EP3265699A1 - Method and device for controlling the state of an automatic transmission according to the torque requirement - Google Patents

Method and device for controlling the state of an automatic transmission according to the torque requirement

Info

Publication number
EP3265699A1
EP3265699A1 EP16705241.4A EP16705241A EP3265699A1 EP 3265699 A1 EP3265699 A1 EP 3265699A1 EP 16705241 A EP16705241 A EP 16705241A EP 3265699 A1 EP3265699 A1 EP 3265699A1
Authority
EP
European Patent Office
Prior art keywords
speed
maximum
vehicle
torque
driver
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.)
Withdrawn
Application number
EP16705241.4A
Other languages
German (de)
French (fr)
Inventor
Pedro MORENO LAHORE
Jérémie HORBEZ
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.)
Renault SAS
Original Assignee
Renault SAS
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Renault SAS filed Critical Renault SAS
Publication of EP3265699A1 publication Critical patent/EP3265699A1/en
Withdrawn legal-status Critical Current

Links

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
    • 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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • 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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0227—Shift map selection, i.e. methods for controlling selection between different shift maps, e.g. to initiate switch to a map for up-hill driving

Definitions

  • the present invention relates to the control of automated transmissions according to the torque demand, virtual or real drivers.
  • it relates to a method for controlling the states of an automatic transmission of a vehicle capable of transmitting the requested torque to the drive motor of the vehicle by a driver on several staged ratios, where the available torque of the engine reaches its value. maximum at a determined limit speed of movement of the vehicle, from which the shift on the higher gear is imposed if the torque demand is maximum.
  • Another subject of the invention is a device for checking the states of an automatic vehicle transmission, capable of transmitting the requested torque to the driving motor of the vehicle by a driver.
  • the maximum torque request is usually made when the driver presses his accelerator pedal about 60-80% of his stroke.
  • the expected response of the driver to a significant depression of his pedal is actually a change in the behavior of the vehicle.
  • the response of the powertrain to the input of the driver's request in the area of high torque demands may be the triggering of a downshift or "kick-down", in the case where the forces resistant to Advancement increase to the point that the current ratio no longer allows to apply to the power train a sufficient torque level to maintain its speed. If, on the contrary, the speed of the vehicle increases when the engine gives its maximum torque, the transmission normally passes on the higher gear.
  • the maximum torque available on a transmission ratio depends on the speed of movement of the vehicle, which is directly proportional to the engine speed.
  • the torque versus speed curve on each gear is bell-shaped, passing through a maximum value, before decreasing as the rpm continues to increase.
  • the top gear In order for the vehicle to behave optimally, the top gear must be engaged immediately if the driver's demand remains high. On many vehicles, the maximum torque can be obtained from a pedal depression of 60%. The upper gear is automatically engaged as soon as the vehicle reaches the speed limit allowed by each gear, which corresponds to the maximum torque of the engine. This behavior is undoubtedly the best for the consumption and acceleration of the vehicle. But the driver can deduce that a wide range of high engine speed is not used. In fact, the engine provides its maximum power, but the driver does not feel it, because it does not fully press his accelerator pedal to get it.
  • the present invention aims to control the passages of an automatic transmission on the upper gear in acceleration, in case of prolonged demand of the maximum torque on a current ratio.
  • the limit speed on each transmission ratio is determined by the percentage of depression of the pedal.
  • the proposed device comprises a first calculation block determining a limit speed of maintenance on the report. current as a function of the percentage of depression of the accelerator pedal and the list of the states of the transmission, a second calculation block determining the simultaneous realization of several conditions for activating a particular mode of operation of the transmission, and a third calculation block receiving the allowed speed limit determined by the first block, and the authorization to maintain the vehicle on the current ratio up to the limit speed determined by the first block.
  • This solution provides a satisfactory response to the driver's expectations, for its driving sensations, while being compatible with the autonomy features implemented on certain vehicles.
  • FIG. 1 illustrates the usual behavior of an automatic transmission
  • FIG. 2 exposes the strategy proposed by the invention
  • FIG. 3 illustrates the new behavior of the transmission.
  • An automatic vehicle transmission is capable of transmitting the requested torque to the drive motor in a plurality of staggered ratios. On each of them, the available torque reaches its maximum value at a determined limit speed of movement of the vehicle Vn m , from which the passage on the higher gear is imposed if the torque demand remains maximum.
  • FIG. 1 shows, by way of example, the curves giving the traction force in Newton (N) on each report of a six-speed transmission, as a function of the traveling speed V ve h in km / h , with their bell shapes.
  • the passage from the second to the third gear is imposed by a pedal depression signal of 60% to 100% when the vehicle speed exceeds the threshold (a) of about 65 km / h.
  • the passage from third to fourth gear is imposed when it exceeds the threshold (d), less than 100km / h from the same rate of pedal depression.
  • the principle is to allow, under certain conditions, an increase in the engine speed, on the current ratio.
  • the transmission has for this purpose a particular mode of operation of sporty feeling, in which the current ratio is kept beyond the usual speed limit. This particular mode of operation is adopted according to the position signal of the accelerator pedal. As long as the torque demand remains maximum, the limit speed on each gear ratio can then exceed the maximum torque speed.
  • the diagram of Figure 2 explains the proposed method from the three control blocks, A, B, C of the device.
  • the pedal position signal for example as a percentage of depression, and the list of states (ratios) of the transmission determine the torque curve as a function of the vehicle speed of the current ratio.
  • the maximum speed allowed on this report according to the percentage of depression of the pedal, is noted “Veh. Speed. would read “on the diagram. It is determined in block A.
  • Block B groups the activation conditions of the particular operating mode of sporting feeling, allowing the offset to the thresholds "Veh. Speed. would read 'determined by Block A.
  • the second condition is that the type of program (pass laws) established on the transmission is not an "economic" mode, favoring the reduction of consumption ("Driving progranm different from Eco?").
  • the adoption of the particular mode of operation therefore assumes that the transmission is also subject to an economic mode imposing an optimization of consumption.
  • ADAS driver assistance systems
  • This denomination concerns all so-called “smart” systems, able to take control of the vehicle instead of the driver.
  • ADAS driver assistance systems
  • cruise control ACC for "Autonomous Cruise Control”
  • automatic plots
  • condition "AND" that of the availability of another transmission state than the current ratio
  • Block C receives the speed limit "Vveh speed would read” according to the depression of the pedal and the state of the transmission, which is determined by the block A, and the authorization signal (or prohibition) of the block B. It can also receive as input the speed limit tolerated by the driver. At the output, it imposes on the transmission the limit speed Vn m on the current ratio to the maximum torque, on the particular mode of sporty feeling, or not.
  • the proposed transmission control device has three blocks:
  • a first calculation block (A) determining a limit holding speed on the current ratio as a function of the percentage of depression of the accelerator pedal and the list of states of the transmission
  • a second calculation block (B) determining the simultaneous realization of several conditions for activating a particular mode of operation of the transmission
  • a third calculation block receiving the authorized speed limit determined by the first block (A), the authorization to maintain the vehicle on the current ratio up to the speed limit determined by it.
  • the limit holding speed on the current ratio with a maximum torque demand takes a first value from a sink rate of 60%, a second value from a sink rate of 80 % and a third value when the pedal is pressed at 100%.
  • the limit holding speed on the current ratio with a maximum torque demand can take three distinct values, from three thresholds of depression different from the pedal:
  • the threshold remains identical to Figure 1 in second with a pedal depression of 60% (a); on the other hand, it rises to threshold (b)> (a) at 80% pedal depression and (c)> (b) at 100% pedal depression.
  • the threshold (d) remains the same as in FIG. 1 with a pedal depression 60%; on the other hand, it amounts to (e)> (d) at 80% pedal depression, and (f)> (e) for 100% depression.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The invention relates to a method for controlling the states of an automatic transmission of a vehicle, which can transmit the required torque to the drive motor of the vehicle via a conductor over a plurality of stepped ratios where the available torque of the motor reaches its maximum value at a determined threshold speed (Vlim) of movement of the vehicle, on the basis of which the shift to the upper ratio is imposed if the torque requirement is at a maximum, characterised in that it has a particular mode of operation wherein the current ratio is maintained beyond said speed according to the pressure applied to the accelerator pedal, if the torque requirement remains at a maximum.

Description

PROCEDE ET DISPOSITIF DE CONTROLE DE L' ETAT D ' UNE TRANSMISSION AUTOMATIQUE EN FONCTION DE LA DEMANDE DE COUPLE  METHOD AND DEVICE FOR MONITORING THE STATUS OF AN AUTOMATIC TRANSMISSION BASED ON THE TORQUE REQUEST
La présente invention se rapporte au contrôle des transmissions automatisées en fonction de la demande de couple, de conducteurs virtuels ou réels. The present invention relates to the control of automated transmissions according to the torque demand, virtual or real drivers.
Plus précisément, elle a pour objet un procédé de contrôle des états d'une transmission automatique de véhicule capable de transmettre le couple demandé au moteur d' entraînement du véhicule par un conducteur sur plusieurs rapports étagés, où le couple disponible du moteur atteint sa valeur maximum à une vitesse limite de déplacement du véhicule déterminée, à partir de laquelle le passage sur le rapport supérieur est imposé si la demande de couple est maximum.  More specifically, it relates to a method for controlling the states of an automatic transmission of a vehicle capable of transmitting the requested torque to the drive motor of the vehicle by a driver on several staged ratios, where the available torque of the engine reaches its value. maximum at a determined limit speed of movement of the vehicle, from which the shift on the higher gear is imposed if the torque demand is maximum.
Cette invention a également pour objet un dispositif de contrôle des états d'une transmission automatique de véhicule, capable de transmettre le couple demandé au moteur d'entraînement du véhicule par un conducteur.  Another subject of the invention is a device for checking the states of an automatic vehicle transmission, capable of transmitting the requested torque to the driving motor of the vehicle by a driver.
Elle s'applique non seulement sur des véhicules placés sous le contrôle d'un conducteur réel, mais aussi sur les véhicules disposant d'une autonomie partielle ou totale de pilotage par rapport aux instructions du conducteur.  It applies not only to vehicles under the control of a real driver, but also to vehicles with partial or total driving autonomy in relation to the driver's instructions.
Dans la commande des changements de rapport sur les transmissions automatiques, la requête de couple maximal est généralement établie lorsque le conducteur presse sa pédale d'accélérateur sur environ 60-80% de sa course. La réponse attendue du conducteur à un enfoncement significatif, de sa pédale, est effectivement un changement de comportement du véhicule. La réponse du groupe motopropulseur à l'entrée de la requête du conducteur dans la zone des demandes de couple élevé, peut être le déclenchement d'un passage de vitesses descendant ou « kick-down », dans le cas où les efforts résistants à l'avancement augmentent au point que le rapport courant ne permet plus d' appliquer à la chaîne de traction un niveau de couple suffisant pour maintenir sa vitesse. Si au contraire la vitesse du véhicule augmente lorsque le moteur fournit son couple maximum, la transmission passe normalement sur le rapport supérieur. Le couple maximal disponible sur un rapport de transmission dépend de la vitesse de déplacement du véhicule, qui est directement proportionnelle au régime du moteur. La courbe de couple en fonction du régime sur chaque rapport, a une forme de cloche, qui passe par une valeur maximale, avant de diminuer lorsque le régime continue à augmenter . In the control of gear changes on automatic transmissions, the maximum torque request is usually made when the driver presses his accelerator pedal about 60-80% of his stroke. The expected response of the driver to a significant depression of his pedal is actually a change in the behavior of the vehicle. The response of the powertrain to the input of the driver's request in the area of high torque demands, may be the triggering of a downshift or "kick-down", in the case where the forces resistant to Advancement increase to the point that the current ratio no longer allows to apply to the power train a sufficient torque level to maintain its speed. If, on the contrary, the speed of the vehicle increases when the engine gives its maximum torque, the transmission normally passes on the higher gear. The maximum torque available on a transmission ratio depends on the speed of movement of the vehicle, which is directly proportional to the engine speed. The torque versus speed curve on each gear is bell-shaped, passing through a maximum value, before decreasing as the rpm continues to increase.
Pour que le véhicule ait un comportement optimal, le rapport supérieur doit être engagé immédiatement, si la demande du conducteur reste élevée. Sur de nombreux véhicules, le couple maximal peut être obtenu à partir d'un enfoncement pédale de de 60%. Le rapport supérieur est automatiquement engagé dès que le véhicule atteint la vitesse limite autorisée par chaque rapport, qui correspond au couple maximum du moteur. Ce comportement est incontestablement le meilleur pour la consommation et l'accélération du véhicule. Mais le conducteur peut en déduire qu'une large plage de régime élevé du moteur n'est pas utilisée. En fait, le moteur fournit sa puissance maximale, mais le conducteur ne le ressent pas, parce qu'il n'enfonce pas à fond sa pédale d'accélérateur pour l'obtenir.  In order for the vehicle to behave optimally, the top gear must be engaged immediately if the driver's demand remains high. On many vehicles, the maximum torque can be obtained from a pedal depression of 60%. The upper gear is automatically engaged as soon as the vehicle reaches the speed limit allowed by each gear, which corresponds to the maximum torque of the engine. This behavior is undoubtedly the best for the consumption and acceleration of the vehicle. But the driver can deduce that a wide range of high engine speed is not used. In fact, the engine provides its maximum power, but the driver does not feel it, because it does not fully press his accelerator pedal to get it.
La présente invention a pour but de contrôler les passages d'une transmission automatique sur le rapport supérieur en accélération, en cas de demande prolongée du couple maximum sur un rapport courant.  The present invention aims to control the passages of an automatic transmission on the upper gear in acceleration, in case of prolonged demand of the maximum torque on a current ratio.
Dans ce but, elle propose d'adopter un mode de fonctionnement particulier, dans lequel le rapport courant est conservé au-delà de la vitesse où le moteur fournit son couple maximum, si la demande du conducteur reste celle du couple maximum.  For this purpose, it proposes to adopt a particular mode of operation, in which the current ratio is kept beyond the speed where the engine provides its maximum torque, if the driver's request remains that of the maximum torque.
De préférence, la vitesse limite sur chaque rapport de la transmission est déterminée par le pourcentage d'enfoncement de la pédale.  Preferably, the limit speed on each transmission ratio is determined by the percentage of depression of the pedal.
Le dispositif proposé comporte un premier bloc de calcul déterminant une vitesse limite de maintien sur le rapport courant en fonction du pourcentage d'enfoncement de la pédale d'accélération et de la liste des états de la transmission, un deuxième bloc de calcul déterminant la réalisation simultanée de plusieurs conditions d'activation d'un mode de fonctionnement particulier de la transmission, et un troisième bloc de calcul recevant la vitesse limite autorisée déterminée par le premier bloc, et l'autorisation de maintenir le véhicule sur le rapport courant jusqu'à la vitesse limite déterminée par le premier bloc . The proposed device comprises a first calculation block determining a limit speed of maintenance on the report. current as a function of the percentage of depression of the accelerator pedal and the list of the states of the transmission, a second calculation block determining the simultaneous realization of several conditions for activating a particular mode of operation of the transmission, and a third calculation block receiving the allowed speed limit determined by the first block, and the authorization to maintain the vehicle on the current ratio up to the limit speed determined by the first block.
Cette solution apporte une réponse satisfaisante aux attentes du conducteur, pour ses sensations de conduit, tout en étant compatible avec les fonctionnalités d'autonomie implémentées sur certains véhicules.  This solution provides a satisfactory response to the driver's expectations, for its driving sensations, while being compatible with the autonomy features implemented on certain vehicles.
La présente invention sera mieux comprise à la lecture de la description suivante d'un mode de réalisation non limitatif de celle-ci, en se reportant aux dessins annexée, sur lesquels :  The present invention will be better understood on reading the following description of a non-limiting embodiment thereof, with reference to the appended drawings, in which:
la figure 1 illustre le comportement habituel d'une transmission automatique,  Figure 1 illustrates the usual behavior of an automatic transmission,
la figure 2 expose la stratégie proposée par l'invention, et  FIG. 2 exposes the strategy proposed by the invention, and
la figure 3 illustre le nouveau comportement de la transmission .  Figure 3 illustrates the new behavior of the transmission.
Une transmission automatique de véhicule est capable de transmettre le couple demandé au moteur d'entraînement, sur plusieurs rapports étagés. Sur chacun d'eux, le couple disponible atteint sa valeur maximum à une vitesse limite de déplacement du véhicule Vnm déterminée, à partir de laquelle le passage sur le rapport supérieur est imposé si la demande de couple reste maximum. Sur la figure 1 on a rassemblé à titre d'exemple, les courbes donnant la force de traction en Newton (N) sur chaque rapport d'une transmission à six rapports, en fonction de la vitesse de déplacement Vveh en km/h, avec leurs formes en cloche. Dans cet exemple, le passage du deuxième au troisième rapport est imposé par un signal d'enfoncement de pédale de 60% à 100% lorsque la vitesse du véhicule dépasse le seuil (a), d'environ 65 km/h. Le passage du troisième au quatrième rapport est imposé lorsqu'elle dépasse le seuil (d) , inférieur à 100km/h à partir du même taux d'enfoncement pédale. An automatic vehicle transmission is capable of transmitting the requested torque to the drive motor in a plurality of staggered ratios. On each of them, the available torque reaches its maximum value at a determined limit speed of movement of the vehicle Vn m , from which the passage on the higher gear is imposed if the torque demand remains maximum. FIG. 1 shows, by way of example, the curves giving the traction force in Newton (N) on each report of a six-speed transmission, as a function of the traveling speed V ve h in km / h , with their bell shapes. In this example, the passage from the second to the third gear is imposed by a pedal depression signal of 60% to 100% when the vehicle speed exceeds the threshold (a) of about 65 km / h. The passage from third to fourth gear is imposed when it exceeds the threshold (d), less than 100km / h from the same rate of pedal depression.
Pour procurer au conducteur une sensation de puissance entre le déclenchement du passage sur le rapport supérieur et l'enfoncement complet de la pédale, on propose d'exploiter le signal de position de la pédale d'une manière spécifique. Le principe est d'autoriser, dans certaines conditions, une élévation du régime moteur, sur le rapport courant. La transmission dispose à cet effet d'un mode de fonctionnement particulier de ressenti sportif, dans lequel le rapport courant est conservé au-delà de la vitesse limite habituelle. Ce mode de fonctionnement particulier est adopté en fonction du signal de position de la pédale d'accélérateur. Tant que la demande de couple reste maximum, la vitesse limite sur chaque rapport de la transmission peut alors dépasser la vitesse de couple maximum.  To provide the driver a feeling of power between the triggering of the passage on the upper gear and the complete depression of the pedal, it is proposed to exploit the pedal position signal in a specific manner. The principle is to allow, under certain conditions, an increase in the engine speed, on the current ratio. The transmission has for this purpose a particular mode of operation of sporty feeling, in which the current ratio is kept beyond the usual speed limit. This particular mode of operation is adopted according to the position signal of the accelerator pedal. As long as the torque demand remains maximum, the limit speed on each gear ratio can then exceed the maximum torque speed.
La conséquence de ce retard aux changements de rapport, est que le régime continue à croître dans la même proportion avec la vitesse de déplacement, et que le niveau sonore du moteur augmente, au détriment des performances réelles du véhicule. Si on attache plus d'importance à la perception sonore du conducteur qu'au niveau de couple à la roue, un compromis reste cependant à trouver pour que le comportement du véhicule reste acceptable.  The consequence of this delay in gear changes is that the engine continues to grow in the same proportion with the speed of travel, and that the sound level of the engine increases, to the detriment of the actual performance of the vehicle. If one attaches more importance to the sound perception of the driver than the level of torque to the wheel, a compromise remains to be found for the behavior of the vehicle remains acceptable.
Le schéma de la figure 2 explique la méthode proposée à partir des trois blocs de commande, A, B, C du dispositif. Le signal de position de pédale, par exemple en pourcentage d'enfoncement, et la liste des états (rapports) de la transmission déterminent la courbe de couple en fonction de la vitesse du véhicule du rapport courant. La vitesse maximum autorisée sur ce rapport en fonction du pourcentage d'enfoncement de la pédale, est notée « Veh. Speed. lirait » sur le schéma. Elle est déterminée dans le bloc A.  The diagram of Figure 2 explains the proposed method from the three control blocks, A, B, C of the device. The pedal position signal, for example as a percentage of depression, and the list of states (ratios) of the transmission determine the torque curve as a function of the vehicle speed of the current ratio. The maximum speed allowed on this report according to the percentage of depression of the pedal, is noted "Veh. Speed. would read "on the diagram. It is determined in block A.
Le bloc B regroupe les conditions d'activation du mode de fonctionnement particulier de ressenti sportif, autorisant le déport vers les seuils « Veh. Speed. lirait » déterminés par le bloc A. La première condition est que le conducteur demande effectivement le couple maximal disponible sur le rapport courant (« Torque request = Max avaivable ? ») . Block B groups the activation conditions of the particular operating mode of sporting feeling, allowing the offset to the thresholds "Veh. Speed. would read 'determined by Block A. The first condition is that the driver actually requests the maximum torque available on the current ratio ("Torque request = Max avaivable?").
La deuxième condition es que le type de programme (lois de passages) établi sur la transmission ne soit pas un mode « économique », privilégiant la réduction de la consommation (« Driving progranm différent de Eco ? ») . L'adoption du mode de fonctionnement particulier suppose donc que la transmission ne soit soumise par ailleurs à un mode économique imposant une optimisation de la consommation.  The second condition is that the type of program (pass laws) established on the transmission is not an "economic" mode, favoring the reduction of consumption ("Driving progranm different from Eco?"). The adoption of the particular mode of operation therefore assumes that the transmission is also subject to an economic mode imposing an optimization of consumption.
La troisième condition concerne l'activation des systèmes d'aide à la conduite, ou « ADAS » (pour « Driving Advance Systems ») . Cette dénomination concerne tous les systèmes dits « intelligents », capables de prendre le contrôle du véhicule à la place du conducteur. On en distingue plusieurs types, dont : o les « ADAS » longitudinaux, capables de contrôler l'accélération et freinage du véhicule, du type régulateur et limiteur de vitesse, contrôles de vitesse de croisière (ACC pour « Autonomous Cruise Control ») , ou plotes automatiques,  The third condition concerns the activation of driver assistance systems, or "ADAS" (for "Driving Advance Systems"). This denomination concerns all so-called "smart" systems, able to take control of the vehicle instead of the driver. There are several types, including: o Longitudinal "ADAS", capable of controlling the acceleration and braking of the vehicle, of the cruise control and speed limiter type, cruise control (ACC for "Autonomous Cruise Control"), or automatic plots,
o l'aide au freinage du type « ABS » (pour « Anti Blockierung System) , ou les systèmes de freinage automatique permettant de diminuer les effets de crash,  o ABS braking assistance (for "Anti Blockierung System"), or automatic braking systems to reduce crash effects,
La condition « Torque request Not by ADAS » implique que le mode de fonctionnement particulier de ressenti sportif, ne peut s'appliquer que si la demande de couple est faite par un conducteur réel agissant directement sur ses pédales. En revanche, si la demande de couple maximum est faite par un « ADAS » il est systématiquement écartée, dans la mesure où ces systèmes recherchent généralement un agrément de conduite assorti d'une optimisation de la consommation, sans accélérations marquées ni fortes montées en régime. En conséquence, le mode de fonctionnement particulier n'est autorisé que si la demande de couple maximum est faite par le conducteur lui-même, en agissant physiquement sur sa pédale d'accélérateur. Cette troisième condition permet de distinguer dans l'application de la méthode les conditions de fonctionnement du véhicule. Elle permet notamment de distinguer deux types de conducteur, selon l'enfoncement ou le repos de la pédale d'accélérateur : The requirement "Torque request Not by ADAS" implies that the particular mode of operation of sporty feeling, can only be applied if the request for torque is made by a real driver acting directly on his pedals. On the other hand, if the maximum torque demand is made by an "ADAS", it is systematically discarded, insofar as these systems generally seek driving pleasure with optimization of consumption, without marked acceleration or strong revs. . As a result, the particular operating mode is only allowed if the maximum torque demand is made by the driver himself, by physically acting on his accelerator pedal. This third condition makes it possible to distinguish in the application of the method the conditions of operation of the vehicle. It allows in particular to distinguish two types of driver, according to the depression or the rest of the accelerator pedal:
un « conducteur réel » agissant physiquement sur ses pédales, pour lequel on établit un fonctionnement ressenti comme dynamique, grâce aux montées en régime lors des accélérations, qui sont autorisées, en dépit de leur impact négatif sur la performance réelle en accélération, et sur la consommation ;  a "real driver" acting physically on his pedals, for which we establish a functioning felt as dynamic, thanks to the acceleration in revs, which are allowed, despite their negative impact on the actual performance in acceleration, and on the consumption;
un « conducteur virtuel », pour lequel on recherche surtout une optimisation de la consommation, un agrément de conduite « doux », sans fortes accélérations, avec peu de bruit, ni de vibrations : dans ce cas, on impose les changements de rapports au couple maximum.  a "virtual driver", for which we seek above all an optimization of the consumption, a driving pleasure "soft", without strong accelerations, with little noise, nor of vibrations: in this case, one imposes the changes of reports to the couple maximum.
Enfin, la dernière condition est celle de la disponibilité d'un autre état de la transmission que le rapport courant (« At least 2 traction DriveLine States available ») . En résumé, l'autorisation du mode de fonctionnement particulier nécessite la réalisation simultanée des quatre conditions d'activation (condition « AND ») :  Finally, the last condition is that of the availability of another transmission state than the current ratio ("At least 2 traction driveLine States available"). In summary, the authorization of the particular mode of operation requires the simultaneous realization of the four activation conditions (condition "AND"):
demande du couple maxi par le conducteur,  maximum torque demand by the driver,
programme de la transmission n'imposant pas d'économies de carburant,  Transmission program does not require fuel savings,
demande de couple faite par un conducteur réel agissant physiquement sur sa pédale d'accélérateur,  torque request made by a real driver acting physically on his accelerator pedal,
disponibilité d'au moins deux états de la chaîne de traction (transmission) .  availability of at least two states of the power train (transmission).
Le bloc C, (ou « switch ») reçoit la vitesse limite « Vveh speed lirait » selon l'enfoncement de la pédale et l'état de la transmission, qui est déterminée par le bloc A, et le signal d'autorisation (ou d'interdiction) du bloc B. Il peut aussi recevoir en entrée, la vitesse limite tolérée par le conducteur. En sortie, il impose à la transmission la vitesse limite Vnm sur le rapport courant au couple maximum, sur le mode particulier de ressenti sportif, ou non. En résumé, le dispositif de contrôle de transmission proposé comporte trois blocs : Block C, (or "switch") receives the speed limit "Vveh speed would read" according to the depression of the pedal and the state of the transmission, which is determined by the block A, and the authorization signal (or prohibition) of the block B. It can also receive as input the speed limit tolerated by the driver. At the output, it imposes on the transmission the limit speed Vn m on the current ratio to the maximum torque, on the particular mode of sporty feeling, or not. In summary, the proposed transmission control device has three blocks:
un premier bloc de calcul (A) déterminant une vitesse limite de maintien sur le rapport courant en fonction du pourcentage d'enfoncement de la pédale d'accélération et de la liste des états de la transmission,  a first calculation block (A) determining a limit holding speed on the current ratio as a function of the percentage of depression of the accelerator pedal and the list of states of the transmission,
un deuxième bloc de calcul (B) déterminant la réalisation simultanée de plusieurs conditions d' activation d'un mode de fonctionnement particulier de la transmission, et  a second calculation block (B) determining the simultaneous realization of several conditions for activating a particular mode of operation of the transmission, and
un troisième bloc de calcul recevant la vitesse limite autorisée déterminée par le premier bloc (A) , l'autorisation de maintenir le véhicule sur le rapport courant jusqu'à la vitesse limite déterminée par celui-ci.  a third calculation block receiving the authorized speed limit determined by the first block (A), the authorization to maintain the vehicle on the current ratio up to the speed limit determined by it.
En se reportant à la figure 3, on peut constater les résultats de la méthode dans le mode de fonctionnement sportif ressenti, sur le même exemple de GMP que la figure 1. Sur le schéma, on voit les trois seuils de vitesse limite Vnm en mode sportif ressenti selon l'enfoncement de la pédale pour le deuxième et le troisième rapport. Dans cet exemple, la vitesse limite de maintien sur le rapport courant avec un demande de couple maximum prend une première valeur à partir d'en taux d'enfoncement de 60%, une deuxième valeur à partir d'un taux d'enfoncement de 80% et une troisième valeur lorsque la pédale est enfoncée à 100%. Conformément à cet exemple de mise en œuvre non limitatif, de l'invention, la vitesse limite de maintien sur le rapport courant avec une demande de couple maximum peut prendre trois valeurs distinctes, à partir de trois seuils d'enfoncement différents de la pédale : Referring to Figure 3, we can see the results of the method in the sporting operating mode felt, on the same example of GMP as Figure 1. In the diagram, we see the three threshold speed limit Vn m in sporty mode felt according to the depression of the pedal for the second and the third report. In this example, the limit holding speed on the current ratio with a maximum torque demand takes a first value from a sink rate of 60%, a second value from a sink rate of 80 % and a third value when the pedal is pressed at 100%. According to this example of non-limiting implementation of the invention, the limit holding speed on the current ratio with a maximum torque demand can take three distinct values, from three thresholds of depression different from the pedal:
pour le passage de deuxième en troisième, le seuil reste identique à la figure 1 en deuxième avec un enfoncement pédale de 60% (a) ; en revanche, il s'élève au seuil (b) > (a) à 80% d'enfoncement pédale et à (c) > (b) à 100% d'enfoncement pédale .  for the passage from second to third, the threshold remains identical to Figure 1 in second with a pedal depression of 60% (a); on the other hand, it rises to threshold (b)> (a) at 80% pedal depression and (c)> (b) at 100% pedal depression.
pour les passages de troisième en quatrième, le seuil (d) reste le même que sur la figure 1 avec un enfoncement pédale de 60% ; en revanche il s'élève à (e) > (d) à 80% d'enfoncement pédale, et à (f) > (e) pour 100% d'enfoncement. for the passages from third to fourth, the threshold (d) remains the same as in FIG. 1 with a pedal depression 60%; on the other hand, it amounts to (e)> (d) at 80% pedal depression, and (f)> (e) for 100% depression.

Claims

REVENDICATIONS
1. Procédé de contrôle des états d'une transmission automatique de véhicule capable de transmettre le couple demandé au moteur d'entraînement du véhicule par un conducteur sur plusieurs rapports étagés où le couple disponible du moteur atteint sa valeur maximum à une vitesse limite de déplacement du véhicule (Vnm) déterminée à partir de laquelle le passage sur le rapport supérieur est imposé si la demande de couple est maximum, caractérisé en ce qu'elle dispose d'un mode de fonctionnement particulier dans lequel, tant que la demande de couple reste maximum, le rapport courant peut être conservé en fonction de l'enfoncement de la pédale d'accélérateur, en autorisant dans certaines conditions, une élévation du régime moteur au-delà de la vitesse de couple maximum. A method of controlling the states of an automatic vehicle transmission capable of transmitting the requested torque to the vehicle drive motor by a driver on a plurality of staggered ratios where the available torque of the motor reaches its maximum value at a traveling speed limit. of the vehicle (Vn m ) determined from which the passage on the higher gear is imposed if the torque demand is maximum, characterized in that it has a particular operating mode in which, as long as the torque demand remains the maximum, the current ratio can be maintained depending on the depression of the accelerator pedal, allowing under certain conditions, an increase in engine speed beyond the maximum torque speed.
2. Procédé de contrôle selon la revendication 1, caractérisé en ce que la vitesse limite {Vnm) sur chaque rapport de la transmission est déterminée par le pourcentage d'enfoncement de la pédale. 2. Control method according to claim 1, characterized in that the limit speed (Vn m ) on each gear ratio is determined by the percentage of depression of the pedal.
3. Procédé de contrôle selon la revendication 1, ou 2, caractérisé en ce que l'adoption du mode de fonctionnement particulier nécessite que le programme de la transmission ne soit pas un mode économique imposant une optimisation de la consommation du moteur.  3. Control method according to claim 1 or 2, characterized in that the adoption of the particular operating mode requires that the program of the transmission is not an economic mode imposing an optimization of the consumption of the engine.
4. Procédé de contrôle selon la revendication 1, 2 ou 3, caractérisé en ce que le mode de fonctionnement particulier n'est autorisé que si la demande de couple maximum est faite par un conducteur réel, agissant physiquement sur sa pédale d' accélérateur .  4. Control method according to claim 1, 2 or 3, characterized in that the particular operating mode is only allowed if the maximum torque demand is made by a real driver, acting physically on his accelerator pedal.
5. Procédé de contrôle selon la revendication 2, 3 ou 4 , caractérisé en ce que la vitesse limite (Vnm) de maintien sur le rapport courant avec une demande de couple maximum prend des valeurs distinctes à partir de différents seuils d'enfoncement de la pédale. 5. Control method according to claim 2, 3 or 4, characterized in that the limit speed (Vn m ) of maintenance on the current ratio with a maximum torque demand takes distinct values from different thresholds of depression. the pedal.
6. Procédé de contrôle selon la revendication 2, caractérisé en ce que la vitesse limite de maintien sur le rapport courant avec un demande de couple maximum prend une première valeur à partir d'en taux d'enfoncement égale à la demande maximale possible de couple, et varie ensuite en fonction de cet enfoncement. 6. Control method according to claim 2, characterized in that the limiting speed of maintenance on the Current ratio with a maximum torque demand takes a first value from the sink rate equal to the maximum possible torque demand, and then varies according to this depression.
7. Dispositif de contrôle des états d'une transmission automatique de véhicule capable de transmettre le couple demandé au moteur d'entraînement du véhicule par un conducteur, caractérisé en ce qu'il comporte :  7. A condition control device of a vehicle automatic transmission capable of transmitting the requested torque to the driving motor of the vehicle by a driver, characterized in that it comprises:
un premier bloc de calcul (A) déterminant une vitesse limite (Vnm) de maintien sur le rapport courant en fonction du pourcentage d'enfoncement de la pédale d'accélération et de la liste des états de la transmission, a first calculation block (A) determining a limit speed (Vn m ) of maintenance on the current ratio as a function of the percentage of depression of the accelerator pedal and the list of the states of the transmission,
un deuxième bloc de calcul (B) déterminant la réalisation simultanée de plusieurs conditions d'activation d'un mode de fonctionnement particulier de la transmission, de ressenti sportif autorisant un déport vers les seuils de vitesse déterminés dans le bloc (A) , et  a second calculation block (B) determining the simultaneous realization of several activation conditions of a particular mode of operation of the transmission, sporty feeling allowing an offset to the speed thresholds determined in the block (A), and
un troisième bloc de calcul recevant la vitesse limite autorisée déterminée par le premier bloc (A) , et l'autorisation de maintenir le véhicule sur le rapport courant jusqu'à la vitesse limite déterminée par le deuxième bloc (B) .  a third calculation block receiving the authorized speed limit determined by the first block (A), and the authorization to maintain the vehicle on the current ratio up to the limit speed determined by the second block (B).
8. Dispositif de contrôle selon la revendication 7, caractérisé en ce que les conditions d'autorisation imposées par le bloc B sont :  8. Control device according to claim 7, characterized in that the authorization conditions imposed by the block B are:
une demande du couple maximum par le conducteur, un programme de la transmission n'imposant pas d'économies de carburant,  a maximum torque demand by the driver, a transmission program that does not impose fuel savings,
une demande de couple faite par un conducteur réel agissant physiquement sur sa pédale d'accélérateur, et  a torque request made by a real driver physically acting on his accelerator pedal, and
la disponibilité d'au moins deux états de la chaîne de traction.  the availability of at least two states of the power train.
9. Dispositif de contrôle selon la revendication 8, caractérisé en ce que le bloc (C) reçoit la vitesse limite tolérée par le conducteur.  9. Control device according to claim 8, characterized in that the block (C) receives the limit speed tolerated by the driver.
EP16705241.4A 2015-03-02 2016-01-29 Method and device for controlling the state of an automatic transmission according to the torque requirement Withdrawn EP3265699A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1551720A FR3033301B1 (en) 2015-03-02 2015-03-02 METHOD AND DEVICE FOR MONITORING THE STATUS OF AN AUTOMATIC TRANSMISSION BASED ON THE TORQUE REQUEST
PCT/FR2016/050189 WO2016139397A1 (en) 2015-03-02 2016-01-29 Method and device for controlling the state of an automatic transmission according to the torque requirement

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