EP2799698B1 - Regelverfahren für einen Antriebstrang während einer Übergangsphase des Motorspiels - Google Patents

Regelverfahren für einen Antriebstrang während einer Übergangsphase des Motorspiels Download PDF

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Publication number
EP2799698B1
EP2799698B1 EP14161134.3A EP14161134A EP2799698B1 EP 2799698 B1 EP2799698 B1 EP 2799698B1 EP 14161134 A EP14161134 A EP 14161134A EP 2799698 B1 EP2799698 B1 EP 2799698B1
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EP
European Patent Office
Prior art keywords
engine
torque
control method
state
preventive
Prior art date
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Active
Application number
EP14161134.3A
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English (en)
French (fr)
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EP2799698A1 (de
Inventor
Mathieu THOMAS
Juliette CHARLES
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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Publication of EP2799698A1 publication Critical patent/EP2799698A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories

Definitions

  • the present invention relates to a method for controlling a powertrain of a vehicle during a motor grooming phase.
  • the invention belongs to the field of vehicles comprising a powertrain comprising a heat engine and a transmission disposed between this engine and the wheels of the vehicle.
  • Such vehicles are equipped with a computer to automatically adapt the operating point of each of the powertrain members, in particular the torque that is provided by the heat engine, in order to comply with a directive from the driver.
  • the operation of a power train with a combustion engine may be disturbed by engine play. This is a phenomenon of torsion of the transmission between the engine and the wheels that occurs between the moment the engine lands on its holds and the moment when the engine drives the wheels of the vehicle.
  • the phase of crossing of the engine games is defined as the range of torque for which neither the engine nor the wheel trains each other.
  • a preventive approval function of the powertrain control system applies a filtering treatment of the torque setpoint resulting from the driver's request.
  • This preventive approval function comprises a state called in the rest of the "traversed state of the engine games", to apply a particular torque setpoint during the crossing phase of the engine games.
  • This preventive approval function allows to cross these games by avoiding strong jerks of the powertrain.
  • the figure 1 illustrated by graphs, the evolution as a function of time expressed in seconds (s), of torque values expressed in Newton-meter (Nm) on the top graph and a driver setpoint expressed in percent (%) on the bottom graph.
  • the state crossed the games The engine of a preventive approval function is determined by comparing a preventive pair Cp with a first threshold S1 and a second threshold S2.
  • the preventive torque Cp is calculated from a setpoint torque Cc dependent on a driver setpoint Pacc such as the position of an accelerator pedal or an acceleration lever of this vehicle.
  • the preventive approval function is in the traversed state of the engine games.
  • the first and second thresholds S1 and S2 are in particular defined as a function of the driver set point Pacc.
  • the second threshold S2 can be defined with a value of 10 Nm for a driver instruction corresponding to a depression of 10% of the accelerator pedal, and with a value of 40 Nm for a depression of 50% of this pedal.
  • the intermediate values of the second threshold S2 are determined by continuously interpolating a map of a computer according to the position of the accelerator pedal.
  • the Pacc instruction driver evolves between a time t1 and an instant t2, respectively corresponding to the input and output times of the traversed state games of this preventive approval function, the first and second thresholds S1 and S2 evolve too.
  • This method has the disadvantage of extending the duration of the crossed state of the engine games of the preventive approval function in many vehicle life situations, resulting in a limitation (or loss) acceleration of the vehicle, also called hole to acceleration.
  • the object of the invention is to overcome the drawbacks of the prior art by setting, during the traversing phase of the engine sets, the value of the driver's command value for calculating the first and second thresholds.
  • the present invention provides a method of controlling a powertrain of a vehicle comprising at least one step of calculating a preventive torque of a heat engine to limit jolts of the powertrain, this couple preventive device dependent on a conductive setpoint, the calculation step thus defined comprising a traversed state of the engine games when the preventive torque is between a first threshold and a second threshold, the method being remarkable in that at least one of these Thresholds is defined according to a modified setpoint whose the value in the traversed state of the motor sets is constant and equal to that of the driver setpoint at the moment of entry into this state.
  • the invention allows the value of the thresholds to remain substantially constant in the traversed state of the engine games, which reduces the duration of this state and reduce the holes at acceleration.
  • the evolution gradient of the preventive torque is lower in the traversed state of the games of the calculation step mentioned above than outside this state.
  • At least one of the thresholds mentioned above is defined by a map whose entry is the modified setpoint.
  • At least one of these thresholds is defined by a map whose input is the engine speed.
  • At least one of the thresholds is defined by a map whose input is the gear ratio of a transmission of the powertrain.
  • the driver setpoint is a position of a pedal or a vehicle acceleration lever.
  • the engine runs on gasoline or diesel.
  • the present invention also proposes a remarkable vehicle in that it comprises means adapted to implement steps of a control method of a powertrain as succinctly described above.
  • the invention applies to a powertrain of a vehicle comprising a heat engine running on gasoline or diesel fuel (also commonly called diesel) and a transmission disposed between the engine and the vehicle wheels.
  • a heat engine running on gasoline or diesel fuel (also commonly called diesel) and a transmission disposed between the engine and the vehicle wheels.
  • the transmission may notably be a gearbox of the type manual gearbox (BVM), automated gearbox (BVA), manual gearbox (BVMP) or gearbox Double Clutch (English “Double Clutch Transmission” or DCT).
  • BVM manual gearbox
  • BVA automated gearbox
  • BVMP manual gearbox
  • DCT gearbox Double Clutch
  • a computer of this vehicle makes it possible to automatically adapt the operating point of each of the powertrain members, in particular the torque supplied by the heat engine, in order to respect the driver's instruction.
  • the figure 2 illustrates the steps of a control method 100 for calculating the target torque of the engine of this powertrain according to the invention.
  • a second step 20 is a preventive approval function for calculating a specified torque reference Ci.
  • the setpoint torque Cc is first filtered to provide a preventive torque Cp to cross the motor games by limiting jolts and to respect a predefined typing more or less dynamic vehicle.
  • the preventive torque Cp is then converted into a given torque setpoint Ci taking into account a couple of losses of the engine.
  • the loss torque Cpm of the engine generally takes into account the internal mechanical friction of the engine as well as those of accessories, such as an alternator, linked to the engine.
  • an optional healing approval function monitors the evolution of the engine speed.
  • This curative amenity function can for example calculate, when the engine speed is oscillating, a correction torque Ccor, in opposition to this oscillation phase.
  • the figure 3 illustrated by graphs, the evolution as a function of time expressed in seconds (s), of torque values expressed in Newton-meter (Nm) on the top graph and a Pacc instruction set expressed in percent (%) on the bottom graph.
  • the evolution gradient of the preventive pair Cp is smaller compared to that observed when this pair is outside the range defined by the thresholds S1 and S2. .
  • a state machine of the control method 100 for example in step 10 or step 20, provides information on the status of the preventive authorization function of the second step 20.
  • the preventive approval function is in the pending state of an acceleration 210.
  • the preventive approval function goes to the state before engine games 220.
  • the transition from the state before engine games 220 to the traversed state of the engine sets 230 occurs when the preventive torque Cp is between the first and second thresholds S1 and S2.
  • preventive approval function When the preventive approval function is in the traversed state of the engine sets 230, if the preventive torque Cp is greater than the second threshold S2, the function then goes into the state after the engine games 240.
  • the preventive approval function is in the pending state of an acceleration 210 until time t0.
  • the preventive pair Cp deviates greater than the first threshold S1.
  • the preventive approval function is then in the traversed state of the engine sets 230 until time t2 for which the preventive torque Cp becomes greater than the second threshold S2.
  • At least one of the first and second thresholds S1 and S2 is defined as a function of a modified setpoint Pacc_f depending on the driver setpoint Pacc.
  • the first S1 and / or the second threshold S2 may for example also be defined as a function of the Nmot regime of the heat engine and / or the gear ratio Rbv of the transmission.
  • a map can for example be used to determine the first threshold S1, the second threshold S2 being defined with respect to the first threshold S1 by means of an offset (in predefined English "offset"). Conversely, it is also possible to use a map to determine the second threshold S2 and to define the first threshold S1 by offset with respect to the second threshold S2.
  • This offset value is variable according to the heat engines. By way of nonlimiting example, it is possible to choose an offset value of between 1 and 10 Newton-meter (Nm).
  • the modified setpoint Pacc_f is equal to the value of the Pacc instruction set previously defined. From time t1, the preventive approval of the second step 20 enters the traversed state of the sets 230, the modified setpoint Pacc_f is fixed at a constant value, equal to that of the Pacc instruction setpoint observed at the moment t1.
  • the values of the first and second thresholds S1 and S2 then vary only very slightly, for example as a function of the Nmot speed of the engine, the dynamic range of which is much slower than that of the Pacc position of the pedal or lever. acceleration.
  • the preventive approval of the second step 20 exits the traversed state of the sets 230 and the modified setpoint Pacc_f then becomes equal to the current value of the driver setpoint Pacc.
  • the implementation of the method according to the invention makes it possible to reduce the duration of the traversed state of the engine games 230 of the preventive approval function, which reduces the holes during acceleration.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (7)

  1. Regelverfahren (100) für einen Antriebsstrang eines Fahrzeugs, umfassend mindestens einen Schritt (20) der Berechnung eines vorbeugenden Moments (Cp) eines Verbrennungsmotors, um die Schläge des Antriebsstranges zu begrenzen, wobei das Moment (Cp) von einem Leitsollwert (Pacc) abhängt, wobei der Schritt (20) einen Übergangszustand der Motorspiele (230) umfasst, wenn das Moment (Cp) zwischen einer ersten Schwelle (S1) und einer zweiten Schwelle (S2) enthalten ist, wobei mindestens eine der Schwellen (S1, S2) in Abhängigkeit von einem modifizierten Sollwert (Pacc_f) definiert wird, dessen Wert in dem Übergangszustand der Motorspiele (230) konstant und gleich jenem des Leitsollwerts (Pacc) zum Eintrittszeitpunkt (t1) in diesen Zustand (230) ist, dadurch gekennzeichnet, dass der Entwicklungsgradient des vorbeugenden Moments (Cp) in dem Übergangszustand der Spiele (230) des Schrittes (20) geringer als außerhalb dieses Zustands ist.
  2. Regelverfahren (100) nach Anspruch 1, dadurch gekennzeichnet, dass mindestens eine der Schwellen (S1, S2) durch eine Kartografie definiert ist, von der ein Eingang der modifizierte Sollwert (Pacc_f) ist.
  3. Regelverfahren (100) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens eine der Schwellen (S1, S2) durch eine Kartografie definiert ist, von der ein Eingang das Motorregime (Nmot) ist.
  4. Regelverfahren (100) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens eine der Schwellen (S1, S2) durch eine Kartografie definiert ist, von der ein Eingang des Untersetzungsverhältnis (Rbv) eines Übertragungssystems des Antriebsstranges ist.
  5. Regelverfahren (100) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Leitsollwert (Pacc) eine Position eines Beschleunigungspedals oder -hebels des Fahrzeugs ist.
  6. Regelverfahren (100) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Verbrennungsmotor mit Benzin oder Diesel funktioniert.
  7. Fahrzeug, dadurch gekennzeichnet, dass es Mittel umfasst, die dazu vorgesehen sind, Schritte eines Regelverfahrens (100) nach einem der vorhergehenden Ansprüche einzusetzen.
EP14161134.3A 2013-04-29 2014-03-21 Regelverfahren für einen Antriebstrang während einer Übergangsphase des Motorspiels Active EP2799698B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1353915A FR3005114B1 (fr) 2013-04-29 2013-04-29 Procede de commande d'un groupe motopropulseur d'un vehicule pendant une phase de traversee de jeux moteur

Publications (2)

Publication Number Publication Date
EP2799698A1 EP2799698A1 (de) 2014-11-05
EP2799698B1 true EP2799698B1 (de) 2016-01-20

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EP14161134.3A Active EP2799698B1 (de) 2013-04-29 2014-03-21 Regelverfahren für einen Antriebstrang während einer Übergangsphase des Motorspiels

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EP (1) EP2799698B1 (de)
FR (1) FR3005114B1 (de)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19838454C1 (de) * 1998-08-25 2000-03-16 Daimler Chrysler Ag Verfahren zur Reduzierung von Lastwechselschlag bei Kraftfahrzeugen
GB2375845B (en) * 2001-05-24 2005-02-16 Ford Global Tech Inc Vehicle engine management system
DE102004005728B4 (de) * 2004-01-14 2017-04-27 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Abtriebseinheit eines Fahrzeugs
FR2899282B1 (fr) * 2006-04-04 2011-05-13 Peugeot Citroen Automobiles Sa Systeme de controle de fonctionnement d'un groupe moto- propulseur de vehicule automobile pour l'attenuation de perturbations lors du passage de jeu d'une transmission du vehicule.
JP4464932B2 (ja) * 2006-04-27 2010-05-19 日立オートモティブシステムズ株式会社 エンジンの制御装置
DE102007009688A1 (de) * 2007-02-28 2008-09-04 Robert Bosch Gmbh Verfahren und Vorrichtung zum Ermitteln eines gradientenlimitierten Summen-Solldrehmoments aus einem Solldrehmoment einer Drehzahlregelung
DE102010018705A1 (de) * 2010-04-29 2011-11-03 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Einstellung des Betriebsverhaltens des Antriebsstrangs eines Kraftfahrzeugs

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Publication number Publication date
FR3005114A1 (fr) 2014-10-31
FR3005114B1 (fr) 2018-09-07
EP2799698A1 (de) 2014-11-05

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