EP2984319A1 - Gestion d'un moteur de vehicule automobile - Google Patents
Gestion d'un moteur de vehicule automobileInfo
- Publication number
- EP2984319A1 EP2984319A1 EP14720996.9A EP14720996A EP2984319A1 EP 2984319 A1 EP2984319 A1 EP 2984319A1 EP 14720996 A EP14720996 A EP 14720996A EP 2984319 A1 EP2984319 A1 EP 2984319A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- value
- depression
- interval
- pedal
- threshold value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 claims abstract description 31
- 230000001133 acceleration Effects 0.000 claims description 12
- 230000008859 change Effects 0.000 claims description 8
- 238000012545 processing Methods 0.000 claims description 8
- 230000004913 activation Effects 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 claims description 3
- 238000004590 computer program Methods 0.000 claims description 3
- 230000006870 function Effects 0.000 description 15
- 239000000446 fuel Substances 0.000 description 10
- 238000013507 mapping Methods 0.000 description 4
- 238000012360 testing method Methods 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 3
- 230000000881 depressing effect Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/02—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by hand, foot, or like operator controlled initiation means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
Definitions
- the invention relates to the management of a motor vehicle engine equipped with an accelerator pedal, for example an internal combustion engine, an electric motor, or the like.
- motor vehicle engines are controlled according to a state of depression of the accelerator pedal.
- the depression of the accelerator pedal corresponds to the will of the driver. It is considered that the driver, by pressing the accelerator pedal, wants a certain torque, so as to provide a given acceleration to the vehicle.
- the torque setpoint is developed according to this depression, for the purpose of driving pleasure.
- the curve corresponding to the torque setpoint as a function of the depression of the accelerator pedal may have a straight line or even have a convexity like the curve of FIG. 3A.
- this engine is injected with a quantity of fuel corresponding to the determined torque setpoint and the current speed.
- a throttle body is opened to regulate a flow of air, a quantity of fuel is injected in stoichiometric proportions, so that the richness is close to 1.
- the torque reference value for at least one engine speed value, at each value of the parameter representative of the depression of the accelerator pedal on at least a portion of a feasible pedal driving range is associated with a torque setpoint so that this part of the driving range is partitioned into at least three intervals, including:
- the torque setpoint increases with the parameter representing the depression of the accelerator pedal on the first interval and the third interval that on the second interval.
- the curve corresponding to the torque setpoint as a function of the pedal depression may for example have a flat or a zone of slight slope on this second interval.
- the slope corresponding to the first interval and the slope corresponding to the third interval may be greater than the slope corresponding to the second interval.
- the method described above makes it possible to place the vehicle in such a zone of maximum or optimum efficiency of the engine, even if the driving control would normally correspond to a zone of lesser efficiency. In other words, the driver is guided towards this area of maximum efficiency of the engine.
- the type of acceleration performed can minimize fuel consumption.
- the powertrain efficiency can be 280 g of fuel per kWh consumed during the acceleration phase. If on the contrary the acceleration is maximum, the acceleration phase will have a relatively short duration, but the efficiency of the powertrain is close to 260 g / kWh.
- Optimum acceleration corresponds in fact to a torque of 130 Nm because the powertrain efficiency reaches a value of 245 g / kWh.
- extending between the terminals A and B is meant that the interval is defined by the terminals A and B.
- between terminals A and B is meant that the interval is inside. of the interval defined by the points A and B: it can for example be the interval defined by the points A and B or a smaller interval, for example defined by the point A and an intermediate point between A and B.
- the curve representing the evolution of the torque setpoint as a function of the pedal depression can be continuous or not.
- This curve can be increasing or strictly increasing over the part of the depressing range, or not.
- a fourth gap may be provided extending between an upper terminal of the third gap and the upper limit of that portion of the achievable depression range.
- the curve representing the evolution of the torque setpoint as a function of the pedal depression has a discontinuity or a very steep slope at the upper limit of the third interval, so that the transition from the third to the fourth interval accompanied by a sharp increase in the torque setpoint.
- the torque setpoint may vary relatively little or even be constant, with the pedal depression.
- the driver who presses hard on the accelerator pedal can feel that it has reached a stop corresponding to maximum torque.
- the invention is of course not limited to the presence of a fourth gap, nor by the presence of a recess as described above. In general, the invention is in no way limited by the shape of the curve for the high values of the parameter representative of the pedal depression.
- the torque reference values can be constant, ie the curve forms a flat on this interval, increase slightly, or even decrease slightly.
- the curve corresponding to the torque setpoint as a function of the pedal depression can present a point of inflection.
- the invention may find a particularly advantageous application in the case of an internal combustion engine, and in particular in the case of a gasoline engine, for example, a supercharged gasoline engine or an atmospheric gasoline engine.
- the invention can of course be applied to a diesel engine, an electric motor or the like.
- mappings making it possible to associate a set of values of the parameter representative of the pedal depression with a set of respective values of torque setpoint.
- the invention is obviously not limited by the use of a map.
- the associated torque setpoint may be a function of the current engine speed. For example, for a revs of 1400 rpm, the torque value associated with a given pedal depression will be greater than the torque value associated with this same pedal depression for a revs of 5000 rpm.
- the method described above makes it possible to adapt the driver's request to place the motor in a zone of optimum efficiency. This method can further increase ergonomics and driving comfort.
- the method may further comprise a step consisting in estimating a value of a parameter representative of the efficiency of the engine in case of a gear change and for a constant developed power. If the value of the parameter representative of the estimated yield is lower than a current value of this parameter, the method may comprise a step of generating a shift message.
- the shift message is sent to a user interface, such as a dashboard screen or the like, to recommend to the driver that gearshift.
- the gearshift message is sent to the control means of the gearbox in order to impose this change of gear.
- the gear ratio can be changed automatically, without driver instructions, in order to bring the vehicle into a zone of operation corresponding to a better efficiency.
- the method may further comprise a step of receiving a value of a parameter indicative of the activation of an economical driving mode, resulting from a user interface. If this value corresponds to the activation of said mode, then, during the step of determining a torque reference value from the value of the parameter representative of the depression of the acceleration pedal received, a part of torque setpoints corresponding to the second interval reaches a maximum value lower than a maximum value of the values of torque setpoint corresponding to the second interval in case of deactivation the economical driving mode.
- the achievable torque for a pedal depression in the second interval, and possibly for the third or fourth interval (s) is restrained in economic driving mode or
- a torque reference value such that between the first and second threshold values, the torque setpoint varies less rapidly with the parameter representative of the pedal depression, only for values below the first threshold value and above the second threshold value.
- This method of preparing a management device can be performed prior to the marketing of a vehicle model.
- a device for managing a motor vehicle engine equipped with an accelerator pedal comprising:
- processing means for receiving a parameter value representative of the depression of the acceleration pedal, processing means shaped to determine from the value received a torque setpoint value, processing means being arranged so that for at least one speed value is associated with each value of the parameter representative of the pedal depression on at least part of a feasible pedal depression range, a torque reference value, this part being partitioned into at least three intervals, a first interval between a lower limit of this part of the achievable depression range, and a first threshold value strictly greater than this lower limit, a second interval extending between the first threshold value and a second threshold value strictly greater than the first threshold value, and a third interval between the second threshold value and an upper limit of this part of the depression range, in which the torque setpoint increases further with the parameter representative of the depression of the accelerator pedal on the first interval and on the t third interval than on the second interval, and
- Transmission means for sending to the engine a control message developed according to the torque setpoint determined by the processing means.
- This management device can for example include or be integrated in a processor, for example a micro controller, a micro processor or other.
- the receiving means may for example comprise an input pin, an input port, or the like.
- the processing means may for example comprise a processor core or CPU (of the "Central Processing Unit") or other.
- the transmission means may for example comprise an output pin, an output port or the like.
- an engine system for a motor vehicle comprising the management device described above as well as a motor.
- the engine can be a fuel engine, for example a diesel engine, a gasoline engine, or even an electric motor or other.
- a motor vehicle for example an electric vehicle, hybrid or other, comprising a device for management as described above and / or a motor system as described above.
- Computer program products are further provided comprising instructions for performing the steps of the methods described above when executed by a processor. These computer programs can, for example, be read on a memory medium, downloaded or otherwise.
- Figure 1 shows the example of a vehicle according to one embodiment of the invention.
- FIG. 2 is a logic diagram of an exemplary method according to one embodiment of the invention.
- FIG. 3A shows the shape of a curve corresponding to the torque setpoint as a function of the parameter representative of the pedal depression, for the application of a method known from the prior art.
- FIG. 3B shows the shape of an example of a curve corresponding to the torque setpoint as a function of the parameter representative of the pedal depression, for the application of an exemplary method according to one embodiment of the invention.
- FIG. 4 is a graph with the abscissa of the engine speed values and the ordinate of the torque values produced.
- a motor vehicle for example a gasoline vehicle, comprises a motor 2 as well as a management device 3 of this engine 2, for example a processor.
- This management device is in communication with a position sensor 4 of an accelerator pedal 5.
- a pedal position value is transmitted to the management device 3.
- This processor determines from the pedal position value received, and, also from a current engine speed value, a torque reference value.
- the processor 3 furthermore develops from the received torque setpoint value a control value of the engine 2, for example a fuel injection duration value, or the like.
- a control value of the engine 2 for example a fuel injection duration value, or the like.
- the curve shown has a continuous derivative, positive and decreasing.
- the torque setpoint increases faster with the pedal depression for low values of pedal depression than for high depression values.
- the zone of optimum efficiency is situated between the points C1 and C2
- the pedal depression interval corresponding to this zone of optimum efficiency is relatively narrow. In this example, this pedal depression interval extends between the pedal depression values B1 and B2.
- the driver When the driver wishes to move from the current speed to a higher target speed, he can naturally press the pedal to bring the pedal to a position between these values B1 and B2, but there is a good chance that the actual pedal depression is less than B1, or greater than B2. In other words, the driver may not place the vehicle in the optimum performance zone.
- the curve corresponding to the torque request as a function of the pedal depression has a convexity in the prior art (FIG. 3A), whereas in the embodiment shown, it has a first convex portion on a first interval defined between the terminals D l and VSl, then an inflection between the values VS1 and VS2, and finally a concave portion between VS2 and D2.
- a first interval II extending between the values D 1 and VS 1, for which the torque setpoint increases relatively rapidly with the depression of the pedal
- the torque request increases slightly, this may allow to confer some user comfort.
- the torque setpoint is constant over at least a portion of the second interval, or even over the entire second interval: the vehicle would then be placed at a point of optimum efficiency.
- yield curves 41 are represented as a function of the speed and the torque produced.
- the path 10 may for example be obtained if the driver bears relatively little on the accelerator pedal, in the case of the application of a method known from the prior art.
- the curve request torque-depression pedal having a convexity if the driver presses relatively little on the pedal, the torque request will remain relatively low.
- the vehicle will remain in areas associated with low consumption, but the duration of the passage from the point PI to the point P2 will be relatively long, so that the consumption associated with this passage may be relatively high.
- the invention promotes the exploitation of high-yield areas and can in some way be an aid to ecological driving.
- the invention can make it possible to associate with a greater part of the pedal stroke a torque setpoint located in this optimum driving zone.
- the path 20 is associated with a lower power consumption than the path 10.
- FIG. 2 illustrates an exemplary method according to one embodiment of the invention. This method can be executed by the processor 3 of FIG.
- the processor receives a value of an X_pedal pedal depression parameter. It may for example be a driving angle, between 0 and 90 ° for example, a percentage of depression, or other. Then, during a test step 22, it is determined whether the vehicle is in a fuel economy mode or not. This test step may for example involve a flag variable eco_mode, whose value is set to 1 in case of activation of this power saving mode by the driver.
- a set torque value C is determined during a step 23 as a function of the engine speed N and the value of the variable X_pedal.
- Fl ⁇ N) represents a mapping corresponding to the current engine speed value and making it possible to associate with each feasible value of the variable X_pedal a torque reference value. This mapping may for example correspond to the graph of FIG. 3B.
- the torque reference can be expressed in Nm for example.
- the processor 3 includes a memory 30 for storing three-dimensional cartography. Indeed, this processor 30 is arranged to be able to associate a doublet ⁇ current engine speed, pedal depression value ⁇ a torque reference value.
- step 24 it is necessary to use other mappings to determine a torque reference value. More specifically, the torque reference values of the map used in step 24 are increased by a peak value.
- the torque reference value C is then transmitted to the engine itself, during a step 25, in order to control, in particular, the fuel injection as a function of this torque setpoint value and furthermore current engine speed.
- a doublet ⁇ engine speed, torque produced ⁇ corresponding to a given gear ratio change in the assumption that the power developed remains constant. For example, it is possible to determine the crossing point, on a torque-regime chart of the type of that of FIG. 4, of an iso-power curve corresponding to the current power and of an iso-speed curve corresponding to the gear ratio. considered.
- Steps 26, 27, 28 may be repeated for various gear ratios, even if not shown for readability purposes.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1353110A FR3004219B1 (fr) | 2013-04-08 | 2013-04-08 | Gestion d'un moteur de vehicule automobile |
PCT/FR2014/050832 WO2014167234A1 (fr) | 2013-04-08 | 2014-04-08 | Gestion d'un moteur de vehicule automobile |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2984319A1 true EP2984319A1 (fr) | 2016-02-17 |
EP2984319B1 EP2984319B1 (fr) | 2019-09-04 |
Family
ID=48613960
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP14720996.9A Active EP2984319B1 (fr) | 2013-04-08 | 2014-04-08 | Gestion d'un moteur de vehicule automobile |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2984319B1 (fr) |
FR (1) | FR3004219B1 (fr) |
WO (1) | WO2014167234A1 (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3808960A1 (fr) * | 2019-10-16 | 2021-04-21 | Renault S.A.S. | Procédé de gestion du couple d'un véhicule automobile comportant un moteur à combustion interne et estimation de l usure d'un tel moteur |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004014102A1 (de) * | 2004-03-23 | 2005-10-13 | Conti Temic Microelectronic Gmbh | Betriebsverfahren für ein Kraftfahrzeug mit einem Fahrzeugantrieb |
US8352146B2 (en) * | 2006-11-13 | 2013-01-08 | Ford Global Technologies, Llc | Engine response adjustment based on traffic conditions |
-
2013
- 2013-04-08 FR FR1353110A patent/FR3004219B1/fr not_active Expired - Fee Related
-
2014
- 2014-04-08 EP EP14720996.9A patent/EP2984319B1/fr active Active
- 2014-04-08 WO PCT/FR2014/050832 patent/WO2014167234A1/fr active Application Filing
Non-Patent Citations (1)
Title |
---|
See references of WO2014167234A1 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3808960A1 (fr) * | 2019-10-16 | 2021-04-21 | Renault S.A.S. | Procédé de gestion du couple d'un véhicule automobile comportant un moteur à combustion interne et estimation de l usure d'un tel moteur |
FR3102213A1 (fr) * | 2019-10-16 | 2021-04-23 | Renault S.A.S | Procédé de gestion du couple et de l'estimation de l'usure d'un moteur à combustion interne d'un véhicule automobile |
Also Published As
Publication number | Publication date |
---|---|
EP2984319B1 (fr) | 2019-09-04 |
FR3004219B1 (fr) | 2016-10-21 |
WO2014167234A1 (fr) | 2014-10-16 |
FR3004219A1 (fr) | 2014-10-10 |
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