FR2796893A1 - Autoadaptive control system for propulsion unit of motor vehicle to provide adaptation of control of engine and transmission to different driving styles - Google Patents

Abstract

The control system has four cascaded modules. An analysis module (52) receives data for delivery to a supervisory module (54) which also receives system variable data, processes it, and generates set values for engine and transmission. These are sent to a command module (56) which processes them and sends signals to actuators. An estimation and detection module (58) produces system variables.

Description

"Self-adaptive piloting system for a powertrain for a vehicle" The invention relates to a self-adaptive piloting system for a powertrain for a vehicle. The invention relates more particularly to a self-adaptive steering system of a powertrain (GMP) for a vehicle comprising an engine and a transmission.

Numerous examples of self-adaptive powertrain control systems are known which make it possible to control a gearbox according to the demands of the user and the environment of the vehicle.

Adaptive steering mainly concerns automatic or automated transmission and "intelligent" management of transmission reports. However, the specific features of the engine are not taken into account. No known solution allows in particular to properly manage the consumption-pollution compromise.

On the other hand the engine settings are fixed by the manufacturer once and for all and, contrary to what is implemented in the automatic transmission, nothing is proposed to take into account the level of use that can do the driver of his vehicle and adapt the performance-consumption-pollution compromise accordingly.

The power demands of consumer devices, which are sometimes significant, especially when it comes to that of the air conditioning compressor, are only handled by the electronic engine control unit. They put a strain on the performance of the GMP, which can be regrettable in an emergency situation.

The GMP, are mainly composed of an engine and a gearbox. In the context of a GMP fitted with a robotic gearbox, in addition to the two elements mentioned above, the clutch of this robotic gearbox must be controlled. No document lists the robotised gearbox as part of an evolutionary management of the GMP.

Certain documents such as patent US-B-5,711,712 propose a control of the transmission which adapts to the general driving conditions and to the degree of "sportiness" of driving of the driver, but nothing is proposed to take into account other driving situations.

The invention thus proposes using a self-adaptive piloting system of the type described above, characterized in that it comprises four modules which work in cascade - an analysis module which receives information representative of a driving context, a driver instruction, a driver, and system variables, which processes them, which produces data and which transmits them to a supervision module; - a supervision module which receives the data and system variables, which processes them, which produces instructions for the engine and the transmission and which transmits them to a control module; - the control module which receives the instructions and system variables, which processes them, which produces commands and which transmits them to actuators and to an estimation and detection module; - an estimation and detection module which receives commands as well as sensor system outputs, which processes them, which produces system variables and which transmits them to the other three modules; and exchange means between the four modules. According to other characteristics of the invention - the four modules are grouped together in a single electronic control unit; - the analysis module implements fuzzy logic rules to produce the data, from the processed information; the analysis module comprises an intermediate recognition structure which defines, by implementing fuzzy logic rules, sub-blocks from the information, these sub-blocks include in particular: a driving style sub-block, a driver identity sub-block, trajectory sub-block, special driving situations sub-block, slope and load sub-block, atypical load conditions sub-block, grip sub-block, class sub-block road, a traffic density sub-block, other environmental conditions sub-block; - the data include: a characterization of the driver demand, a driver characterization, driving situations, driving conditions, environmental conditions; - the determination of the driver demand characterization data is carried out by the analysis of the driving style sub-module; - the driver characterization data is determined by combining the sub-modules: driving style and driver identity; - the determination of a driver identity sub-module is facilitated when the analysis module remembers the previous drivers or if the driver identifies himself; - The supervision module implements at least one mapping to develop the instructions from data from the analysis module or the exchange means; - the supervisor module implements a decision method for developing the instructions from data from the analysis module or the exchange means, this decision method consists in particular of a method based on fuzzy logic or a method based neural networks; - the instructions include: an engine torque instruction, a gearbox instruction and specific command instructions; the supervision module comprises a sub-module for interpreting the acceleration pedal which translates the driver characteristic data into a sub-set of wheel or speed couples; - the accelerator pedal interpretation sub-module implements self-adaptive behavior so as to take into account other data; - The accelerator pedal interpretation sub-module as well as the exchange means are connected to a sub-module for choosing the optimum settings which allow the determination of the setpoints; - the sub-module for choosing optimum settings performs dynamic corrections that take into account information, data and system variables; - the supervisor module detects specific situations, in particular: a street corner, a maneuver, overtaking, a slope and then adapts the instructions accordingly; - the supervisor module inhibits the driver characterization data when an atypical load conditions sub-block reveals a load condition which is atypical; - the system adapts the creation of instructions when the supervision module inhibits the driver characterization data; - the supervision module adapts the gearbox report setpoint and in particular the sliding of the clutch; - the supervision module adapts the instructions to the sportiness of the driver; - the supervision module adapts the instructions to the operating conditions of certain elements of the vehicle, in particular: a catalytic converter or air conditioning; - the supervision module adapts the instructions to the state of the vehicle's actuators; - the supervision module adapts the instructions to the mechanical state of the components of the propulsion unit, in particular: the quality of the oil, the wear of the clutch and the engine during the running-in phase; - the supervision module adapts the instructions to the thermal state of the components of the powertrain, in particular: to the optimal conditions for cooling the actuators of the engine; - the supervision module adapts the setpoints to optimal braking conditions; - the supervision module adapts the instructions to the compromise in engine pollution consumption; - the control module calculates the orders according to the instructions issued by the supervision module and the system variables of the estimation and detection module; - the estimation and detection module makes it possible to estimate the degree of wear of certain elements of the propulsion unit, in particular: the alteration of the oil, the level of wear of the clutch, the state of '' tire wear and the state of wear of the brake pads; - the estimation and detection module makes it possible to detect an anomaly in the operation of the powertrain.

Other characteristics and advantages of the invention will appear on reading the detailed description which follows, for the understanding of which reference will be made to the appended figures in which - FIG. 1 represents the environment of the group's self-adaptive piloting system powerplant; - Figure 2 shows the structure of the self-adaptive powertrain control system; - Figure 3 shows the analysis module of the self-adaptive driving system of the powertrain; - Figure 4 shows the supervision module of the self-adaptive driving system of the powertrain; - Figure 5 shows a simplified efficiency diagram of a catalytic converter as a function of the temperature of the latter; - Figure 6 shows a diagram of the distance that remains to be traveled as a function of the speed before arriving in a critical area; and FIG. 7 represents an architecture of the self-adaptive piloting system of a powertrain having a multi-unit environment of electronic control.

The GMP includes, a control system 20, a motor 36, a transmission 40 as well as control members such as an accelerator pedal, a brake pedal, a gear lever, a steering wheel.

The control system 20 is included in an electronic computing architecture comprising an electronic control unit not shown. It is in connection with input interfaces 22, engine control interfaces 24 and transmission control interfaces 26.

Exchange means such as a bus 28 connects engine output sensors 30, transmission output sensors 32, the control system 20 a bus interface 34 as well as other modules of the control system 20.

This bus 28 makes it possible, on the one hand to transmit system variables, and on the other hand, to circulate external information 29 coming from devices separate from the powertrain such as a navigation system. The motor 36 comprises motor input actuators 38 and the motor output sensors 30. The transmission 40 comprises transmission input actuators 42 and transmission output sensors 32. This transmission 40 comprises a gearbox (not shown) with for example four ratios forward and one reverse. It can be automatic, robotic or manual and if necessary contain a clutch or a converter.

Sensors are connected to the input interfaces 22. It is an accelerator pedal sensor 44, a brake pedal sensor 46, a steering wheel angle sensor 48 and a gearshift lever sensor 50 reflecting the driver's actions on the corresponding control members.

The control system 20 is composed of four modules: an analysis module 52, a supervision module 54, a control module 56 and an estimation and detection module 58.

According to FIG. 3, the analysis module 52 comprises a pre-processing sub-block 60 as well as ten recognition sub-blocks. These ten sub-blocks are: a driving style sub-block 62, a driver identity sub-block 64, a trajectory sub-block 66, a particular driving situation sub-block 68, a slope and load block 70, an atypical load condition sub-block 72, an adhesion sub-block 74, a road class sub-block 76, a traffic density sub-block 78, and a sub -block of other environmental conditions 80.

The analysis module 52 produces five data which are a request from the driver 82, a characterization of the driver 84, a driving situation 86, driving conditions 88 and environmental conditions 90.

According to FIG. 4, the supervision module 54 comprises five sub-modules: a mapping sub-module 92, a sub-module for interpreting the accelerator pedal 94, a gear shift law sub-module 96 , a sub-module for choosing optimal settings 98, and a sub-module for managing degraded modes 100.

It produces three setpoints which are a setpoint 102 of engine torque, a setpoint 104 of specific commands and a setpoint 106 of report.

The control module 56 comprises two entities, one being a motor control element 108, the other being a transmission control element 110. It produces orders or commands 112 which it transmits to the actuators of the GMP such as a motor 36, a transmission 40 and to consumer devices such as air conditioning or a clutch (not shown).

The operation of the control system 20 is as follows.

From the various information from the sensors 44, 46, 48 and 50, but also from the system variables of the supervision 54, control 56 and estimation and detection 58 modules as well as external information 29 which circulates on the bus 28 to which the system can have access, the analysis module 52 produces data which is transmitted to the supervision module 54. It is processed there as well as system variables coming from the other modules, or even from neighboring systems of the self-adaptive piloting system 20, to produce instructions. These instructions are transmitted to the control module 52 which processes them to produce orders or commands which will make it possible to actuate the engine, the gearbox, the actuators connected to this system 20 as well as the consumer devices.

The estimation and detection module 58 receives information, data, commands, instructions as well as output signals from the sensors, which it processes to produce system variables which it transmits to the control module 56 or to the bus 28. These system variables are available to other modules.

Function of the analysis module The function of the analysis module 52 is to provide the five data 82, 84, 86, 88 and 90. For this it analyzes the information from the sensors 44, 46, 48 and 50 as well as the information external 29 which circulate on the bus 28 then, recognizes parameters which are stored in the sub-blocks 62 to 80. These sub-blocks constitute, in certain cases, an intermediate stage between the reception of information coming from the sensors 44 to 50 and the production of data 82 to 90. It is important to note that the reception, analysis and recognition of each sub-block are not carried out in a separate and distinct manner. On the contrary, it should be understood that any precision acquired, more or less directly, on a parameter can be precious for the good identification of the other sub-blocks and that the quality of recognition is not here a concept which is distributed but which, at on the contrary, is combined.

Thus, if there is no direct means to assess the slope of the road or the vehicle load of the sub-block 70 slope and load, it will be necessary to go through an indirect identification of these two parameters by the application of the fundamental relationship of dynamics and by decorrelation of the phenomena linking precision on one to precision on the other. During this identification, any knowledge of the road class of sub-block 76 road class, that is to say of the type of journey made, is interesting because it allows to adapt the evolution models of the slope and the charge. Thus, in town, we are obliged to be able to admit frequent load variations for, for example, the deposit of children at school. We can also have rapid slope variations, while if we consider ourselves to be on the highway, even at low speed or in a traffic jam situation, we can assume that we remain at a constant load. Furthermore, in this case, the variations in road profile obey a rigorous specification drawn up by the management of the equipment. It makes it possible to establish a fairly faithful prediction model.

On the contrary, if there is a means giving relatively direct indications on the slope variations, which is for example the case of a GPS receiver (global postioning system) which provides variations in altitude, not only will this information be useful in determining the slope, but it will also benefit, through the same relationships, in the precise and rapid identification of the load.

Advantageously, the analysis module 52 uses fuzzy logic rules, neural networks or any other method allowing information to be processed.

The processing of the information from the sensors 44, 46, 48 and 50 as well as the sub-blocks from 62 to 80, to obtain the data 82 to 90, is as follows.

For the driver request 82 characterization data, the sub-block 60 analyzes the signal supplied by the accelerator pedal sensor 44 in order to characterize the driver's request more precisely. It is useful to distinguish the phases during which the driver seeks to dose the power of the powertrain, from the phases where, on the contrary, it requires a rapid variation in power. It may be an acceleration or deceleration request with potentially engine brake depending on the situation and the driving context.

For the data characterization of the driver 84, it is a question of adapting the reactions of the GMP to the typical requirements of a driver as well as possible and it is advisable to try to recognize it even if his mood, and therefore his behavior, can be very variable. The mood is a particular and temporary disposition of the driver which does not constitute a character trait. The variability of mood observed for a driver is a parameter that it is important to know in order to adjust the alertness, that is to say the ability to chase, of certain adaptive algorithms. From the analysis by the sub-block 60 for processing the signal supplied by the accelerator pedal sensor 44, the instantaneous behavior of the driver can be defined, that is to say an identification of his driving style. However, it does not seem essential to search at all costs to discriminate between two drivers with very similar driving styles. Because if they are very close, it is not useful to distinguish them, at least from the point of view of the setting of the GMP.

There are two types of useful information concerning the characterization of the driver: global and relatively durable information linked to his person, his character trait and his way of driving in general is his identity, and more temporary information linked to his driving style, to his mood of the moment it's his driving style.

The characterization of the driver 84 can be facilitated if the identity sub-block of the driver 64 has kept in memory the different identities of the previous drivers. This implies that this analysis module 52 is integrated into an electronic control unit which has storage resources (not shown).

The parameters of sub-blocks 62 driving style and 64 driver identity can be obtained in different ways and be developed on the basis of fuzzy logic rules.

In certain circumstances, the characterization data of the conductor 84 must be inhibited so as not to be biased. These are in particular the cases in which a variable speed regulation system is active or in situations of very steep slope or abnormal load of the vehicle such as the traction of a caravan detected by the slope and load sub-blocks 70 , or 72 atypical load conditions. Recognition of these situations also allows the supervision module 54 to adopt special instructions for these atypical conditions.

The use of a memory card (not shown) containing the characterization of the driver makes it possible to lighten the previous step of recognizing the identity of the driver. However, the card used by the driver may not be his, and the information contained in this card will therefore be inadequate. It is indeed necessary to take into account the information given by an external indicator such as a memory card and then weight it by the result of the conventional analysis of driver characterization to avoid confusing the owner of the card and the actual driver of the vehicle.

The driving style of the driver can be characterized by his "sportiness". This sportiness criterion evolves on a scale going from an economical driving style to a sporty driving style. The same concept is used to characterize the settings of the engine 36. An economical tuned engine will have mild reactions while a sport tuned engine will have nervous reactions. It is possible to use rules based on fuzzy logic making it possible, from actions on the actuators connected to the sensors 44, 46, 48 and 50, to determine the sportiness of the driver. Typically a rule for determining it is: "If the activity of the accelerator pedal or the brake pedal is high and if the depressing of these pedals is large, then the driver is sporty." The proposed self-adaptive steering system 20 suggests having different sportiness classes which are to be defined as a function of the vehicle and whether or not it is sporty, or else continuously changing the driver's sportiness criterion.

For data 86 driving situation, there are particular driving situations in which a driver of a powertrain having a mechanical gearbox (BVM) typically acts differently on the control members of the GMP to adapt its operation to the situation he identified. When it comes to a powertrain with an automated gearbox (BVA), the recognition of these driving situations is generally just as important to adapt the operation of the GMP and make the vehicle react like this. that the driver would do with a mechanical gearbox.

The situations requiring a specific behavior of the GMP are: turns with a large angle, typically street corners, for which the behavior of the GMP is different in the turn and at the exit of the turn, parking maneuvers, stops and maneuvers in a slope situation, overtaking must take place quickly. They are recognized by sub-block 68.

The rolling condition data 88 is produced by the processing of the parameters contained in the sub-modules 66, 70, 72 and 74 respectively of trajectory, slope and load, atypical load and grip conditions.

In addition to recognizing the load and slope conditions that we have not discussed previously, the self-adaptive steering system 20 incorporates the recognition of atypical load conditions which modify the balance of forces along the longitudinal axis of the vehicle. These are atypical load conditions which have a particular effect on the coefficient of air penetration of the vehicle such as: the traction of a caravan or a trailer, the carrying of a gallery or any other situation in which the load and the aerodynamic drag are strongly modified such as for example open trunk driving.

When recognizing such atypical load conditions, it is wise to inhibit the learning mechanisms concerning the data 82 characterization of the driver's request and 84 of driver recognition. Indeed, the atypical load conditions become preponderant on the data 82 and 84 for driving the powertrain The data 90 environmental conditions is produced by the processing of the parameters contained in the modules 76, 78 and 80 road class respectively, traffic density, other environmental conditions.

By environmental conditions is meant recognition of traffic conditions which can be determined by the 78 traffic density sub-module. Several solutions are possible: using a specific radar type sensor (not shown), using a statistical analysis of parameters related to the vehicle or from a combination of these different means, with reasoning, for example, based on fuzzy logic rules or even more simply, where appropriate, using information received by radio means such as traffic information.

It is also important to recognize entry into a geographic area of high pollution. The sub-block 80 other conditions related to the environment makes it possible to detect and process this information.

It is also important to recognize information related to the flow capacities of the road network such as an accident, works, a low-speed traffic zone. This information is taken into account by the 78 traffic density sub-block, it requires adjusting the speed and driving more carefully.

In addition, sub-block 76 class of road allows the recognition of the category of the imprinted road such as a motorway, a national road, a semi-urban road or an urban road. It is carried out by this sub-block 76 class of road. The information taken into account for the recognition of sub-block 76 are: the radius of curvature of the road provided by sensor 48 reflecting the angle of the steering wheel, the acceleration and the speed of the vehicle, as well as the driving style of the driver from sub-module 62 driving style, and the slope of the route taken from sub-module 70 slope and load.

As shown in FIG. 2, the data is transmitted to the supervision module 54. The parameters developed by the analysis module 52 can be redistributed towards other modules intended to provide a service adapting to driving conditions and / or the environment.

Function of the supervision module The function of the supervision module 54 is to supply the setpoint 102 for engine torque, the setpoint 104 for specific commands and 106 for the report. FIG. 4 shows an embodiment of the supervision function based on maps. This figure highlights the specifics of the proposed function: interpretation of the accelerator pedal, action on the transmission and the engine, the numerous maps specific to particular situations detected previously and the management of degraded modes.

The supervision module 54 is a real decision center, it is the brain of the self-adaptive piloting system 20. From the data transmitted by the analysis module 52, it ensures the obtaining of a driving torque taking into account the driver's demands, the needs of consumer devices such as the air conditioning compressor, an alternator or headlights (not shown), as well as the compromise: safety, performance, pollution, consumption, wear, without compromising quality of the GMP service received by the driver. It also makes it possible to control the transmission and other actuators which will be detailed later. The supervision module has four sub-functions - interpretation of the information provided by the sensor 44 which reflects the actions on the accelerator pedal; - adaptation of the instructions 102, 104 and 106 to the data of the analysis module 54 for the adaptive and optimized control of the actuators of the GMP; - taking into account the engine operating modes; - management of specific aspects.

The information provided by the sensor 44 is interpreted by the accelerator pedal sub-module 84. Its function is to translate the information provided by the sensor 44 generally linearly formatted between 0 and 100% for a pedal depressing angle, into instructions for the module 56 for controlling the GMP.

<B> There </B> is a definite advantage in that the sub-module 84 is also subject to self-adaptive behavior allowing to have a pedal whose interpretation varies according to the driving context defined by the driving style sub-block 62, the driver identity sub-block 64, the particular driving situations sub-block 68 ...

During the acceleration and deceleration phases, the setpoint is rather a setpoint of torque at the wheels because it is the closest to what the driver feels, that is to say the acceleration of the vehicle. This is valid for the first two forward gears, as well as for reverse. The amplitude of the setpoint varies in the form of unadjusted jumps which are followed by a phase of adjustment of the final response of the vehicle. The driver therefore excites the system more strongly than his real need. A torque control is particularly suitable for this type of driving although, to optimize engine consumption, it is advantageous to install a control based on a performance-consumption-pollution compromise that can follow the set point while moderating brief stresses of the engine, this is the role of the main block of the supervision module 54.

The fourth forward gear is rather activated when the vehicle speed is established; in this case the driver requests progressive variations in speed, possibly in stages. These adjustments are considered to be seen as a request for speed variation from the initial speed.

The third forward gear can be nuanced between the two interpretations of the instruction depending on the driving style.

If the driving style is highly economical, the torque control must be very quiet, i.e. without sudden increase in engine torque. Similarly, if the driving style is strongly sporty, torque control at the wheels will be favored over speed control because it seeks more to exploit the maximum torque of the engine.

The more or less direct interpretation of the pedal information alone does not make it possible to give importance to certain phenomena, because they only have meaning if the history of the driving conditions or of the driver's actions is known.

In order to compensate for what cannot be informed by the driving style 62 sub-module alone, there is a clear need for special information responsible for signaling any change which indicates a change in the history of driving conditions or actions. of the driver. Thus, a rapid transient state of acceleration followed by a strong depression of the pedal maintained for a long time reflects an emergency situation in which the driver orders to provide additional power to the GMP. Conversely, a rapid transient state of deceleration followed by sustained pressure on the brake pedal reflects an emergency situation in which the driver orders the vehicle to slow down as much as possible.

In both cases, the engine 36 and the transmission 40 are used.

In the first case, the transmission 40 must be activated from the start or as late as possible so as not to interrupt breaking the transmission of the torque when the engine supplies its maximum power. It can be foreseen that the engine goes into unavailable overpower zones, that is to say ordinarily prohibited (see below the "boost" function).

In the second case, the supervision module 54 can help reduce the stopping distance of the vehicle. This parameter can be reconstructed in the supervision module 54 or else come from an external system such as an ABS computer system (not shown) via the bus interface 34 and the bus 28. The motor can enter quickly in a phase of resistant torque by the injection cut-off or another process and the transmission 40 can then operate one or more downshifts.

The cohesion of the instructions is managed by the supervision module 54. It is not to the pedal interpretation sub-module 94 that such a task returns, but to the sub-module 98 for choosing optimal settings. The only function of the sub-module 94 for interpreting the accelerator pedal is to translate the instruction 82 for characterizing the driver request into an intelligible instruction such as a torque command at the wheels which is transmitted to the module 98.

The adaptation of the instructions 102, 104 and 106 of the supervision module 54 to the data 82 to 90 of the analysis module 52 is as follows.

The adaptation to the data characterizing the request of the driver 82 makes it possible to "translate" the request of the driver for acceleration or deceleration of the vehicle into instructions for the control module 56.

The adaptation to the driver characterization data 84 presents an alternative.

The first possibility results from the identification of the driver using a memory card. Indeed, with the generalization of memory cards associated with keyless vehicles, upon delivery of the vehicle or during any vehicle maintenance visit, the driver will be offered to express choices for a personalized setting of the GMP. For example, we could offer him to opt for a sportiness index. Thus, the driver who opts for a GMP with gentle reactions benefits from a classification scale of his driving style, more nuanced between the economic and sport modes, and from an engine with a more progressive torque curve. Conversely, it will have the same maximum power in emergency situations such as overtaking.

Advantageously, for a GMP with a supercharging device, the user expresses a preference for an index of "domestication" of the supercharging effect. The second possibility allows the "blind" recognition of the driver. If the actual driver of the vehicle does not correspond to the owner of the memory card, the personalized settings no longer make sense and may even be misunderstood or even pose a certain risk. For security reasons, and in order for this to appear in an obvious way, it is conceivable that the non-recognition of the driver associated with a given card or badge, leads to adopt a neutral GMP setting, located between the economical and sporty, not very adaptive, and noticeably constrained. This is not a problem, on the contrary, if the usual driver lets other people not having the same driving style drive, the behavior of the vehicle is not influenced by the memorized driving style.

The adaptation is also carried out by taking into account the 86 driving situation and 88 driving conditions data. In the case of a driving situation such as a street corner situation, the driver of a vehicle without an autoadaptive steering system 20 generally prefers to be in a regime rather than downshifting for a short time. The self-adaptive control system 20 recognizes these situations by means of the sub-block 68 particular driving situations and it adapts the operation of the GMP. This avoids stalling or causing too much vibration and allows sufficient recovery to get out of the street corner situation. One solution is to tolerate a slip of the clutch in the case of a robotized gearbox or to increase the slip of the hydraulic converter of the automatic gearbox (BVA) in order to work with a slightly higher engine speed. and to be able to gradually restore torque to the wheels to improve recovery, which does not cause jolts.

When a maneuvering situation is recognized by the sub-block 68 particular driving situations, a "dragged" gearbox function makes it easier to maneuver. Indeed, in reverse, the vehicle naturally reverses and, to decrease the speed of reversing, it is enough to press the brake pedal. In parallel, the depressing of the accelerator pedal is difficult to measure when one wishes to advance a few meters. A pedal interpretation makes it possible to have a greater sensitivity of the pedal in this situation, for example 1% of depressing in maneuver corresponds to 0.1 of depressing in normal mode, to assist in carrying out the maneuver.

When overtaking, information is used to force downshifting, this functionality is often used by the driver when the latter is in a situation of overtaking and wishes to carry out this overtaking with maximum safety by restarting his vehicle with a extra power. However, there are GMP operating areas in which the driver acceleration demand is not satisfied by a downshift. In particular, when the latter happens to be short-lived, inducing several gear changes very quickly. The production in mode called "boost" mode of a "boost" effect, which momentarily provides an increase in power compared to the nominal power of the engine, can prove to be much more beneficial in the very short term, it is to say a few seconds, from the point of view of an increase in speed, than a demotion. This strategy is all the more interesting as it limits the gear changes which always penalize performance and approval.

When the slope and load sub-block 70 recognizes a slope, it is advantageous for the supervision module 54 to take this parameter into account. In fact, the gear drag present on all BVAs generally prevents the vehicle from rolling back on a slope. This service can be added to all transmissions to help with hill starts. At the same time, this gearbox drag can be superfluous or even annoying since it forces you to shift into reverse to be able to reverse. Indeed, backing up on an uphill road may be desired to park well to reposition at a traffic light. Within the framework of this invention, an adaptive management of the gearbox drag is envisaged which, whatever the slope, keeps the vehicle stationary for a certain time, then then ensures a very progressive recoil of the vehicle so as not to have to shift into reverse.

When recognizing atypical load conditions such as a caravan by the sub-block 72 atypical load conditions, the learning mechanisms concerning the characterization of the driver are inhibited. Indeed, the driving style of the driver no longer really makes sense.

In these conditions, it is then useful to adapt the supervision strategy, for example by using special power management laws. This allows for example to have a lot more engine brake downhill, for better safety and less wear of the brakes.

The data 90 environmental conditions also intervenes in certain cases of data adaptation. When poor road grip is recognized, driving with low wheel torque is recommended. For this, it is advisable for example to start in second rather than in first. But it is also advisable to attenuate as much as possible, by managing the slip, excessively large fluctuations in the torque at the wheels which can take place for example during a gear change.

The proposed supervision module 54 integrates such behavior rules. In certain driving situations, the clutch is a privileged way to elegantly solve certain problems that affect driving pleasure. Depending on the level of grip of the roadway identified by sub-block 74 grip, environmental conditions, and in particular the traffic density and driving conditions, the level of sliding of the kinematic chain is adjusted to smooth the maximum production and torque transmission to the wheels. The potential risks attached to the ground connection are therefore greatly reduced. On this point, comfort and security go in the same direction.

If the vehicle is on a hill, and if the vehicle is front-wheel drive, the slip is reduced compared to the basic adaptation so as to avoid excessive consumption. On the way down, during the downshift phases, the slip will on the contrary be increased and managed over a much longer gearshift period than usual. The supervision module 54 takes into account several operating modes of the engine, notably the injection mode, the "boost" mode, the so-called "dromedary" mode and the priming mode of the catalytic converter. Taking this mode into account is described below.

The injection mode depends on the detection of the driving style, the behavior of the engine can be adapted using a setting such as a calibrated engine mapping located in the more typed performance sub-module 92 for a sporty driver even if it means slightly sacrificing consumption which would rather be the prerogative of a driver with an economical driving style.

With the development of direct fuel injection, it can also be seen that certain modes of combustion are not suitable for all drivers. Thus a lean mixture operation could be prohibited for a sports driver while it would be suitable for a driver more concerned with his fuel consumption.

Finally, in an extremely restrictive pollution zone, in which more restrictive pollution standards would have to be respected, it is conceivable to have a specific engine setting which significantly limits polluting emissions, to the detriment if necessary. performance or consumption.

The proposed self-adaptive steering system 20 provides for bringing the "boost" mode to the GMP, and for managing it adaptively by detecting the situations in which it may be desired by the client, for example in a situation which requires a contribution of overtaking or sloping torque. Indeed, the motor can be controlled so as to be able to supply, on an ad hoc basis, a power greater than its nominal power. This additional power supplied will depend on the driver, the situation, etc. (see the part concerning the pedal interpretation module). A production engine always has operating limits below its actual limits. These are not provided by the manufacturer for intensive use, but in the case of the self-adaptive piloting system 20, this resource can be exploited if the magnitudes and durations of the interventions are controlled and limited in the life of the engine. This reasoning can be transposed to the transmission which is characterized by a maximum of transmissible power but which can nevertheless support unusual operations known and limited in time.

When a fuel gauge indicates a passage on the reserve, the device warns the driver of the possible passage in so-called "dromedary" mode, the driver can then refuse the choice of this functionality but he then accepts the higher risk of fuel failure. The "dromedary" mode selected, we can then switch to an engine operating mode which favors above all a lower consumption at the expense of performance. In such a situation, the driver's first expectation is to be able to reach a petrol pump without risking a dry breakdown. The supervision module 54 provides a setpoint which indicates to it how many kilometers it can travel with this specific engine setting optimized so that it can possibly anticipate the place where to refuel. In this operating mode, the performance of the engine is reduced compared to normal but the driver can push them to the maximum: it is then up to him to manage his autonomy. Conversely, the driver can indicate a desired range. In this case, the performance of the GMP is restricted depending on the desired autonomy.

Advantageously, the self-adaptive piloting system 20 is coupled with a navigation system (not shown). In this case the engine setting is adapted even more finely. In fact, if the driver chooses to stop at a petrol pump listed at x kilometers, the system optimizes the setting of the GMP according to this objective. Thus, the adjustment is then such that the vehicle arrives at the fuel station having had an optimum operating mode.

The catalytic converter is only effective in a certain operating temperature zone. Figure 5 shows the efficiency of the catalytic converter as a function of its temperature. Thus, to have the best functioning of the catalytic converter and therefore to pollute as little as possible, one can choose a setting of the GMP which makes it possible to find oneself as quickly as possible in this zone and to stay there as long as possible. The supervision module 56 integrates such a strategy which is based on a model of temperature rise of the catalytic converter and of the level of emission of pollutants at the outlet of the catalytic converter. Based on the estimates made possible by these models, driver demand and expected level of performance, the supervision module 54 develops a short-term strategy and determines the ratio using the laws of passage of the 96-law sub-module. passage and the engine operating point which, for a compromise between performance, consumption and pollution, most favors the rise in temperature of the catalytic exhaust.

The management of specific aspects by the supervision module 54 of the self-adaptive piloting system 20 makes it possible to take care on the one hand of the state of the actuators which constitute the GMP and on the other hand of the safety of the people who use it.

The mechanical life of a vehicle can be represented by the following phases: running-in, wear due to current use and increased wear due to the "boost" mode. To effectively preserve the GMP and therefore be able to ensure its reliability and proper use under normal vehicle maintenance conditions, the self-adaptive steering system 20 provides a function of adaptation to wear. Its role is then to adapt the GMP control and command strategies according to the evolution of wear indicators.

In the running-in phase, it is natural for its performance to be restrained and to be released progressively during its use (as a function of time, distance traveled, and cycles of changes in water and oil temperatures) in order to carry out a progressive start-up of the vehicle without the driver being concerned.

In everyday use, the engine, transmission and clutch are subjected to mechanical and thermal stress causing wear. Wear comes from mechanical and thermal phenomena.

One of the main concerns is to limit any premature wear of the engine which can lead to irreversible damage.

One way to check the mechanical wear condition of the engine 36 is to estimate the wear of the engine oil (ditto for the transmission). Thus, the method described estimates the state of oil alteration using a wear indicator and subsequently adapts the operation of the engine by restricting its performance. Restraint is inhibited in an emergency situation such as dangerous overtaking. This strategy therefore makes it possible to provide the maximum availability of the GMP while managing the degree of wear. This also makes it possible to have maintenance costs reduced to the minimum necessary. Indeed, the strategy not only manages the durability of the GMP according to the quality of the lubricants, but adapts the maintenance of the vehicle according to its use. That is to say that a driver who has an economical driving style will have more vehicle maintenance over time. Vehicle maintenance is thus adaptive.

The bridle will have the influence of gradually clamping the motor by reducing the nominal power of the motor. On a gasoline engine, the need to cool the valves, in prolonged conditions of high engine load, implies for example to supply the engine in rich mode (richness> 1). Such an operating constraint is naturally taken into account in the self-adaptive piloting strategy described which, depending in particular on the conditions of use, that is to say the driving style, the charging conditions, etc., has laws mapped for adapt the richness of the motor supply and prevent any risk of excessive motor overheating.

For a GMP with a mechanical gearbox or a robotized gearbox, the condition of the clutch determines the quality of the shift during gear changes. It therefore directly affects comfort for the occupants of the vehicle.

A driver with a sporty driving style will require the engine to produce strong torques and will place heavy demands on the clutch. These constraints are obviously less for so-called economical driving and the impact on the wear of the clutch lining will be perceptible. A wear estimation sub-module, integrated into the estimation and detection module 56, therefore uses the driving style information as well as the evolution of the clutch licking point to calculate the threshold used to suggest replacing the clutch disc used to clamp the GMP so as not to degrade other elements.

The supervision module 54 also manages the wear of the transmission 40. In fact, it limits the maximum power of the engine according to the gear engaged. Power management as a function of speed is justified because, at low speed, power is useful for setting the vehicle in motion. On the other hand, the power is clamped more and more as the speed increases for safety reasons, the wear by fatigue of the transmission being thus minimized. The "boost" mode accentuates the mechanical and thermal wear of the elements of the GMP. It cannot be maintained for a prolonged period and it cannot exceed a certain holding time because of the sharp rise in temperatures which it causes. oil is really too worn, we can totally prohibit the use of "boost" mode.

We can put in parallel with this long-term management of the boost effect, a more short-term management of this "boost" mode. We can compare the possibility of using the "boost" mode of the engine to a storage unit which is gradually discharged and which can only be reused once recharged. Thus when the boost effect "reserve" is maximum, the strategy of the supervision module 54 allows the engine to use this possibility during all the stress. On the other hand, as the reserve becomes empty, the additional power supplied decreases.

Another characteristic of the invention is to provide management aimed at guaranteeing the safety of people. It is for this purpose that the supervision module 54 manages - braking assistance; - tire pressure management; - checking brake wear.

For braking assistance, a judicious choice of the engine operating point coupled with that of the choice of gear makes it possible to ensure braking as close as possible to the driver's braking request.

The tire pressure is monitored by the self-adaptive steering system 20. This monitoring allows, when a puncture with "RUN-FLAT" tires occurs, on the one hand, to warn the driver (according to a known technique) and, on the other hand, to ensure the safety of people due to the modification of the dynamic behavior of the vehicle - by restricting the power of the GMP; - and by limiting the maximum speed except in an emergency The supervision module 54 restricts the GMP in speed and in power all the more that a risk factor evaluated by this same module believes, so as to remain, as much as to do this may, at a limited level of risk when driving the vehicle. The risk assessment method depends on the RUN-FLAT system which is supplied by each tire manufacturer.

The tire cannot endure overspeeds in a limited time when the driver encounters emergency situations that the analysis module 52 can detect. This combination then authorizes the self-adaptive piloting system 20, while limiting it in time or in use, to bypass the clamping of the GMP.

FIG. 6 illustrates, as a function of the speed, the distance d which it is possible to travel before entering a critical area representing a high risk for the safety of the vehicle and its passengers. For example, up to d <dO an average speed of 80 km / h, the critical distance for changing the tire is d = d3. However, an emergency situation means that at d = dO we go from an average speed of 80 km / h to 100 km / h. At d = d1, we return to an average speed of 80 km / h. The vehicle will enter the critical zone in which personal safety is no longer ensured from d = d2. This example highlights the advantage of taking into account the entire history of the vehicle in order to assess the risk factor at all times and thereby assess the distance that can still be traveled safely with the tire. punctured.

A brake pad wear sub-module is used to assess a threshold from which braking is less effective. With a view to protecting people, this aging of the brakes is prevented by limiting the maximum authorized speed of the vehicle and by adjusting the GMP so as to provide as much engine brake as possible in order to limit the action on the brake pedal. The supervision module 54 simultaneously manages all the functions described above. However, when it detects an emergency situation, the full power of the GMP is at the service of security.

Function of the control module.

The control module 56 ensures the production of orders or commands 110 and 112, according to the instructions 102, 104 and 106 supplied by the supervision module 54, to be applied to the actuators as well as to the consumer devices.

The engine torque setpoint 102 is transmitted to the engine control element 108 which produces commands 112 for the engine such as: the air mass, the fuel mass, the ignition advance for the ignition engines controlled, injection advance for diesel engines, position of idle control valve, etc.

The use of "boost" mode is easily permitted for supercharged engines as well as engines with modifiable camshaft laws or "camless" engines. They offer a wide range of adjustments to adapt the performance-consumption-pollution compromise of the engine 36.

It is up to the supervision module 54, as the real brain of the whole and guarantor of the GMP service, that it is up to define when it is really opportune to call upon such a function, to evaluate and measure the effects, as well as managing the operating constraints which limit its use.

By means of the instructions 104 of particular commands, it communicates to the motor control element 108 an indication fixing the desired boost effect level. In the case of a self-adaptive piloting system 20 based on maps, this instruction is useful for the engine control element 108 in order to know on which basic map (s) it should be based and within which limits it can increase in power. When using engines with supercharging, the starting of a supercharging device generally introduces a delay in the effective rise in power of the GMP.

In the case of a controlled supercharging, the engine control element 108 attenuates this effect which can be made transparent for the supervision module 54.

Conversely, for a GMP having to respond to use by a driver with a sporty driving style, it is wise to take this phenomenon into account directly at the level of the supervision module 54 rather than at the level of the control module 56 .

In the case of a turbocharged engine, it is generally preferable to maintain the current gear, within the limit of the maximum speed rather than to downshift, in order to restore continuously the increase in torque resulting from the activation of the turbocharger. This therefore requires jointly managing the setpoint 102 of engine torque with the choice of the ratio.

The use of "camless" motors offers many possibilities of piloting. The engine can be economic or sporty, it easily provides additional torque, that is to say power, at a given speed.

The report setpoint 106 is transmitted to the transmission control element 110 which produces commands 112 for the transmission such as: the transmission report, the control of control solenoid valves, the bridging of the torque converter, etc.

When it is a GMP with clutch: piloted clutch, robotic gearbox ... or a GMP with hydraulic converter: automatic gearbox, variable ratio gearbox ... Adaptive control of the Slippage is an essential characteristic to properly master the comfort of the GMP service. In the case of a clutch, the adaptive slip control has a significant impact on the torque break performance in the clutch release phase, clutch, and on its wear. To best satisfy the driver in his driving, he must take into account his driving style. So a sporty driver will have quick declutching and clutching phases, even if they are a little more brutal and noisy.

The instructions 104 of specific commands are transmitted to the engine control element 108, to the transmission control element 110 and to actuators which produce commands 112 or actions such as: the commands specific to engine technologies of the EGR type, purging the catalytic converter, controlling the air flap, etc. Function of the destination module.

The estimation and detection module 58 produces the system variables, as a function of the commands 112, and of the sensor outputs.

The estimation and detection module 58 is similar in its function to the analysis module 52 insofar as it is essentially the site of signal processing operations intended, from the acquired signals, to deduce system variables. It is in some cases a means of arriving at cost reductions when it allows by fusion of data to save a sensor without that altering the reliability of operation.

The estimation and detection module 58 works in pair with the control module 56. It recovers from the latter the commands 112 transmitted to the actuators of the GMP and it processes them. In return, it supplies the control module 56 with the system variables such as state variables, system parameters, etc. which it needs.

The estimation and detection module 58 makes it possible to estimate, on the one hand, the state of the system such as the engine speed, the gear engaged, etc., and, on the other hand, indicators such as the level of clutch wear, degree of engine oil alteration and risk function in relation to tire condition.

Estimating the clutch wear level is necessary to properly manage the slip level. It is relatively simple and involves a strategy for identifying the point of licking.

The estimation of the degree of oil deterioration is very dependent on many factors.

In order to properly account for the actual alteration of the oil and the risk of premature engine wear, this indicator must take into account the basic characteristics of the type: petrol or diesel, with or without supercharging, characteristics of the lubricant used ... and the conditions of use of the type: driving style, road class, engine load level, boost function operation.

In a second embodiment, a supervision module 54 can be produced without mapping, determining the best GMP setting using a multi-criteria decision method based for example on fuzzy logic or on neural network which is based possibly on a basic map and proceeding by continuous evolution.

In a third embodiment, the analysis module can be considered as a separable entity in a multi-unit electronic control environment.

An conceivable architecture is presented in FIG. 7. It comprises a main electronic control unit 120 comprising at least the modules 52 and 54, and slave electronic control units 122. The latter must be close to the actuators of the GMP.

Thus, one can have an electronic transmission control unit 124, integrated into the transmission itself, it can be immersed in oil. And an electronic engine control unit 126 located in the engine 36. This architecture requires having a fast and reliable communication bus 128, and bus interfaces 130 to ensure a good level of quality in terms of performance and operational safety.

Claims (29)

<U> CLAIMS </U> 1. Self-adaptive steering system of a powertrain for a vehicle comprising an engine (36) and a transmission (40), characterized in that it comprises four modules which work in cascade - an analysis module (52) which receives information representative of a driving context, a driver instruction, a driver, and system variables, which processes them, which produces data and which transmits them to a supervision module; - a supervision module (54) which receives the data and system variables, which processes them, which produces instructions for the engine and the transmission and which transmits them to a control module; - the control module (56) which receives the instructions and system variables, which processes them, which produces commands and which transmits them to actuators and to an estimation and detection module; - an estimation and detection module (58) which receives the commands as well as sensor system outputs, which processes them, which produces system variables and which transmits them to the other three modules; and exchange means between the four modules. 2. System according to claim 1, characterized in that the four modules are grouped within a single electronic control unit. 3. System according to one of claims 1 or 2, characterized in that the analysis module (52) implements fuzzy logic rules to produce the data, from the processed information. 4. System according to any one of claims 1 or 2, characterized in that the analysis module (52) comprises an intermediate recognition structure which defines, by the implementation of fuzzy logic rules, sub-blocks to From the information, these sub-blocks include in particular: a driving style sub-block (62), a driver identity sub-block (64), a trajectory sub-block (66), a particular driving situations sub-block (68), a slope and load sub-block (70), an atypical load conditions sub-block (72), a grip sub-block (74), a road class sub-block (76), a sub-block traffic density block (78), a sub-block for other environmental conditions (80). 5. System according to one of claims 3 or 4, characterized in that the data include: a characterization of the driver request (82), a driver characterization (84), driving situations (86), driving conditions (88), environmental conditions (90). 6. System according to claim 5, characterized in that the determination of the characterization data of the driver request (82) is carried out by the analysis of the driving style sub-module (62). 7. System according to claim 6, characterized in that the driver characterization data (84) is determined by combination of the sub-modules: driving style (62) and driver identity (64). 8. System according to claim 6, characterized in that the determination of a driver identity sub-module (64) is facilitated when the analysis module (52) keeps in memory the previous drivers or if the driver identifies himself. 9. System according to any one of claims 1 to 8, characterized in that the supervision module (54) implements at least one mapping to develop the instructions from data from the analysis module (52) or means of exchange. 10. System according to any one of claims 1 to 8, characterized in that the supervisor module (54) implements a decision method for developing the instructions from data coming from the analysis module (52) or the means of exchange, this decision method notably consists of a method based on fuzzy logic or a method based on neural networks. 11. System according to any one of claims 9 or 10, characterized in that the instructions comprise: an engine torque instruction (102), a gear ratio instruction (106) and specific control instructions (104). 12. System according to any one of claims 9 to 11, characterized in that the supervision module (54) comprises a sub-module for interpretation of the accelerator pedal (94) which translates the characteristic driver data (84 ) in a setpoint of wheel or speed couples. 13. The system of claim 12, characterized in that the interpretation module of the accelerator pedal (94) implements self-adaptive behavior so as to take into account other data. 14. System according to any one of claims 12 or 13, characterized in that the sub-module for interpreting the accelerator pedal (94) and the exchange means are connected to a sub-module of choice optimum settings (98) which allow the setpoints to be determined. 15. The system as claimed in claim 14, characterized in that the sub-module for choosing the optimum settings (98) performs dynamic corrections which take account of information, data and system variables. 16. System according to any one of claims 9 to 15, characterized in that the supervisor module (54) detects particular situations in particular: a street corner, a maneuver, an overtaking, a slope then adapts the instructions accordingly. 17. System according to any one of claims 9 to 16, characterized in that the supervisor module (54) inhibits the data characterization of the conductor (84) when an atypical load conditions sub-block (72) reveals a condition of charge which is atypical. 18. System according to claim 17, characterized in that it adapts the preparation of the instructions when the supervision module (54) inhibits the data characterization of the driver (84). 19. System according to any one of claims 11 to 18, characterized in that the supervision module (54) adapts the gear ratio setpoint and in particular the sliding of the clutch. 20. System according to any one of claims 9 to 19, characterized in that the supervision module (54) adapts the instructions to the sportiness of the driver. 21. System according to one of claims 9 to 19, characterized in that the supervision module (54) adapts the instructions to the operating conditions of certain elements of the vehicle in particular: a catalytic exhaust or air conditioning. 22. System according to one of claims 9 to 21, characterized in that the supervision module (54) adapts the instructions to the state of the vehicle actuators. 23. System according to claim 22, characterized in that the supervision module (54) adapts the instructions to the mechanical state of the elements making up the powerplant, in particular: the quality of the oil, the wear of clutch and engine running in. 24. System according to claim 22, characterized in that the supervision module (54) adapts the instructions to the thermal state of the elements making up the powertrain, in particular: to the optimal conditions for cooling the actuators of the engine. 25. System according to any one of claims 9 to 24, characterized in that the supervision module (54) adapts the setpoints to the optimal braking conditions. 26. System according to any one of claims 9 to 25, characterized in that the supervision module (54) adapts the instructions to the compromise in pollution consumption of the engine. 27. System according to any one of the preceding claims, characterized in that the control module (56) calculates the commands as a function of the instructions issued by the supervision module (54) and of the system variables of the estimation module. and detection (58). 28. System according to any one of the preceding claims, characterized in that the estimation and detection module (58) makes it possible to estimate the degree of wear of certain elements of the powerplant, in particular: the alteration of oil, clutch wear level, tire wear condition and brake pad wear condition. 29. System according to claim 28, characterized in that the estimation and detection module (58) makes it possible to detect an anomaly in the operation of the powertrain.