Classifications

• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D48/00—External control of clutches
  • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
  • F16D48/08—Regulating clutch take-up on starting
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/10—System to be controlled
  • F16D2500/104—Clutch
  • F16D2500/10406—Clutch position
  • F16D2500/10412—Transmission line of a vehicle
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/304—Signal inputs from the clutch
  • F16D2500/3041—Signal inputs from the clutch from the input shaft
  • F16D2500/30415—Speed of the input shaft
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/304—Signal inputs from the clutch
  • F16D2500/3042—Signal inputs from the clutch from the output shaft
  • F16D2500/30421—Torque of the output shaft
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/304—Signal inputs from the clutch
  • F16D2500/3042—Signal inputs from the clutch from the output shaft
  • F16D2500/30426—Speed of the output shaft
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/306—Signal inputs from the engine
  • F16D2500/3067—Speed of the engine
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/308—Signal inputs from the transmission
  • F16D2500/3081—Signal inputs from the transmission from the input shaft
  • F16D2500/30814—Torque of the input shaft
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/308—Signal inputs from the transmission
  • F16D2500/3081—Signal inputs from the transmission from the input shaft
  • F16D2500/30816—Speed of the input shaft
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/314—Signal inputs from the user
  • F16D2500/31406—Signal inputs from the user input from pedals
  • F16D2500/3144—Accelerator pedal position
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/50—Problem to be solved by the control system
  • F16D2500/502—Relating the clutch
  • F16D2500/50224—Drive-off
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/50—Problem to be solved by the control system
  • F16D2500/502—Relating the clutch
  • F16D2500/50296—Limit clutch wear
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/70—Details about the implementation of the control system
  • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
  • F16D2500/70422—Clutch parameters
  • F16D2500/70438—From the output shaft
  • F16D2500/7044—Output shaft torque
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/70—Details about the implementation of the control system
  • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
  • F16D2500/70452—Engine parameters
  • F16D2500/70454—Engine speed

Definitions

• the invention relates to a method for controlling a motor vehicle torque transmission system and a corresponding control system.
• the invention relates more particularly to the implementation of such a method during the take-off phase of the vehicle, that is to say from the moment when, the speed of the vehicle is no longer zero or low, the transmissions begin to transmit torque to the wheels, until the transmission system is closed, a report being engaged, but not limited to.
• control methods, or control systems for torque transmission systems are already known.
• document FR-2,731,661 describes a method of controlling a torque transmission system which makes it possible to obtain a targeted acceleration of the vehicle during start-up.
• the method comprises:
• a third phase the primary and engine speeds evolve in synchronism, the acceleration of the vehicle being lower than during the second phase.
• the torque transmitted by the transmission system thus allows for a shorter period (duration of the second phase) to reduce the engine speed and slippage of the transmission system, reducing the thermal load of the latter.
• EP-0 707 998 discloses a controlled clutch control device intended to limit the deterioration of the clutch performance due to too high a rise in temperature, and to prevent an excessive fall in the engine speed when the transmitted torque is more important than the motor torque.
• the control of the sliding of the transmission system is achieved by applying a lower torque setpoint transmitted by a predetermined amount to the engine torque, as long as the primary speed is lower than the engine speed.
• This predetermined amount corresponds to a desired acceleration of the engine which should allow the engine speed to increase while the primary speed increases to the engine speed.
• a second torque transmission setpoint is applied, greater than the engine torque so that a deceleration of the engine is controlled.
• the engine speed is then measured to prevent it from going below a threshold value. If the primary speed does not reach the engine speed, the transmitted torque setpoint is determined so as to increase the primary speed and to reduce the engine speed.
• a third phase begins when the engine speed reaches the threshold value, the transmitted torque is then equal to the engine torque in order to maintain a high engine speed.
• This solution has the disadvantage of managing only the engine speed by the transmitted torque, so that only the engine speed is controlled and not the speed and acceleration of the vehicle. Thus, the driver's first wish, namely control of speed and acceleration is not taken into account.
• the transmission system is protected only posteriorly by measuring a sliding time duration
• a first object of the invention relates to a method for controlling a torque transmission system of a motorized motor vehicle, the transmission system being controlled by actuators, characterized in that it is repeated with time intervals At determined the following sequence of operations: - (a) we determine:
• the first torque setpoint aims to ensure the approval of the driver in terms of acceleration, while the other two torque setpoints transmitted serve to limit this first setpoint in order to minimize the thermal stress on the transmission system and to control the engine.
• the approval of the driver is better respected than in the prior art because the first torque set slaves the output speed of the transmission system, not the engine speed.
• good control of the engine is obtained through the control of the engine speed by the second and third instructions.
• the approval of the driver is also improved because the different instructions are recalculated at each time interval, so that the final torque setpoint obtained can take in account sudden changes in the driver's will, and that the speed of the vehicle increases at the same time as the engine speed.
• the first three setpoints determined by the operations (i), (ii) and (iii) are performed substantially simultaneously.
• the value of the fourth torque setpoint is determined to be equal to the smallest value among the largest value between the second minimum transmitted torque setpoint and the first transmitted torque setpoint, and the value of the third setpoint. maximum transmitted torque. A simple arbitration of the first, second and third transmitted torque setpoints is thus achieved.
• the first torque setpoint transmitted is determined by carrying out the operations consisting in: determining an output regime setpoint of the transmission system as a function of information representative of the acceleration desired by the driver,
• the determination of the output speed setpoint comprises the operations of:
• the second and third torque setpoints transmitted are determined according to a regulation of the actual engine speed around a maximum engine speed setpoint, and a minimum engine speed setpoint respectively.
• the maximum engine speed setpoint is determined in order to avoid a rise in the engine speed and to reduce the noise generated by the engine, while the minimum engine speed setpoint is determined so as to avoid a too great reduction in the engine speed which could to stall the engine.
• the second and third torque setpoints transmitted are equal to the sum of the actual engine torque and a transmitted torque calculated as a function of the difference between the actual engine speed and the maximum and minimum engine speed setpoints respectively.
• a first predetermined value is subtracted, respectively a second predetermined value is added, at an optimum engine speed determined so as to limit the slip between the engine speed and the engine speed. output of the transmission system.
• the engine speed thus remains permanently close to this optimum value so that the thermal stress of the transmission system is controlled effectively continuously.
• this calculation method makes it possible to prevent the engine from stalling and to control the acoustics for the driver's pleasure.
• the optimum engine speed is equal to the minimum speed corresponding to the torque transmitted, or the power, desired (e) by the driver, determined (e) based on information representative of the acceleration desired by the driver.
• This transmitted torque is for example calculated from the position of the accelerator pedal, the dynamics of the pedal and the gradient of the position of the pedal.
• the torque transmission system is controlled by the fourth torque setpoint transmitted during the entire duration of takeoff, this setpoint being recalculated at each time interval
• the invention also relates to a control system of a torque transmission system of a motor vehicle for implementing the control method according to one of the preceding claims, characterized in that it comprises:
• FIG. 1 is a schematic representation of a motor vehicle provided with a control system according to the invention
• FIG. 2 represents a flow diagram of the operations of an exemplary embodiment of the control method according to the invention
• Figure 3 is a graphical representation of engine speeds and output of the transmission system as a function of time during take-off of the vehicle
• FIG. 4 is a graphical representation of the transmitted torque setpoint applied to the actuators of the transmission system as a function of time during the take-off of the vehicle.
• Figure 1 shows a motor vehicle comprising a motor 1 which transmits a torque through a torque transmission system 2 to the wheels 3 of the vehicle.
• the torque transmission system concerned may be a single or dual controlled clutch, dry or wet.
• the control system of the transmission system 2 comprises:
• the control unit 8 is connected to the different sensors 4, 5, 6 so as to receive their signals, and connected to the actuator system 7 so as to control the transmission system 2.
• the control unit repeats at intervals of time At determined the following sequence of operations:
• the operations (i), (ii), (iii) are performed substantially simultaneously by the control unit 8.
• control unit 8 The control unit
• control unit 8 determines the different setpoints of torque as described below with reference to FIG. 2. 1. Determination of the first torque setpoint transmitted Ci
• the signal from the sensor 6 indicating the position P of the accelerator pedal is transmitted to the regulator 9 of the control unit 8.
• this signal is processed so as to determine the driver's wish. For example, the gradient of the position of the pedal as well as its dynamics can be determined.
• an output speed setpoint N sc representative of the acceleration desired by the driver, is calculated in block 13.
• the controller first calculates a desired acceleration setpoint of the desired vehicle. from the processed signal, integrates this value in order to obtain a speed reference of the vehicle and deduces the output speed setpoint for the transmission system.
• the output speed setpoint N sc is then compared in block 14 with the actual output speed N 5 measured by the output speed sensor 5.
• a first torque setpoint transmitted Ci is then calculated in block 15 as a function of this difference. This setpoint makes it possible to adjust the actual output speed N 5 to the setpoint output speed N sc . This first set point Ci will then be processed in block 11 described below. 2. Determination of second and third transmitted torque setpoints C 2 and C 3
• the block 16 receives a signal from the sensor 6 indicating the position P of the acceleration pedal, n deals this signal so as to determine the maximum transmitted torque desired by the driver.
• a minimum engine speed N mc making it possible to obtain this maximum transmitted torque is then determined by the block 17. This determination is preferably carried out using a mapping of the maximum transmitted torque as a function of the engine speed.
• this engine speed setpoint N mc is processed in two blocks 18 and 19, preferably substantially simultaneously.
• Block 18 represents the determination of a second torque setpoint C 2 corresponding to a minimum transmitted torque that will have to be transmitted by the torque transmission system in order to prevent the motor from exceeding too much the engine speed setpoint.
• N mc a predetermined value
• the measured value of the engine speed N m is compared with the engine speed setpoint increased by a predetermined value ⁇ Ni.
• the latter can be a constant calculated in advance for each engine (for example from bench tests), or be determined according to the engine speed, the position of the pedal, the gradient of the pedal, .. . This operation is performed in block 181.
• n is useful to note that this regulation corresponds at the generation of a minimal transmitted torque setpoint varying around the engine torque, in particular when the engine has reached its target speed, ie the optimum speed plus the predetermined value (N mc + ⁇ Ni), and in the case where the regulator does not contain any integral action, the minimum torque setpoint C2 is directly equal to the engine torque.
• Block 19 represents the determination of a third transmitted torque setpoint C3.
• This third instruction is intended to allow the engine to reach the engine speed setpoint N mc and to prevent it from dropping too much with respect to this setpoint Nmc ⁇ is therefore a maximum transmitted torque do not overtake to avoid taking too much torque on the engine and therefore to drop the engine speed.
• This setpoint thus corresponds to the optimal regime N mc decreased by a second predetermined value ⁇ N 2 .
• the latter can be, as before, a constant calculated in advance for each engine (for example from bench tests), or determined as a function of the engine speed, the position of the pedal, the gradient of the pedal , ...
• the maximum transmitted torque C3 is determined so as to regulate the engine speed around the setpoint value N mc - ⁇ N 2 .
• Block 191 represents the calculation of the difference between the engine speed setpoint (N mc - ⁇ N 2 ) and its measurement by the sensor N m : ((N mc - ⁇ N 2 ) - Nm). This difference is then used at block 192 to determine the control value N C om2 of the transmitted torque to reduce this difference, to which is added the disturbance of the engine torque C m .
• N C om2 the control value of the transmitted torque to reduce this difference, to which is added the disturbance of the engine torque C m .
• the operations of the first 9 and second 10 regulators are preferably carried out simultaneously during each of the time intervals ⁇ t of the vehicle take-off phase. Thus, for each of these intervals ⁇ t, the first, second and third transmitted torque set Ci, C 2 , C 3 are determined. These instructions are then processed in block 11 in which a fourth transmitted torque setpoint C 4 is calculated.
• the fourth transmitted torque setpoint C 4 is equal to the minimum value between the maximum transmitted torque setpoint C3 and the maximum value of the first torque setpoint Ci and the minimum transmitted torque setpoint C 2 .
• the applied set point C 4 is equal to the control setpoint of the output regime Ci when it is between the setpoints minimum C2 and maximum C3, which corresponds, for example, to a takeoff on flat ground under normal conditions of load of the vehicle,
• the applied setpoint C 4 is equal to the minimum setpoint C 2 when the control setpoint of the output speed Ci is lower than this setpoint C2, which corresponds, for example, to a negative slope take-off,
• the applied setpoint C 4 is equal to the maximum setpoint C3 when the control setpoint of the output speed Ci is greater than this setpoint C 3 , which corresponds, for example, to a positive slope take-off, or when a heavy load of the vehicle.
• the control unit 8 sends a control signal to the actuators 7 so that the torque transmitted by the transmission system is substantially equal to this set point C 4 .
• this control signal is sent at the end of each time interval ⁇ t during the whole time of the take-off of the vehicle. This interval is preferably chosen regular and of the order of a few milliseconds so that the control unit can take into account sudden changes in driving due to the driver or the state of the road.
• Figures 2 and 3 show an embodiment of the invention for a vehicle equipped with a controlled clutch, whose torque source is for example a heat engine.
• the position of the accelerator pedal is assumed to be constant throughout the duration of the take-off.
• a horizontal dotted line represents the optimal engine speed N mc at which the take-off should take place, and two other horizontal lines above and below respectively correspond to the set engine speed (N mc + ⁇ Ni). for the determination of the minimum torque and at the set engine speed (N mc - ⁇ N 2 ) for the determination of the maximum torque.
• the engine speeds N m and primary N 5 are also represented.
• the takeoff of the vehicle takes place between times ti and tf shown in the figure.
• the torque setpoint C 4 is equal to the torque minimal C2.
• the minimum torque set point C2 allowed the engine speed to remain in a zone defined as acceptable ((N mc - ⁇ N 2 ) ⁇ N m ⁇ (N mc + ⁇ Ni)). Without this instruction, there would have been a much larger motor flight.
• the regulation described above thus makes it possible to ensure closing of the clutch, that is to say to perform the take-off and not to coast and to control the engine speed so as not to stall the engine. motor or not to undergo a soaring diet.
• the invention is not limited to the example of determining the different instructions Ci to C 4 , which can be determined differently.
• the control system for the implementation of the method can then also be different.
• Another arbitration of the three setpoints Ci, C2 and C3 can also be performed, provided that the final torque setpoint C 4 is between the minimum torque C2 and maximum C3 setpoints.

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Mechanical Engineering (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
• Control Of Transmission Device (AREA)
• Structure Of Transmissions (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=34948798

Family Applications (1)

Country Status (4)

Families Citing this family (2)

Family Cites Families (5)

• 2004
  • 2004-09-08 FR FR0409512A patent/FR2874863B1/fr not_active Expired - Fee Related
• 2005
  • 2005-09-01 WO PCT/FR2005/050699 patent/WO2006027527A1/fr active Application Filing
  • 2005-09-01 JP JP2007530747A patent/JP2008512302A/ja not_active Withdrawn
  • 2005-09-01 EP EP05798004A patent/EP1805428A1/fr not_active Withdrawn

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events