Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
  • B60W40/1005—Driving resistance
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
  • B60W10/11—Stepped gearings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W20/00—Control systems specially adapted for hybrid vehicles
  • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
  • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/0097—Predicting future conditions
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0001—Details of the control system
  • B60W2050/0019—Control system elements or transfer functions
  • B60W2050/0028—Mathematical models, e.g. for simulation
  • B60W2050/0031—Mathematical model of the vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0001—Details of the control system
  • B60W2050/0019—Control system elements or transfer functions
  • B60W2050/0028—Mathematical models, e.g. for simulation
  • B60W2050/0037—Mathematical models of vehicle sub-units
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2422/00—Indexing codes relating to the special location or mounting of sensors
  • B60W2422/70—Indexing codes relating to the special location or mounting of sensors on the wheel or the tire
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/04—Vehicle stop
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/28—Wheel speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
  • B60W2530/10—Weight
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
  • B60W2530/20—Tyre data
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
  • B60W2555/20—Ambient conditions, e.g. wind or rain
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
  • B60W2555/40—Altitude
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
  • B60W2555/60—Traffic rules, e.g. speed limits or right of way
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2556/00—Input parameters relating to data
  • B60W2556/10—Historical data
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2556/00—Input parameters relating to data
  • B60W2556/45—External transmission of data to or from the vehicle
  • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/10—Change speed gearings
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the present invention relates to a method for managing a power train of a motor vehicle.
• the object of the invention is to propose a method for managing a traction system of a motor vehicle that makes it possible to better predict the behavior of the tire to help optimize the energy consumption of the motor vehicle.
• the invention relates to a method for managing a power train of a motor vehicle, characterized in that it comprises the following steps:
• the method makes it possible to determine the future evolution of the rolling resistance coefficient of a tire incorporated in a motor vehicle.
• This predictive rolling resistance coefficient is a new value that can be particularly useful for various control systems of a motor vehicle.
• the method makes it possible in particular to control the traction system of the motor vehicle more finely by having the future evolution of the rolling resistance coefficient of each tire, for example to determine when to change the ratios of a box. of speeds, to adapt the torque subjected to the tire for speed regulation, to adapt the movement of a controlled clutch and more generally to optimize the operation of the motor vehicle.
• it is particularly useful to use the future evolution of the tire rolling resistance coefficient to determine which source of energy is to be used. used and / or recharged and according to which piloting.
• step a) is carried out starting from at least one of the pressure, the temperature, the load and the speed of rotation of the tire, and the characteristic data of the tire;
• step a) also takes into account the ambient temperature where the tire is located;
• step a) is carried out from the equation:
• Crr (t) Crr stab (T amb , C, P, V) - [1 + k- (T (t) - T stab ) in which CVr sto 3 ⁇ 4 corresponds to the minimum rolling resistance coefficient value, T is the internal temperature of the tire, T sta b is the stabilized internal temperature of the tire at the operating point C, P, V, T am b and k is the coefficient of sensitivity of the rolling resistance to the temperature ;
• step a) also takes into account the wear of the tire
• step a) is carried out even when the motor vehicle is stationary;
• step a) is carried out as long as the temperature of the tire measured during step a) is greater than a reference temperature
• the reference temperature is greater than or equal to the ambient temperature where the tire is located;
• step b) also takes into account a predictive variation of altitude of the motor vehicle
• step b) also takes into account a predictive variation of the speed of the motor vehicle
• step b) adapts the operation of a gearbox and / or a motor of the power train.
• FIG. 1 is a schematic view of a motor vehicle using a method management system of a traction chain according to the invention
• FIG. 2 is a partial sectional view of an example of a pneumatic tire monitored by the method according to the invention
• FIG. 3 is a block diagram of a method of managing a traction chain according to the invention.
• tread means a quantity of rubber material delimited by lateral surfaces and by two main surfaces, one of which, called the tread surface, is intended to come into contact with a roadway when the tire is rolling.
• the invention applies to any type of pneumatic tire, in particular those intended to equip motor vehicles of tourism type, SUV ("Sport Utility Vehicles"), two wheels (in particular motorcycles), planes, industrial vehicles chosen among vans, "Heavy goods vehicles” - that is, metros, buses, road transport vehicles (trucks, tractors, trailers), off-the-road vehicles such as agricultural or civil engineering vehicles - or other vehicles transportation or handling.
• SUV Sport Utility Vehicles
• two wheels in particular motorcycles
• planes industrial vehicles chosen among vans
• "Heavy goods vehicles” - that is, metros, buses, road transport vehicles (trucks, tractors, trailers), off-the-road vehicles such as agricultural or civil engineering vehicles - or other vehicles transportation or handling.
• orientation terms refer to the orthogonal reference taken with reference to the normal direction of movement of a motor vehicle 1, shown in FIG. 1 and in which there are:
• a longitudinal axis X horizontal extending from the rear towards the front;
• a vertical axis Z extending from bottom to top.
• the invention relates to a method of managing a traction chain of a motor vehicle comprising a step of determining the rolling resistance coefficient of one (or more) tire (s) pneumatic (s). Indeed, it has been found that from the measurement of the state of a tire, it was possible to determine future revolution of the rolling resistance coefficient of the tire. However, advantageously according to the invention, this type of information is not currently available while it allows to better manage for example the energy of a motor vehicle.
• the traction chain of the motor vehicle can be driven more finely by having this information for example to determine when to change gear ratios, to adapt the torque subjected to the tire for speed control , to adapt the movement of a controlled clutch and more generally optimize the operation of the motor vehicle.
• the coefficient of rolling resistance of tires varies in particular as a function of the speed of rotation of the tire, the temperature of the tire. , the load of the tire and the pressure of the tire.
• a tire 10 comprises a structure 12 and a tread 14.
• the structure 12 comprises a central armature 16 extended by two external flanks F and two beads B sometimes called low zones.
• a single flank F and a single bead B are shown in FIG. 2.
• the tread 14 and the central armature 16 of the structure 12 form an apex S of the tire 10.
• Two rods 18 are embedded in the beads B.
• the two rods 18 are arranged symmetrically with respect to a median radial plane M of the tire 10.
• Each rod 18 is of revolution about a reference axis. This reference axis, substantially parallel to the direction Y, is substantially coincident with an axis of revolution of the tire 10.
• the tread 14 comprises sculptures 20.
• the armature 16 comprises metal plies 26, 28 and 30 embedded in masses of rubber 32 and 34.
• a mass of rubber 36 extends radially from the vertex S to the level of the rod 18 of the bead B defining an outer surface 37 of the sidewall F and the bead B.
• the bead B comprises an annular sheet 38 consisting of metal reinforcements inclined relative to the circumferential direction
• the tire 10 also comprises a waterproof inner rubber ply 40 and a carcass ply 42.
• These plies 40 and 42 are generally toroidal in shape and are both coaxial with the rods 18.
• the plies 40 and 42 extend between the plies.
• the carcass ply 42 wraps around the rods 18 by virtue of its ends 44 each forming a reversal on one of the rods 18.
• the ply 40 has an inner surface 43 intended to to be in contact with the air contained within the tire 10.
• the bead B also comprises a mass of protective rubber 46 annular intended to allow, in part, the radial and axial attachment of the tire 10 on a rim.
• the bead B of the tire 10 also comprises masses of tamping rubber 48, 50 of a volume V between the carcass ply 42 and the mass 36.
• each tire 10 has its own characteristic data according to its architecture and its materials used.
• the rolling resistance coefficient of a tire 10 will therefore be deduced by prior measurements of the tire 10 on test benches and / or simulations by varying the rolling conditions to obtain, for example, models in thermomechanical finite elements.
• the invention relates to a method for managing a traction chain 3 of a motor vehicle 1 comprising a first step a) intended to determine the predictive rolling resistance coefficient Crr of at least one tire 10 of the motor vehicle 1 and a step b) intended to adapt the operation of the traction chain 3 according to the predictive rolling resistance coefficient Crr in order to optimize the energy consumption of the motor vehicle 1.
• Step a) is carried out starting from at least one of the pressure P, the temperature T, the load C and the rotational speed y of the tire 10.
• This step a) can for example be carried out at using a monitoring system 51 provided with a device 53 for measuring the state of the tire 10 arranged to determine at least one of the pressure, the temperature, the load and the speed of rotation of the tire 10.
• a measuring device 53 may for example comprise at least one detection element 52 mounted in the tire 10.
• the motor vehicle 1 may thus comprise a measuring device 53 comprising an element 52i, 52 2 , 52 3 , 52 4 of detection in each tire 10i, 10 2 , 10 3 , 10 4 .
• Such detection elements 52 could for example be of the TMS type (abbreviation from the English term "Tire Mounted System”) and each be attached against the inner surface 43 of a tire 10 as disclosed by way of example in the document EP 0 887 211.
• the measuring device 53 can also collect measurements already accessible by the motor vehicle 1 such as, for example, the ambient temperature T am b, the load C and the speed y of the motor vehicle 1.
• Step a) can then calculate the predictive rolling resistance coefficient Cr based on these data.
• step b) can for example determine the predictive rolling resistance coefficient Cr from the thermomechanical finite element models of the tire 10 explained above, possibly by means of successive iterations in order to offer the finest value possible. This determination of the resistance coefficient Crr can also be performed by comparison with a known law of behavior, on the basis of physical measurements.
• the thermomechanical finite element models can take into account other values such as, for example, the ambient ambient temperature T am b or the wear rate of the tire 10.
• This calculation can be obtained by means of a monitoring module 55 arranged to receive the data measured by the device 53 for measuring the state of the tire 10.
• the monitoring module 55 can comprise a data acquisition element.
• the monitoring module 55 may comprise an acquisition element capable of receiving the data of each element 52 of detection of wired or wireless communication.
• the monitoring system 51 may further comprise a prediction module 57 arranged to estimate the predictive rolling resistance coefficient Crr of the tire 10.
• the step a) could therefore be carried out by the prediction module 57 with the aid of a member 56 for storing the characteristics of the tire 10, an element 61 for calculating the data of the monitoring module 55 relative to those of the element 56 for storing the characteristics of the tire 10 making it possible to determine the evolution future rolling resistance coefficient of the tire.
• Each calculation can then be recorded on a storage element 58 to know the history of the calculations and to supply, for example, massive data external to the motor vehicle 1.
• the monitoring system 51 comprises a compilation of values of the rolling resistance coefficient predictive Crr recorded in the storage element 58 which makes it possible to follow the evolution of the estimated values of the rolling resistance coefficient of each tire 10 over time.
• the elements used such as the element 56 for storing the characteristics of the tire 10 or the element 58 for storage are not necessarily mounted on the vehicle but could be physically deported, that is to say communicate with the motor vehicle from another place.
• the element 56 for storing the characteristics of the tire 10 and / or the element 58 for storing the calculation history could thus belong to a server that can be remotely interrogated by a telematic system of the motor vehicle 1 .
• step a) could be performed by the element 61 of calculation from the equation:
• Crr s tab is the minimum rolling resistance coefficient value of the tire 10
• T is the internal temperature of the tire
• Tstab corresponds to the stabilized internal temperature of the tire at the operating point C, P, V, T amb ;
• k is the coefficient of sensitivity of the rolling resistance to the temperature.
• step a) may take into account other values such as, for example, the altitude variation and / or the variation of the regulatory speed limit and / or the wear history of the tire. accessible by the motor vehicle 1 in situ or by interrogation of a remote server. Therefore, the element The calculation method could take into account other values such as, for example, the altitude variation and / or the variation of the regulatory speed limit provided by the geolocation device 63 and / or a storage element 60 of the history of wear of each tire 10 of a measuring device (not shown) of the wear of each tire 10 already accessible by the motor vehicle 1.
• the predictive rolling resistance coefficient Crr can be estimated even when the tire 10 is stationary, that is to say when the vehicle automobile 1 is stationary.
• the predictive rolling resistance coefficient Crr will therefore increase during the downtime or parking period.
• the advantage of the invention which takes into account the coefficient of predictive rolling resistance Crr especially after a immobilization of the tire 10 following a rolling of several hours.
• the method advantageously allows to take into account the coefficient of rolling resistance predictive Crr which is much closer to reality.
• step a) is performed as long as the temperature of the tire (10) measured in step a) is greater than a predetermined reference temperature.
• the reference temperature is greater than or equal to the external ambient temperature r am 3 ⁇ 4 as, for example, equal to r am 3 ⁇ 4 + 10 ° C.
• the method makes it possible to drive the traction chain 3 of the motor vehicle 1 via the traction chain control device 3 more finely by having the future evolution of the rolling resistance coefficient of each bandage.
• pneumatic 10 for example to determine when to change the ratios of a gearbox 2, to adapt the torque subjected to the tire 10 for the speed control of the motor vehicle 1, to adapt the movement of a controlled clutch and more generally optimize the operation of the motor vehicle 1.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• Physics & Mathematics (AREA)
• Mathematical Physics (AREA)
• Human Computer Interaction (AREA)
• Tires In General (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=59974628

Family Applications (1)

Country Status (4)

Families Citing this family (1)

Family Cites Families (9)

• 2017
  • 2017-07-19 FR FR1756844A patent/FR3069223B1/fr active Active
• 2018
  • 2018-07-18 US US16/632,262 patent/US11400946B2/en active Active
  • 2018-07-18 WO PCT/FR2018/051832 patent/WO2019016471A1/fr unknown
  • 2018-07-18 EP EP18752588.6A patent/EP3655300A1/de active Pending

Also Published As

Similar Documents

Legal Events