Classifications

• • 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
• • 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
• • 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
  • B60W10/101—Infinitely variable 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
  • B60W30/18—Propelling the vehicle
  • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
• • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
  • B60W30/18—Propelling the vehicle
  • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0001—Details of the control system
  • B60W2050/0002—Automatic control, details of type of controller or control system architecture
  • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
  • B60W2050/001—Proportional integral [PI] controller
• • 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
  • B60W2510/06—Combustion engines, Gas turbines
  • B60W2510/0638—Engine speed
• • 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
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/28—Wheel speed
• • 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
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/10—Accelerator pedal position
• • 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
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/30—Driving style
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0666—Engine torque

Definitions

• the present invention relates to a device and a method for controlling a powertrain for a vehicle.
• a type of powertrain for a vehicle which essentially comprises an engine, for example a heat engine, which is connected to the drive wheels of a vehicle via a transmission chain.
• a type of transmission called "infinitely variable transmission” has been developed which constitutes an improvement in continuously variable transmissions.
• An infinitely variable transmission allows the creation of an infinite transmission ratio.
• the transmission chain can remain engaged. This feature eliminates the converter which must usually be used on a continuously variable transmission and allows the vehicle to take off and stop.
• the choice of a value of said transmission ratio influences the choice of torque produced by the engine.
• patent EP-A1 -0.838.613 it has already been proposed to produce a module for calculating the two set parameters of the powertrain that are the engine torque and the transmission ratio for an infinitely variable transmission.
• the problem of stopping the vehicle and taking it off are resolved by applying simultaneous simultaneous corrections to the engine torque setpoint and to a coefficient determining the transmission ratio over the infinitely variable transmission.
• the document EP-A1 -0.838.613 describes a particular infinitely variable transmission structure.
• the present invention makes it possible to use the advantages of a command managing the different driving situations under predetermined constraints so as to ensure safe and pleasant driving for all types of vehicles. It makes it possible to adapt this command, especially when starting and stopping a vehicle whose powertrain has an infinitely variable transmission.
• the present invention relates to a device for controlling a powertrain of a vehicle of the type comprising:
• a motor controllable by an engine torque setpoint said engine being connected to the drive wheels by an infinitely variable transmission, controllable by a transmission ratio setpoint;
• the device of the invention is characterized in that it also includes:
• a module for determining a transmission ratio setpoint said module being connected to a control input of said infinitely variable transmission
• a module for determining a motor torque setpoint connected to a control input of said motor and in that said modules are independently connected to the outputs of the modules to interpret the intention of the driver and 'for detecting the vehicle surroundings.
• the device 'of the invention comprises a module calculating a base engine speed to determine a base desired value of transmission ratio, an output value is transmitted to a setpoint correction module transmission report base for producing said transmission report setpoint;
• the module for correcting the basic transmission ratio setpoint of the device of the invention comprises a correction module for determining a transverse dynamic correction using a predetermined transverse dynamic correction function, recorded in the form of a program recorded in a memory of the control device and executed by a calculation unit thereof;
• the correction module of the transmission ratio of base reference 'of the device of the invention includes a correction module for determining a dynamic correction characteristic of the infinitely variable transmission with a dynamic correction function tracttiq ue of infinitely variable predetermined transmissions, recorded in the form of a program recorded in a memory of the control device and executed by a calculation unit thereof.
• the invention also relates to a method for controlling a drive train of a vehicle of the type comprising a motor controllable by an engine torque setpoint, said engine being connected to the drive wheels by an infinitely variable transmission, controllable by a transmission ratio setpoint.
• the method consists, at each instant of operation of the powerplant: determining a vector of parameters of the environment of the vehicle and a vector of parameters of the interpretation of the driver's wishes;
• the method consists in successively determining a basic transmission ratio set value then a corrected transmission ratio set value.
• FIG. 1 is a block diagram of a control device according to a preferred embodiment of the invention.
• FIG. 2 is a block diagram of part of the device of Figure 1;
• FIG. 3 is a block diagram of part of the device of Fig ure 2;
• - Figure 4 is a block diagram of part of the device of Figure 3;
• - Figure 5 is a block diagram of part of the device of Figure 3;
• FIG. 1 there is shown the block diagram of a preferred embodiment of a device implementing the control method of the invention.
• the device of the invention comprises:
• Each of the modules 12 and 13 is connected to the output terminals of the module 1 for interpreting the driver's wishes and of the module 3 for detecting the environment of the vehicle. According to an essential characteristic of the invention, these two modules 12 and 13 work independently of one another. This avoids having to resolve a possible conflict between the choice of an engine torque control and the choice of a transmission ratio on an infinitely variable transmission. This separation of the two chains for choosing the powertrain control parameters makes it possible to envisage the same control processor (or control device) for vehicles comprising different powertrains (groups) or for the same vehicle, groups powertrains not all having the same infinitely variable transmission.
• the module 13 includes an output terminal which transmits an engine torque setpoint signal which is connected to an input 14 of the actuators of the drive motor 16 of the vehicle.
• the module 12 for determining the transmission setpoint has an output terminal 12c which is connected to a command or setpoint input device 15 of the infinitely variable transmission 17 connected to the drive motor 16 which equips the g drive train of the vehicle of the invention and which is itself mechanically connected to the wheels 18 driving the vehicle.
• the mod ule 12 for determining the transmission setpoint receives, on a first input terminal 12a, a vector / representative of the interpretation of the driver's wishes. It receives, on a second first input terminal 12b, a vector D representative of ra detection of the environment of the vehicle.
• the vectors / and D produced respectively by the modules 1 for interpreting the driver's wishes and 3 for detecting the environment of the vehicle are also transmitted to input terminals 13a and 13b of the module 1 3 to determine a setpoint of engine couple.
• a vector / interpretation of the driver's wishes or wishes may have several independent components in the form of numerical values or Boolean values so as to describe the driver's wishes or wishes with a view to adopting a driving attitude or a vehicle behavior.
• a vehicle environment detection vector D can comprise several independent components in the form of digital values or Boolean values so as to describe the parameters to be taken into account at the level of a computer making it possible to resolve the driver's request. , represented by the vector /, and the constraints specific to the vehicle at the date of decision-making, constraints represented by the vector D.
• the control method according to the invention therefore consists, during the period of operation, of executing a loop repeating the following operations: - detect the vectors representative of the interpretation of the driver's wishes and of the detection of the vehicle environment;
• the module 12 for determining a transmission ratio setpoint for an infinitely variable transmission comprises:
• the first module 10 and the second module 1 1 are respectively connected by suitable inputs to the aforementioned inputs 1 2a and 12b of the module 12 which contains them and which make it possible to provide the first and second modules 1 0 and 1 1 with the vectors respectively.
• the function f () for choosing the infinitely variable transmission input mode is, in one embodiment, executed by the first module 10 using a map memory which is recorded during tests on a typical vehicle, and which is addressed by a mapping address generator which produces a reading address value on the basis of the list of digital values contained in the vectors I and D presented at its inputs. This results in an output speed input value of the infinitely variable transmission ⁇ inbas.
• the second module 1 1 applies a function g () of calculation on the value produced at the output 10c of the first module 10 for choosing the input regime of the infinitely variable transmission.
• the module 1 1 for dynamic correction receives on inputs 1 1 a and 1 1 b the vectors / of interpretation of the driver's will and D of detection of the environment of the vehicle so that the second module 1 1 presents at its output, which is also the output of module 12 to determine a torque setpoint, a value of the torque setpoint Kconsigne which is determined by the relation:
• Kconsigne g (/, D, ⁇ inbas).
• the function g () for calculating a transmission ratio setpoint is, in one embodiment, executed by the second module 11 with the aid of a mapping memory which is recorded during tests on a vehicle. type, and which is addressed by a map address generator which is produced reading address value on the basis of the list of numerical values contained in the vectors / and D and the numerical value of the input speed of the infinitely variable transmission ⁇ inbas calculated by the first module 10, list of values presented at its inputs, there results an output of the torque setpoint Kconsigne.
• the first module 10 and the second module 1 1 are produced using a microcontroller which receives the input arguments /, D and / or ⁇ inbas of the functions f () and g ( ), a program memory for performing the calculation of each function f () or g () and if necessary, storing intermediate calculation results, and finally a memory for assigning the calculated result.
• the calculated result is then available to the rest of the means of the device of the invention.
• a block diagram of the second module 11 has been represented for calculating a transmission ratio setpoint value on the value ⁇ inbas produced at the output 10c of the regime of the first mod ule 10 for choosing the input regime of infinitely variable transmission.
• the second modu 1 1 for calculating a transmission ratio setpoint comprises a first module 20 for performing a transverse dynamic correction g 1 () which receives, at input 20a, the speed parameter ⁇ inbas produced by the module 10, and the vectors / and D. •
• the function g 1 () of dynamic transverse correction of a first transmission ratio set value is, in one embodiment, executed by the first module 20 using a mapping memory which is recorded during test on a representative vehicle, and which is addressed by a mapping address generator which produces a reading address value on the basis of the list of numerical values contained in the vectors / and D and of the numerical value of the regime parameter ⁇ inbas produced by module 10 to perform a transverse dynamic correction, list of values presented at its entries.
• the result is a first corrected transmission ratio setpoint KcorO at output.
• the transverse dynamic correction is essentially carried out during the detection of the bend state.
• a turning state detection module makes it possible to produce a Boolean turning variable which is equal to “1” when the vehicle is in a turning situation and “0”. Otherwise.
• the turning state is detected for example on the basis of the teaching of the publication EP-A-0,965,777.
• the Boolean variable Virage is a 'component of the vector D for detecting the vehicle surroundings.
• the first module - 20 for transverse dynamic correction then includes a module for estimating the vehicle load which can be produced according to the teaching of the French patent application filed on March 29, 2001 under number 01 .04229 in the name of the present applicant and entitled "Vehicle load estimation device and automatic transmission vehicle using such a device”.
• the module for estimating the load comprises such a device for estimating the load of a vehicle which comprises a first means for calculating a static component of the load, a second means for calculating a dynamic component of the load and a third means for r produce a signal representative of the vehicle load.
• the first means for calculating a static component of the load comprises a circuit executing a transfer function to bring back the value of the torque measured at the wheels of the vehicle, an input of which is connected to the output of a measurement sensor of the engine torque or at the output of a software estimator of the instantaneous motor torque and one output of which is connected to an input of the third means.
• the second means for calculating a dynamic component of the load comprises a time derivation operator (d / dt) which receives a quantity representative of the instantaneous transmission ratio, calculated using an operator like a divider which receives as input signals representative of the speed of rotation of the engine of a first speed sensor and of the speed of rotation of the wheels of a second speed sensor of the wheels of the vehicle.
• the first and second sensors may be realized as software estimators based on numerical parameters already available in 'the control device and q is u'il conn u.
• first, second and third means are arranged so that the generator
• Load_vehicle oc 1. Torque_motor - ⁇ l. Couples_resistants - ⁇ 1. .. (d / dt) (Vitesse_roue) - 1. ⁇ (d / dt) (Rapport_de_trans) relationship wherein Charge_véhicule, Couple_moteur, Couples_résistants, Vitesse_roue and Rapport_de_trans are respectively: the charging of the vehicle, the estimated engine torque or measured by a sensor, the couples resistant to the advancement of the vehicle estimated using an estimator of the resistant couples, the rotational speed of the driving wheels estimated or of the transmission ratio, ⁇ l, ⁇ l, ⁇ l and ⁇ l are four predetermined coefficients and relationship in which (d / dt) indicates a time derivation operator.
• the first module 20 for dynamic correction further uses an estimate of the tangential acceleration ⁇ _tan which is another component of the vehicle environmental sense vector D and a parameter characterization of the type of driver which is a component of the vector / interpretation of the driver's wishes or wishes.
• the first transverse dynamic correction module 20 comprises a fuzzy logic calculator to make a choice of pre-positioning of the engine speed.
• ⁇ _t representative of the. instantaneous lateral acceleration value
• Acc_br representative of the estimated deceleration term under braking
• Driver_State numerical value representative of the characterization of the driver.
• the fuzzy logic computer selects according to the input parameters the usable rule Rulei and determines by inference a pre-positioning value of the engine speed cornering he registers in a register. This value can be a single value or a range of values as is known in calculation techniques in Fuzzy Logic.
• the rules are freely programmable by the skilled person according to the behavior requested from the vehicle. In one embodiment, they are determined by tests and are parameterized by fuzzification coefficients ' recorded in a suitable memory of the computer. During the execution of the calculation, a rule is selected according to a - rule selection mechanism and the pre-positioning component N_rep_turning of engine speed in a cornering situation or in a cornering and braking situation is recorded in the output register .
• the first module 20. transverse dynamic correction can address using the components of the aforementioned vectors I and D and of the engine speed value N_rep_virage in the event of a shift in the mapping memory determining a first corrected value KcorO of transmission ratio.
• transverse dynamic correction which provides a first corrected value • KcorO is connected to an input 21 a of a second mod ule 21 dynamic correction specific to the infinitely variable character of the transmission.
• the second module 21 for dynamic correction, specific to the infinitely variable character, of the transmission also receives on its inputs 21 c and 21 d the aforementioned vectors / and D.
• the output 12c is also the output of the module 1 1 for calculating a transmission ratio setpoint value and of the module 12 for determining the transmission ratio setpoint.
• the g2 () function for calculating a transmission ratio setpoint is, in one embodiment, executed by the second module 21 using a map memory which is recorded during tests on a typical vehicle. , and which is addressed by a mapping address generator which produces a reading address value on the basis of the list of digital values contained in the vectors / and D and of the corrected setpoint digital value transmission ratio KcorO calculated by the first module 20 to carry out a transverse dynamic correction, list of values represented by its inputs. This results in an output of the transmission ratio setpoint Kconsigne.
• advantage is taken of the fact that the function g () executed by the second module 1 1 for calculating a ratio, transmission setpoint is substantially performed by the composition of the functions g 1 () and g2 () described in the embodiment of FIG. 2.
• FIG 3 there is shown a block diagram to represent a particular embodiment of the second mod ule 21 dynamic setpoint correction of the transmission ratio, shown in Figure 2 in the module 1 1.
• the second modu le 21 for dynamic correction specific to the infinitely variable nature of the transmission of the powertrain group concerned by the invention comprises: - a first modu 30 for calculating the transmission ratio in a take-off situation of the vehicle; and - A second module 31 for calculating the transmission ratio in a situation of switching to a stationary vehicle.
• the vectors have been particularized! and D describing, on the one hand, the interpretation of the driver's will, and on the other hand, the detection of the vehicle environment for a set of scalar values present on the input 1 1 b of the module 1 1 to which the module 31 belongs.
• the vector D representative of the environment of the vehicle can comprise a plurality of independent parameters among which are found respectively:
• the vector / representative of the interpretation of the driver's will present on the input 1 1 b of the mod ule 1 1 to which the module 21 belongs can include a plurality of independent parameters among which is the degree of depression of the accelerator pedal ⁇ _pedal produced by the module 1 for detecting the intention or the will of the driver.
• the dynamic correction module 21 for the infinitely variable transmission includes it: a first module 30 for calculating the take-off report setpoint; and
• a second module 31 for calculating a report setpoint in a vehicle stop situation The first module 30 for calculating the report setpoint in the take-off situation of the vehicle performs two functions -RD () and DR () which make it possible to calculate respectively a second corrected setpoint value Kcori of the transmission ratio and an offset value ⁇ K transmission report setpoint.
• the input parameters are respectively ⁇ wheels, _pedal as well as the first value KcorO produced by the output 20b of the transverse dynamic correction module.
• the RD () function for calculating a second corrected setpoint value Kcori of transmission ratio is, in one embodiment, executed by the first module 30 using a mapping memory which is recorded during of tests on a typical vehicle, and which is addressed by a mapping ad address generator which produces a reading address value on the basis of the list of numerical values comprising the rotation regime of the vehicle wheels ⁇ wheels, the degree of depressing of the accelerator pedal ⁇ _pedal and the numerical value of setpoint corrected for transmission ratio KcorO calculated by the first mod ule 20 to perform the calculation of the second corrected setpoint for ratio of transmission, list of values presented to its inputs. This results in a second corrected setpoint value Kcori of transmission ratio.
• the offset value ⁇ K which is defined by the relation:
• ⁇ K DR ( ⁇ wheels, ⁇ _pedal, KcorO).
• the DR () function for calculating an offset value ⁇ K of transmission ratio is, in one embodiment, executed by the first module 30 using a mapping memory which is recorded during tests on a typical vehicle, and which is addressed by an address generator of
• ⁇ o mapping which produces a reading address value on the basis of the list of numerical values comprising the rotation speed of the wheels of the vehicle, the degree of depressing of the accelerator pedal ⁇ _pedal and the. normal value of corrected transmission ratio setpoint KcorO
• ' module 31 for calculating the transmission ratio setpoint in the event of a vehicle stop.
• Three other input terminals of secon.d module 31 are respectively connected to three input terminals 1 1 b to respectively receive a speed value
• the second module 31 executes a correction function RA () so that at its output 31 a it produces a third corrected setpoint value Kcor2 of transmission ratio which is defined by the relation:
• Kcor2 RA ( ⁇ ral, ⁇ inmes, ⁇ wheels, Kcori).
• the function RA () of correction of the second corrected set value Kcori of transmission ratio is, in one embodiment, executed by the second module 31 using a mapping memory which is recorded during tests on a typical vehicle, and which is addressed by a mapping address generator which produces a reading address value on the basis of the list of numerical values comprising the value of the idle speed, the measured value of the engine speed , the rotation speed of the vehicle wheels es wheels and the numerical value of the second corrected transmission ratio set value Kcori calculated by the first module 30 to calculate the second corrected transmission ratio set value, list of values presented at its inputs. This results in output a third corrected setpoint Kcor2 of transmission ratio.
• the gross setpoint value Kbrute of the output 32a of the adder 32 is transmitted to an input of a low-pass filter 33, the output of which generates the setpoint value K set on a storage register 15 which is used to control the infinitely variable transmission independently of the torque control carried out using the module 13.
• the cut-off characteristic of the low-pass filter 33 is determined during configuration as a function of the response of the device of the invention so as to minimize the noise on the signal representative of. the gross setpoint Kbrute.
• the step of determining a raw value Kbrute of transmission ratio setpoint consists of:
• Figure 4 there is shown a preferred embodiment of the first module 30 for calculating the transmission ratio setpoint in take-off situation of the vehicle of the previous figure.
• the module 30 comprises a first circuit 41 for executing a switching function which makes it possible to decompose the value ⁇ wheels presented at its input 41 a into two values U 1 and U2 called switching values respectively at its outputs 41 b and 41 c.
• the switching function U () produces two output values, respectively U 1 and U2, chosen so that, for each value ⁇ wheels presented at input 41 a, the sum of the values taken U 1 and U2 at outputs 41 b and 41 c is constant.
• the switching function U () also responds to the characteristic defined in the following table:
• the sign - denotes an arbitrary choice of negative values, in particular satisfying the aforementioned conditions
• the sign + denotes an arbitrary choice of positive values, in particular checking the aforementioned conditions, and the values 0 and 1, these specific scalar values.
• the switching function U () also responds to the constraint expressed by the relation:
• the switching values U 1 and U2 are respectively transmitted to the first inputs 44b and 43a respectively of a multiplier 44 and a multiplier 43.
• the multipiieur 44 receives on a second input '44a the first corrected value KcorO transmission ratio setpoint.
• the output 30a of the multiplier 44 which serves as the first output to the mod ule 30, produces the first corrected value Kcori of setpoint of the transmission ratio, value q ui is determined by the relation:
• the multiplier 43 comprises a second input 43b connected to the output 42b of an amplifier 42 whose gain G is predetermined by construction and whose first input 42a receives the parameter ⁇ _pedal by an ' input 1 1 a
• the module 30 for calculating the transmission ratio setpoint in a situation where the vehicle is disconnected generates a setpoint value Kcori between a zero value and a corrected value KcorO. Furthermore, the module 30 also generates an offset value ⁇ K q ui which makes it possible to manage the case where the control device is no longer in a situation. take-off of the vehicle.
• the step of determining a second corrected setpoint value Kcori is carried out by executing:
• FIG. 5 there is shown a preferred embodiment of the second module 31 for calculating the setpoint of the transmission ratio when the vehicle of the module 21 is stopped, shown in FIG. 3.
• the second module 31 has three main inputs which are respectively ⁇ inmes, ⁇ ral, ⁇ wheels and an input reserved for receiving the first corrected value of transmission ratio setpoint Kcori.
• the second module 31 includes a subtractor circuit 50 to execute the difference between a speed measurement value at the input of the transmission device ⁇ inmes presented at its "+" input 50a and a value of idle speed ⁇ ral presented to its input “-” 50b so that its output is connected to an input 51 a of a circuit 51 for maximum calculation.
• the circuit 51 for determining the maximum receives on a first input 51 a difference signal " coinmes - ⁇ ral and on a second input 51 b a constant value which preferably is 0.-
• the output 51 c of circuit 51 determines the larger of the two values 0 and ⁇ inmes - ⁇ ral. and supplies it to a switching circuit 52 similar to that which performs the switching function described with the aid of the preceding figure.
• the switching function recorded in circuit 52 has two switching values at its outputs, respectively the value U 1 at output 52b and the value U2 at output 52a.
• the digital values U 1 and U2 determined by the switching function recorded in the circuit 52 are dependent on the difference between the idling speed and the actual engine speed at the input of the transmission device. Thus U 1 tends towards the value “-1" and U2 towards the value "2" when the two control values move away from each other. Instead U 1 tends to "0" and U2 goes to "1” when the value of reg ime engine approaches the value of idle.
• the value U 1 is derived from a function associated with the transmission ratio Kcori as estimated by modu le 53 and which corresponds to a remote engine speed idle speed.
• the value U2 is derived from a function associated with the transmission ratio Kral making it possible to ensure, in the case of an infinitely variable transmission, the idling speed on the heat engine, particularly when the heat engine remains in gear.
• the circuit 31 of the embodiment of FIG. 5 then comprises a multiplier 53, a first input 53a of which receives the first corrected value Kcori of transmission ratio setpoint and including a second.
• input 53b receives the first value of the switching product U1 so that the output 53c produces the value Kcori X U 1 in the form of a signal transmitted to the input “- +” of an adder 54.
• the circuit 31 of the embodiment of FIG. 5 then comprises a module 55 of which a first input 55a is connected to the aforementioned input 50b which receives the representative signal and of which a second input 55b is connected to an input T1 of the parameter ⁇ wheels.
• the output 55c of circuit 55 produces a Kral value determined by the ratio:
• the Kral ratio can be modified if the transmission ratio has changed by the action of module 1 3 on register 14.
• the circuit 31 of the embodiment of fig u re 5 then comprises a multiplier 56, a first input of which receives the second switching value U2 from the output terminal 52c and a second input of which receives the parameter Kral produced on the terminal 55c of so that the output 56a produces a signal representative of the product Kral x U2.
• the output 56a is connected to a second input marked “+” of the adder 54 p recited.
• the circuit 31 of the embodiment of FIG. 5 then comprises a test circuit T for executing a test defined by the condition: ⁇ wheels ⁇ S 1, S1 being a predetermined rotation speed which depends on the constitution and the setting of the infinitely variable transmission 17.
• the test circuit T includes a memory of at least one test threshold value S1 and includes a test input T1 which receives at all times the measured value of speed or speed of rotation at the wheel ⁇ wheels.
• the test circuit T also includes a first output T2 as well as a second output T3 complementary to the output T-2 so that the output T2 is 1 if the test T is not verified and 0 if the test T is verified .
• the output T2 is connected to an input 57a of a multiplier 57, another input 57b of which is connected to the output of the aforementioned adder 54.
• the controller circuit 58 of the neutral engagement comprises a first 58a input that receives the instantaneous value ⁇ wheel rotational wheel speed and a second input 58b q ui is ⁇ connected to the main output 31 to the second module 31, so as to forming a feedback path in the circuit of the second modu on 31 for calculating the transmission when the vehicle is stopped.
• the controller circuit 58 of the neutral in engagement comprises means for recording and executing a predetermined CNEP () function so that, at the output 58c of the controller 58, the instantaneous value of one is presented.
• transmission ratio parameter in neutral situation in Knep socket which is defined by the relation:
• Knep CN EP ( ⁇ wheels, Kcor2).
• the CNEP function being determined by the operation described above of the circuit 31 of FIG. 5.
• the parameter Knep from the output 58c of the controller 58 is transmitted to a first input 59a of a multiplier 59, a second input 59b of which is connected to the output T3 of the aforementioned test circuit T.
• the second module for calculating the transmission ratio when the vehicle is stopped determines a transmission ratio setpoint either when the vehicle is idling or else when the vehicle is in neutral gear.
• the output of the adder S is therefore supplied both as output 31a of the module 31 and at the input 58b of the controller 58 of the neutral in engagement.
• Kcor2 of consig does not consist:
• Specifying a value calculated according to the present method as the third corrected value of transmission ratio setpoint means that said value can be used by the method of the invention, in particular because this value has been saved in a suitable memory. and that it can be presented at the input or at the input of a calculation process as the input device of a controller or other processing circuit.
• FIG. 6 a preferred embodiment of the neutral controller circuit 58 has been shown in engagement with the circuit of FIG. 5.
• the neutral controller 58 in engagement comprises a first amplifier 60 programmed by a predetermined gain G3 during the adjustments of the control method as a function of the infinitely variable transmission 17.
• a first input 60a of the controller 58 in neutral in engagement receives from the vector D representative of the environment of the vehicle the input parameter ⁇ wheels. ' - '
• the neutral controller 58 in engagement then comprises an integrator 64 which is. set with a predetermined integration constant and presents at its output an integration value defined by the relation:
• S (64) l nteg (S (61), T) in which lnteg () designates the integration operation and T the predetermined integration period, S (61) designating the value transmitted at the input of the integrator r 64.
• the output 64a of the integrator 64 is connected to a first input of a circuit 65 for determining the maximum of the second input is connected to a constant value, preferably chosen to be zero.
• the output 65a of the circuit 65 for determining the maximum is worth the integration value S (64) if this is positive or 0 otherwise, and this value is specified as the output Knep value of the neutral controller 58 in engagement.
• the step of determining a Knep value of a transmission ratio setpoint in neutral position in engagement can be described as follows.
• a value of the vector D representative of the environment of the vehicle is determined, in particular by measuring the speed of rotation of the wheels; • then the vector D representative of the environment of the vehicle is formatted by a predetermined formatting operation, in particular that of combining the vector D representative of the environment of the vehicle with the third value Kcor2 of transmission ratio setpoint available at the time formatting according to a predetermined combination law; then
• the adaptation of the determination of the setpoint Knep value consists in: - taking the instantaneous value calculated from the positive value resulting from the integration; then
• the formatting operation consists in applying a linear combination with predetermined coefficients:
• the circuit 41 for calculating the switching function in the exemplary embodiment of FIG. 7 comprises two operators
• the first operator 70 is programmed to produce a switching value U 1 determined by:
• the outputs U 1 and U2 are present at the output of the generator circuit of the switching function 41.

Applications Claiming Priority (3)

Publications (1)

Family

ID=27589539

Family Applications (1)

Country Status (3)

Families Citing this family (1)

Family Cites Families (7)

• 2002
  • 2002-01-22 FR FR0200722A patent/FR2834940B1/fr not_active Expired - Fee Related
• 2003
  • 2003-01-17 WO PCT/FR2003/000147 patent/WO2003062010A1/fr not_active Application Discontinuation
  • 2003-01-17 EP EP03715021A patent/EP1467889A1/de not_active Withdrawn

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events