mode roue libre est activé. [0018] A titre d'exemples, lesdites fonctions d'assistance sont des fonctions d'assistance de freinage, à savoir freinage et anti-blocage des roues (ABS), et/ou d'assistance à la direction, comme la direction assistée et la correction de trajectoire (ESP). [0019] S'agissant de la désactivation du mode roue libre préalablement activé par le conducteur, il est proposé que le système conforme à l'invention comprend des premiers moyens de désactivation du mode roue libre aptes à redémarrer le moteur thermique sur une deuxième action exercée par le conducteur du véhicule. [0020] Dans ce cas, pour débrayer le mode roue libre , le conducteur effectue ladite deuxième action, comme par exemple appuyer sur des moyens de désactivation constitués par un bouton de commande situé sur la planche de bord du véhicule. En réponse à cette action, le moteur thermique redémarre. Le conducteur enclenche alors une vitesse pour reprendre en main la conduite de son véhicule. [0021] L'invention prévoit en outre des seconds moyens de désactivation du mode roue libre aptes à redémarrer automatiquement le moteur thermique sur détection d'un niveau de sécurité d'organes du véhicule inférieur à un seuil donné. [0022] En d'autres termes, si la sécurité du véhicule et de ses passagers n'est pas assurée alors que le mode roue libre est activé, les seconds moyens de désactivation sont automatiquement enclenchés pour io redémarrer le moteur thermique. [0023] En particulier, ledit niveau de sécurité est le niveau de tension de la batterie du véhicule. En effet, le moteur thermique étant arrêté, la batterie se trouve être alors la seule source d'énergie capable d'alimenter en courant électrique les organes sensibles du véhicule, comme les organes de ls freinage et d'assistance de direction. [0024] La description qui va suivre en regard du dessin annexé, donné à titre d'exemple non limitatif, fera bien comprendre en quoi consiste l'invention et comment elle peut être réalisée. [0025] La figure 1 est un organigramme de fonctionnement d'un système de 20 gestion du mode roue libre conforme à l'invention. [0026] Sur la figure 1 est représenté un schéma montrant le fonctionnement d'un système de gestion d'un mode roue libre d'un véhicule automobile à moteur thermique. [0027] Dans le cadre de l'invention, on entend par mode roue libre un 25 mode de fonctionnement particulier du véhicule dans lequel le moteur thermique est arrêté et le dispositif d'entraînement des roues découplé du moteur, les roues du véhicule pouvant tourner librement. [0028] Le moteur thermique étant en marche et le véhicule roulant de manière habituelle, c'est-à-dire entraîné par le moteur, le conducteur a la possibilité, quand il le désire, d'activer le mode roue libre , dans une descente par exemple ou lorsqu'il sait qu'il devra arrêter son véhicule à relativement bref délai, notamment à l'approche d'un feu rouge. [0029] Pour cela, le conducteur doit effectuer une première action apte à solliciter des moyens d'activation du mode roue libre . Cette action peut être celle d'appuyer sur un bouton de commande prévu à cet effet sur la planche de bord du véhicule par exemple, ou encore de prononcer un mot ou un ensemble de mots susceptible d'être compris comme un ordre d'activation du mode roue libre par une commande vocale installée dans le véhicule. [0030] Dès que le mode roue libre est ainsi activé, le moteur thermique est arrêté en coupant, par exemple, l'arrivée du carburant, et le dispositif d'entraînement des roues est automatiquement découplé du moteur en plaçant la boîte de vitesse au point mort ou en position neutre , ou encore en amenant l'embrayage en position débrayée. Toutes ces opérations peuvent être réalisées au moyen d'actionneurs électromécaniques appropriés connus de l'homme du métier. [0031] Le véhicule étant en mode roue libre , il est prévu de maintenir actives les fonctions d'assistance à la conduite du véhicule, telles que les fonctions d'assistance de freinage et les fonctions d'assistance de direction. The present invention relates to a system for managing a freewheel mode of a motor vehicle with a heat engine. BACKGROUND OF THE INVENTION The invention finds a particularly advantageous application in the field of reducing the fuel consumption of motor vehicles with a heat engine. [0003] Today, numerous studies carried out by the automobile industry concern the adaptation of the thermal engine vehicles to the new standards defined in terms of environmental protection. The reduction of fuel consumption is one of the first objectives, since it limits the emission of gaseous pollutants whose harmful effects on health and climate are well known. It is in this perspective that has been developed in particular the system known as Stop and Start automatic shutdown and restart of the engine. When a vehicle equipped with such a system stops, at a red light for example, the engine is automatically stopped. Then, on a determined action of the driver of the vehicle, such as a pressure on the accelerator pedal, the engine is restarted by means of a reversible electric machine also called alternator-starter. [0005] It is easy to understand the fuel economy and pollution reduction achieved by the fact that the engine is completely stopped instead of idling, as is the case with most current vehicles without the system. Stop and Start. In order to extend the advantages of the Stop and Start system beyond the only stops of the vehicle whose frequency is really significant in urban areas, it has been proposed equivalent systems to stop the engine then heat the vehicle is in a rolling situation. In particular, the international application No. WO2007 / 112233 describes a system of this type which automatically stops the engine io when the vehicle no longer needs traction on a downhill road in particular. The rotation of the motor shaft is maintained by means of the alternator-starter of the vehicles which are equipped with it or the electric motor of the hybrid vehicles. In this way the electricity consuming accessories can continue to be powered. The thermal engine is restarted as soon as an acceleration request is detected. However, this known system has the disadvantage of only apply to hybrid vehicles or those equipped with an alternator starter, which is far from covering today the majority of vehicles produced. On the other hand, it is a system operating automatically which prohibits the driver to be able to manage itself the conditions in which the stopping of the engine in rolling and restarting are appropriate. [0009] Also, an object of the present invention is to propose a management system of a freewheel mode of a motor vehicle with a thermal engine, which could be implemented in any type of vehicle and which would leave the driver a total freedom of intervention as to its implementation. This object is achieved, according to the present invention, because said system comprises means for activating said freewheel mode on a first action exerted by a driver of the vehicle, said activation means being able to stop the engine. and disconnecting from said engine the drive device of the vehicle wheels. Thus, the system according to the invention allows the complete shutdown of the engine during the rolling phase of the vehicle through the passage in freewheel mode, the wheel drive device then being decoupled from the engine by automatic switch to neutral position of the gearbox or disengaged position of the clutch. This mode of operation is much simpler than that proposed in the aforementioned international application where, conversely, the wheels remain coupled to the motor shaft, which is rotated by means of an auxiliary motor, that this either the alternator-starter of a vehicle is equipped with the Stop and Start function or the electric motor of a hybrid vehicle. Conversely, the system according to the invention, based in particular on the decoupling of the wheels and the engine, can be implanted on any thermal engine vehicle, and this at lower cost. In practice, the invention makes the best use of the kinetic energy acquired by the rolling vehicle as well as its potential energy on a sloping road. It is observed that in 20% of cases, the vehicle does not need the engine to advance, especially when the road is sloping or approaching a red light, a stop or a cede of passage. It is these 20% that the invention seeks to enhance in terms of fuel economy and therefore reduction of pollution. Moreover, and unlike the known system, the driver has the ability to activate the freewheel mode on his own initiative, and not automatically, by an appropriate action. The driver thus has a means to be able to manage unpredictable conditions of use by the automatic systems, as, for example, to be able to coast freely halfway along a coast knowing that it is followed by downhill. In addition, the driving pleasure is enhanced by the driver feeling more control over his vehicle, having more features and being able to more easily optimize fuel consumption. In order to compensate for the stopping of the alternator following the stopping of the engine, it is provided that the management system according to the invention comprises means for maintaining assistance functions for driving the vehicle when the freewheel mode is activated. As examples, said assistance functions are braking assistance functions, namely braking and anti-lock wheels (ABS), and / or assistance to the management, such as power steering. and the course correction (ESP). Regarding the deactivation of the freewheel mode previously activated by the driver, it is proposed that the system according to the invention comprises first means of deactivating the freewheel mode able to restart the engine on a second action exercised by the driver of the vehicle. In this case, to disengage the freewheel mode, the driver performs said second action, such as for example press the disabling means constituted by a control button located on the dashboard of the vehicle. In response to this action, the engine restarts. The driver then engages a speed to resume control of the driving of his vehicle. The invention further provides second means for deactivating the freewheel mode capable of automatically restarting the engine on detection of a vehicle organ security level below a given threshold. In other words, if the safety of the vehicle and its passengers is not ensured while the freewheel mode is activated, the second deactivation means are automatically engaged to restart the engine. In particular, said level of security is the voltage level of the vehicle battery. As the heat engine is stopped, the battery is then the only source of energy capable of supplying electrical power to the sensitive components of the vehicle, such as the braking and steering assistance components. The following description with reference to the accompanying drawing, given by way of non-limiting example, will explain in what the invention is and how it can be achieved. [0025] FIG. 1 is an operating flow chart of a freewheel management system according to the invention. In Figure 1 is shown a diagram showing the operation of a management system of a freewheel mode of a motor vehicle with a heat engine. In the context of the invention, by freewheeling mode is meant a particular operating mode of the vehicle in which the engine is stopped and the wheel drive device decoupled from the engine, the wheels of the vehicle being able to rotate. freely. With the engine running and the vehicle traveling in the usual manner, that is to say driven by the engine, the driver has the possibility, when he wants, to activate the freewheel mode, in a descent for example or when he knows that he will have to stop his vehicle in a relatively short time, especially when approaching a red light. For this, the driver must perform a first action adapted to solicit activation means freewheel mode. This action can be that of pressing a command button provided for this purpose on the dashboard of the vehicle for example, or to pronounce a word or a set of words that can be understood as an activation order of the freewheel mode by a voice command installed in the vehicle. As soon as the freewheel mode is thus activated, the heat engine is stopped by cutting, for example, the arrival of the fuel, and the wheel drive device is automatically decoupled from the engine by placing the gearbox at neutral or in the neutral position, or by bringing the clutch into the disengaged position. All these operations can be performed by means of appropriate electromechanical actuators known to those skilled in the art. The vehicle is in freewheel mode, it is expected to keep active assistance functions for driving the vehicle, such as braking assistance functions and steering assistance functions.
En effet, ces fonctions sont des fonctions de sécurité généralement assurées par l'énergie électrique fournie par l'alternateur. Or, en mode roue libre , l'alternateur n'étant plus entraîné par le moteur thermique, il est préférable de pouvoir disposer de moyens destinés à maintenir ces fonctions. [0032] Les fonctions d'assistance de freinage peuvent concerner le freinage lui-même et, dans ce cas, les moyens de maintien sont constitués par une pompe à vide entraînée par un moteur électrique alimentée par la batterie, ou encore par des freins électriques, la batterie servant de réserve de puissance. On peut aussi prévoir une réserve de pression ou dépression plus importante. [0033] L'assistance de freinage peut également concerner le système d'anti- io blocage des roues (ABS). Le maintien de cette fonction est assuré par la gestion électronique de commande du bloc de distribution de liquide de frein ou en pilotant directement les freins électriques. [0034] Les fonctions d'assistance de direction sont la direction assistée proprement dite et la correction de trajectoire (ESP). La direction assistée 15 peut être maintenue en mode roue libre par une pompe hydraulique entraînée par un moteur électrique alimenté par la batterie ou par l'assistance électrique d'un motovérin. On peut là aussi prévoir une réserve de pression plus importante. Le maintien de la fonction correction de trajectoire est assuré de la même manière que la fonction d'antiblocage des 20 roues. [0035] Comme l'indique la figure 1, le niveau de sécurité d'organes du véhicule est contrôlé en permanence de sorte à pouvoir désactiver automatiquement le mode roue libre dès que ce niveau devient inférieur à un seuil donné. Dans ce cas, des moyens de désactivation sont mis en 25 oeuvre consistant à détecter le franchissement du seuil et redémarrer le moteur thermique. [0036] L'organe concerné peut être la batterie, dont on a vu qu'elle joue un rôle primordial dans le maintien des fonctions d'assistance. Dès que le niveau de la batterie devient inférieur au niveau de sécurité, de 12,5 V par exemple, le moteur thermique est automatiquement remis en marche. [0037] Le niveau de sécurité peut être également le niveau de pression ou de dépression du circuit de freinage, ou encore le niveau de pression du circuit d'assistance à la direction. [0038] A tout moment, le conducteur du véhicule a la possibilité de choisir de quitter le mode roue libre après l'avoir activé. io [0039] Pour cela, il doit effectuer une action sur des moyens de désactivation qui peuvent être les mêmes que les moyens d'activation, à savoir le bouton de commande ou la commande vocale mentionnés plus haut. Mais il peut aussi appuyer sur la pédale d'accélérateur ou la pédale d'embrayage, ces actions étant interprétées comme une demande de désactivation du mode 15 roue libre . [0040] A la suite de cette deuxième action, le moteur thermique est redémarré automatiquement. Comme l'activation du mode roue libre avait laissé le dispositif d'entraînement des roues découplé du moteur, le conducteur doit passer une vitesse de son choix pour retrouver les 20 conditions de conduite habituelles. Indeed, these functions are safety functions generally provided by the electrical energy provided by the alternator. However, in freewheel mode, the alternator is no longer driven by the engine, it is preferable to have means to maintain these functions. The braking assistance functions may relate to the braking itself and, in this case, the holding means are constituted by a vacuum pump driven by an electric motor powered by the battery, or by electric brakes. , the battery serving as power reserve. One can also provide a reserve pressure or greater depression. [0033] The braking assistance may also relate to the anti-lock wheel system (ABS). The maintenance of this function is ensured by the electronic control of the brake fluid distribution block or by directly controlling the electric brakes. [0034] The steering assistance functions are the actual power steering and the trajectory correction (ESP). The power steering 15 can be maintained in freewheel mode by a hydraulic pump driven by an electric motor powered by the battery or electric assistance of a motoverein. There can also be a greater pressure reserve. The maintenance of the trajectory correction function is ensured in the same way as the anti-lock function of the wheels. As indicated in Figure 1, the safety level of organs of the vehicle is continuously monitored so that it can automatically disable the freewheel mode as soon as this level falls below a given threshold. In this case, deactivation means are implemented consisting in detecting the crossing of the threshold and restarting the engine. The organ concerned may be the battery, which has been seen to play a vital role in maintaining the assistance functions. As soon as the battery level falls below the safety level, for example 12.5 V, the heat engine is automatically restarted. The level of safety can also be the level of pressure or vacuum of the braking circuit, or the pressure level of the steering assistance circuit. At any time, the driver of the vehicle has the option to choose to leave the freewheel mode after activating it. For this, it must perform an action on deactivation means which may be the same as the activation means, namely the command button or the voice command mentioned above. But it can also depress the accelerator pedal or the clutch pedal, these actions being interpreted as a request to deactivate the freewheel mode. Following this second action, the engine is restarted automatically. Since activation of the freewheel mode had left the wheel drive uncoupled from the engine, the driver must pass a speed of his choice to regain the usual driving conditions.
Claims (18)
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FR0855690A FR2935125B1 (en) | 2008-08-25 | 2008-08-25 | SYSTEM FOR MANAGING A FREE WHEEL MODE OF A MOTOR VEHICLE WITH A THERMAL MOTOR. |
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FR0855690A FR2935125B1 (en) | 2008-08-25 | 2008-08-25 | SYSTEM FOR MANAGING A FREE WHEEL MODE OF A MOTOR VEHICLE WITH A THERMAL MOTOR. |
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FR2935125A1 true FR2935125A1 (en) | 2010-02-26 |
FR2935125B1 FR2935125B1 (en) | 2011-03-04 |
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FR0855690A Expired - Fee Related FR2935125B1 (en) | 2008-08-25 | 2008-08-25 | SYSTEM FOR MANAGING A FREE WHEEL MODE OF A MOTOR VEHICLE WITH A THERMAL MOTOR. |
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
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EP2620339A1 (en) * | 2012-01-24 | 2013-07-31 | C.R.F. Società Consortile per Azioni | Control of a freewheel mode for a hybrid vehicle with engine off |
CN103269888A (en) * | 2010-12-29 | 2013-08-28 | 通用电气公司 | System and method for off-highway vehicle engine cranking |
FR3071796A1 (en) * | 2017-10-02 | 2019-04-05 | Psa Automobiles Sa | METHOD FOR MANAGING THE AUTHORIZATION TO ROLL A MOTOR VEHICLE WITH A STOPPER ENGINE |
US20230066751A1 (en) * | 2021-08-25 | 2023-03-02 | Denso Corporation | Accelerator pedal system |
US20230065963A1 (en) * | 2021-08-25 | 2023-03-02 | Denso Corporation | Accelerator pedal system |
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GB2116664A (en) * | 1982-03-11 | 1983-09-28 | Sachs Systemtechnik Gmbh | Coasting control device for a motor vehicle clutch |
US20040035618A1 (en) * | 2000-09-27 | 2004-02-26 | Georg Grassl | Drivetrain controller for a motor vehicle with at least two power units and a gear-box |
DE102005003608A1 (en) * | 2005-01-26 | 2006-08-03 | Zf Friedrichshafen Ag | Drivetrain operating method e.g. for vehicle, involves having propulsion engine such as internal combustion engine and torque converter such as automatic gearbox, or automated manual gearbox |
FR2890628A1 (en) * | 2005-09-13 | 2007-03-16 | Olivier Lhuillier | Vehicle control method comprises detecting when driver reduces acceleration , if no data requiring braking have been determined, saving energy by disconnecting engine from transmission, switching it off and putting transmission into neutral |
US20070124037A1 (en) * | 2004-12-01 | 2007-05-31 | Moran Brian D | Method of controlling engine stop-start operation for heavy-duty hybrid-electric and hybrid-hydraulic vehicles |
DE102006004080A1 (en) * | 2006-01-28 | 2007-08-02 | Zf Friedrichshafen Ag | Vehicle drive system includes auxiliary brake, e.g. hybrid module, control lever being moved from neutral position to position where auxiliary brake is applied or to free-wheeling position where engine is disconnected from drive wheels |
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- 2008-08-25 FR FR0855690A patent/FR2935125B1/en not_active Expired - Fee Related
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GB2116664A (en) * | 1982-03-11 | 1983-09-28 | Sachs Systemtechnik Gmbh | Coasting control device for a motor vehicle clutch |
US20040035618A1 (en) * | 2000-09-27 | 2004-02-26 | Georg Grassl | Drivetrain controller for a motor vehicle with at least two power units and a gear-box |
US20070124037A1 (en) * | 2004-12-01 | 2007-05-31 | Moran Brian D | Method of controlling engine stop-start operation for heavy-duty hybrid-electric and hybrid-hydraulic vehicles |
DE102005003608A1 (en) * | 2005-01-26 | 2006-08-03 | Zf Friedrichshafen Ag | Drivetrain operating method e.g. for vehicle, involves having propulsion engine such as internal combustion engine and torque converter such as automatic gearbox, or automated manual gearbox |
FR2890628A1 (en) * | 2005-09-13 | 2007-03-16 | Olivier Lhuillier | Vehicle control method comprises detecting when driver reduces acceleration , if no data requiring braking have been determined, saving energy by disconnecting engine from transmission, switching it off and putting transmission into neutral |
DE102006004080A1 (en) * | 2006-01-28 | 2007-08-02 | Zf Friedrichshafen Ag | Vehicle drive system includes auxiliary brake, e.g. hybrid module, control lever being moved from neutral position to position where auxiliary brake is applied or to free-wheeling position where engine is disconnected from drive wheels |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103269888A (en) * | 2010-12-29 | 2013-08-28 | 通用电气公司 | System and method for off-highway vehicle engine cranking |
EP2620339A1 (en) * | 2012-01-24 | 2013-07-31 | C.R.F. Società Consortile per Azioni | Control of a freewheel mode for a hybrid vehicle with engine off |
US8612108B2 (en) | 2012-01-24 | 2013-12-17 | C.R.F. Societa' Consortile Per Azioni | Entering and leaving a motor vehicle freewheel running condition with internal combustion engine off |
FR3071796A1 (en) * | 2017-10-02 | 2019-04-05 | Psa Automobiles Sa | METHOD FOR MANAGING THE AUTHORIZATION TO ROLL A MOTOR VEHICLE WITH A STOPPER ENGINE |
US20230066751A1 (en) * | 2021-08-25 | 2023-03-02 | Denso Corporation | Accelerator pedal system |
US20230065963A1 (en) * | 2021-08-25 | 2023-03-02 | Denso Corporation | Accelerator pedal system |
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