FR2804384A1 - Control method for motor vehicle automatic transmission has drive released if engine seizure is detected - Google Patents
Control method for motor vehicle automatic transmission has drive released if engine seizure is detected Download PDFInfo
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- FR2804384A1 FR2804384A1 FR0001326A FR0001326A FR2804384A1 FR 2804384 A1 FR2804384 A1 FR 2804384A1 FR 0001326 A FR0001326 A FR 0001326A FR 0001326 A FR0001326 A FR 0001326A FR 2804384 A1 FR2804384 A1 FR 2804384A1
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- engine
- actuator
- transmission
- stalling
- control
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 43
- 238000000034 method Methods 0.000 title claims abstract description 26
- 238000012544 monitoring process Methods 0.000 claims abstract description 3
- 238000001514 detection method Methods 0.000 claims description 5
- 230000007935 neutral effect Effects 0.000 claims description 4
- 239000007858 starting material Substances 0.000 description 4
- 230000000903 blocking effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
-
- 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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- 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
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1884—Avoiding stall or overspeed of the engine
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1081—Actuation type
- F16D2500/1085—Automatic transmission
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3166—Detection of an elapsed period of time
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50227—Control of clutch to control engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/51—Relating safety
- F16D2500/5102—Detecting abnormal operation, e.g. unwanted slip or excessive temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/51—Relating safety
- F16D2500/5114—Failsafe
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Transmission Device (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
L'invention concerne un procédé de commande pour un véhicule automobile équipé d'un système de contrôle automatique de la transmission d'un couple moteur à des roues motrices, ce système comprenant notamment un actionneur à commande automatique permettant d'interrompre cette transmission et de la rétablir. Dans la technique actuelle, cet actionneur est conçu et réalisé pour présenter des performances adaptées à des conditions normales de fonctionnement et assurant une vitesse d'embrayage au démarrage d'au moins une seconde, une vitesse de débrayage ou d'embrayage en changement de rapport d'au moins 0,25 seconde et une vitesse de débrayage d'au moins une seconde en arrêt normal du véhicule, essentiellement pour des raisons de confort dans le véhicule. The invention relates to a control method for a motor vehicle equipped with an automatic control system for the transmission of a driving torque to drive wheels, this system comprising in particular an actuator with automatic control making it possible to interrupt this transmission and to restore it. In the current technique, this actuator is designed and produced to present performances adapted to normal operating conditions and ensuring a clutch speed at start-up of at least one second, a declutching or clutching speed in gear change at least 0.25 seconds and a declutching speed of at least one second when the vehicle is stopped normally, essentially for reasons of comfort in the vehicle.
I1 peut cependant arriver qu'un freinage très violent du véhicule entraîne un blocage des roues motrices en un temps très court, ne permettant pas à l'actionneur d'interrompre la transmission du couple avant que le blocage des roues motrices ne provoque le calage du moteur. Par exemple, lors d'un freinage brusque sur un sol à faible adhérence, la décélération du régime moteur peut atteindre et même dépasser 10.000 tours /minute/ seconde, de sorte que le régime moteur peut passer de 2000 tours/minute à 0 en 0,2 seconde ou moins, ce qui ne permet pas d'éviter le calage du moteur par commande automatique de l'actionneur. It can however happen that very violent braking of the vehicle causes the driving wheels to lock in a very short time, not allowing the actuator to interrupt the transmission of the torque before the locking of the driving wheels causes the stalling of the engine. For example, when braking hard on low grip ground, the deceleration of the engine speed can reach and even exceed 10,000 rpm / second, so that the engine speed can go from 2000 rpm to 0 in 0 , 2 seconds or less, which does not prevent engine stalling by automatic actuator control.
Lorsque le véhicule est équipé d'un système évitant le blocage des roues au freinage (système ABS), la décélération du régime moteur est ralentie, mais peut cependant conduire au calage du moteur dans des cas extrêmes (sol de très faible adhérence, et aussi mauvais fonctionnement ou panne du système Plusieurs solutions sont envisageables pour résoudre ce problème, mais aucune ne donne entièrement satisfaction - on peut par exemple interdire au régime moteur de baisser en-dessous d'une valeur limite prédéterminée, mais cela entraîne une augmentation du niveau sonore et de la consommation en carburant et n'est pas applicable au cas des moteurs, par exemple de type diesel, qui ont un couple élevé à bas régime, - on peut utiliser un actionneur plus rapide, capable d'interrompre la transmission du couple en 0,1 seconde ou moins, mais un tel actionneur est plus coûteux, consomme plus d'énergie, et est en général plus encombrant que les actionneurs précités de la technique actuelle, - on peut commander en permanence l'actionneur pour régler sa course en fonction du couple moteur transmis, de telle sorte que cette course diminue quand le couple transmis est plus faible, ce qui réduit de façon correspondante le temps nécessaire à l'interruption de la transmission par l'actionneur. Toutefois, cela ne donne aucun avantage dans le cas du déplacement du véhicule avec un couple élevé à bas régime, car la course de l'actionneur est alors maximale et la durée nécessaire à l'interruption de la transmission par l'actionneur est elle aussi maximale. L'invention a pour but d'apporter une solution simple, efficace et économique à ce problème. Elle propose, à cet effet, un procédé de commande pour un véhicule automobile équipé d'un système de contrôle automatique de la transmission d'un couple moteur à des roues motrices, comprenant un actionneur permettant d'interrompre la transmission du couple et de la rétablir et des moyens de commande automatique de l'actionneur, caractérisé en ce qu'il consiste . - à surveiller la vitesse de rotation du moteur pour détecter un risque de calage du moteur, - à commander l'actionneur pour interrompre la transmission du couple moteur si un risque de calage est détecté, - si la commande de l'actionneur a évité le calage, à commander l'actionneur pour rétablir, ou non, la transmission du couple moteur en fonction de la situation du véhicule et d'éventuelles consignes données par le conducteur, - si la commande de l'actionneur n'a pas évité le calage du moteur, à commander l'actionneur pour maintenir l'interruption de la transmission du couple moteur et à commander le démarrage du moteur, - et après démarrage du moteur, à commander l'actionneur pour rétablir ou non la transmission du couple moteur en fonction de la situation du véhicule et d'éventuelles consignes données par le conducteur. When the vehicle is equipped with a system that prevents the wheels from locking when braking (ABS system), the deceleration of the engine speed is slowed down, but can however lead to engine stalling in extreme cases (very poor grip, and also malfunction or system failure Several solutions are possible to solve this problem, but none is entirely satisfactory - for example, the engine speed can be prevented from lowering below a predetermined limit value, but this increases the noise level and fuel consumption and is not applicable in the case of engines, for example of the diesel type, which have a high torque at low speed, - a faster actuator can be used, capable of interrupting the transmission of the torque by 0.1 seconds or less, but such an actuator is more expensive, consumes more energy, and is generally more bulky than actuators ors mentioned above of the current technique, - the actuator can be permanently controlled to adjust its stroke as a function of the transmitted engine torque, so that this stroke decreases when the transmitted torque is lower, which correspondingly reduces the time necessary for the interruption of the transmission by the actuator. However, this does not give any advantage in the case of moving the vehicle with a high torque at low speed, because the actuator stroke is then maximum and the time necessary for the interruption of the transmission by the actuator is also maximum. The invention aims to provide a simple, effective and economical solution to this problem. To this end, it proposes a control method for a motor vehicle equipped with an automatic control system for the transmission of a driving torque to the driving wheels, comprising an actuator making it possible to interrupt the transmission of the torque and the restore and automatic control means of the actuator, characterized in that it consists. - to monitor the speed of rotation of the motor to detect a risk of stalling the motor, - to command the actuator to interrupt the transmission of the engine torque if a risk of stalling is detected, - if the actuator control has avoided the timing, to control the actuator to re-establish, or not, the transmission of the engine torque according to the situation of the vehicle and any instructions given by the driver, - if the actuator control did not avoid stalling of the motor, to control the actuator to maintain the interruption of the transmission of the engine torque and to control the starting of the engine, - and after starting the engine, to control the actuator to restore or not the transmission of the engine torque in function the situation of the vehicle and any instructions given by the driver.
Dans le procédé selon l'invention, le redémarrage du moteur, lorsque la commande de l'actionneur n'a pas permis d'éviter le calage, peut être réalisé en un temps très court par des moyens usuels, tels par exemple qu'un démarreur électrique ou un alterno-démarreur, de sorte que le calage et le redémarrage du moteur ne sont pas ou sensiblement pas perceptibles par le conducteur du véhicule. In the method according to the invention, the restarting of the engine, when the actuator control has not made it possible to avoid stalling, can be achieved in a very short time by usual means, such as for example a electric starter or alternator-starter, so that the stalling and restarting of the engine are not or not appreciably perceptible by the driver of the vehicle.
Il est donc possible de continuer à utiliser les actionneurs précités de la technique actuelle qui permettent une interruption de la transmission du couple en un temps qui est par exemple de l'ordre de 0,25 seconde ou plus, et qui ont l'avantage d'être relativement peu coûteux et peu encombrants et de consommer peu d'énergie, tout en obtenant globalement le même résultat que si le système de contrôle automatique de la transmission était équipé d'un actionneur rapide ou très rapide. It is therefore possible to continue using the aforementioned actuators of the current technique which allow an interruption of the transmission of the torque in a time which is for example of the order of 0.25 seconds or more, and which have the advantage of '' be relatively inexpensive and space-saving and consume little energy, while obtaining overall the same result as if the automatic transmission control system were equipped with a fast or very fast actuator.
Selon une autre caractéristique de l'invention, la détection du risque de calage du moteur consiste à mesurer la vitesse de rotation du moteur et ses variations, et à les comparer à des valeurs limites prédéterminées pour commander ou non l'actionneur en fonction du résultat de ces comparaisons. According to another characteristic of the invention, the detection of the risk of stalling of the motor consists in measuring the speed of rotation of the motor and its variations, and in comparing them with predetermined limit values in order to control or not the actuator as a function of the result. of these comparisons.
On peut ainsi anticiper le calage du moteur, notamment lorsque la décélération du régime moteur montre que celui-ci va atteindre une valeur sensiblement nulle en un temps très court. It is thus possible to anticipate the stalling of the engine, in particular when the deceleration of the engine speed shows that it will reach a substantially zero value in a very short time.
Avantageusement, le calage est détecté quand la vitesse de rotation du moteur devient inférieure ou égale à une valeur prédéterminée, qui est par exemple d'environ 400 tours/minute. Advantageously, stalling is detected when the engine rotation speed becomes less than or equal to a predetermined value, which is for example around 400 revolutions / minute.
Selon une autre caractéristique de l'invention, applicable au cas d'un véhicule équipé d'un système de commande automatique des rapports de transmission, le procédé consiste également, en cas du calage du moteur, à commander le passage au point mort de la transmission avant de commander le démarrage du moteur. On améliore ainsi la sécurité fournie par le procédé de commande selon l'invention. De façon générale, ce procédé est applicable à des véhicules équipés d'embrayages automatiques, ou de transmissions à variation continue ou de transmissions automatiques, ou encore de boîtes de vitesses robotisées. L'invention sera mieux comprise et d'autres caractéristiques, détails et avantages de celle-ci apparaîtront plus clairement à la lecture de la description qui suit, faite à titre d'exemple en référence aux dessins annexés dans lesquels - la figure 1 représente schématiquement un système de contrôle automatique de la transmission dans un véhicule automobile ; - la figure 2 est un graphe représentant schématiquement une décélération rapide du régime moteur ; - la figure 3 est un organigramme des principales opérations du procédé selon l'invention. En figure 1, la référence M désigne un moteur à combustion interne de véhicule qui est relié par un embrayage E à une boîte de vitesses B dont la sortie permet d'entraîner les roues motrices 10 du véhicule par l'intermédiaire d'un différentiel D. According to another characteristic of the invention, applicable in the case of a vehicle equipped with an automatic transmission ratio control system, the method also consists, in the event of engine stalling, in controlling the shift to neutral position of the transmission before commanding the engine to start. This improves the security provided by the control method according to the invention. In general, this process is applicable to vehicles fitted with automatic clutches, or continuously variable transmissions or automatic transmissions, or even robotic gearboxes. The invention will be better understood and other characteristics, details and advantages thereof will appear more clearly on reading the description which follows, given by way of example with reference to the appended drawings in which - FIG. 1 schematically represents an automatic transmission control system in a motor vehicle; - Figure 2 is a graph schematically representing a rapid deceleration of the engine speed; - Figure 3 is a flow diagram of the main operations of the method according to the invention. In FIG. 1, the reference M designates an internal combustion engine of a vehicle which is connected by a clutch E to a gearbox B, the output of which makes it possible to drive the driving wheels 10 of the vehicle by means of a differential D .
L'embrayage E est commandé par l'actionneur A lui-même piloté par un système de commande automatique C comprenant des moyens de traitement de l'information. Le système de commande C reçoit un certain nombre d'informations sur le fonctionnement du moteur M, l'état de l'embrayage E et de la boîte de vitesses B et élabore des consignes qui sont appliquées au moteur, à l'embrayage et à la boîte de vitesses. Il peut également recevoir des informations sur la vitesse de rotation des roues motrices 10, permettant par exemple de détecter leur blocage par suite d'un freinage brusque. The clutch E is controlled by the actuator A itself controlled by an automatic control system C comprising means for processing information. The control system C receives a certain amount of information on the operation of the engine M, the state of the clutch E and of the gearbox B and draws up instructions which are applied to the engine, to the clutch and to the gearbox. It can also receive information on the speed of rotation of the drive wheels 10, making it possible, for example, to detect their blockage following sudden braking.
Comme déjà indiqué, ce blocage est susceptible d'entraîner le calage du moteur M si l'embrayage E n'est pas commandé suffisamment vite par l'actionneur A pour interrompre la transmission. As already indicated, this blocking is likely to cause the engine M to stall if the clutch E is not controlled quickly enough by the actuator A to interrupt the transmission.
Comme on l'a représenté schématiquement en figure 2, la décélération du régime moteur en cas de freinage brusque et de blocage des roues peut être très rapide et tendre vers zéro en un temps très court. Pour éviter le calage du moteur, l'interruption de la transmission par commande de l'embrayage au moyen de l'actionneur A doit être dans certains cas réalisée en moins de 0,25 seconde, ce qui n'est pas possible avec des actionneurs du type usuel, qui sont trop lents. As shown diagrammatically in FIG. 2, the deceleration of the engine speed in the event of sudden braking and locking of the wheels can be very rapid and tend towards zero in a very short time. To avoid stalling of the engine, the interruption of the transmission by control of the clutch by means of the actuator A must in certain cases be carried out in less than 0.25 seconds, which is not possible with actuators of the usual type, which are too slow.
Le procédé selon l'invention, dont les étapes essentielles sont représentées en figure 3, permet de résoudre ce problème. Ce procédé consiste tout d'abord, comme indiqué à l'étape 12, en une surveillance du régime moteur pour détecter les risques de calage. Pour cela, on mesure la vitesse de rotation du moteur et ses variations, et on les compare à des valeurs limites prédéterminées. Lorsque la décélération du régime moteur est telle que l'on va passer d'une valeur N au voisinage de zéro en un temps qui est inférieur ou sensiblement égal à la durée qu'il faut à l'actionneur A pour interrompre la transmission, un risque de calage est détecté, comme indiqué en 14. The method according to the invention, the essential steps of which are shown in FIG. 3, makes it possible to solve this problem. This process firstly consists, as indicated in step 12, in monitoring the engine speed to detect the risks of stalling. To do this, the engine rotation speed and its variations are measured, and they are compared with predetermined limit values. When the deceleration of the engine speed is such that one will pass from a value N in the vicinity of zero in a time which is less than or substantially equal to the time it takes for the actuator A to interrupt the transmission, a risk of stalling is detected, as indicated in 14.
L'étape suivante du procédé consiste à commander l'actionneur A pour interrompre la transmission comme indiqué en 16, puis à vérifier si le moteur cale ou non. The next step in the process consists in controlling the actuator A to interrupt the transmission as indicated in 16, then in checking whether the engine stalls or not.
Avantageusement, on considère que le moteur a calé quand sa vitesse de rotation atteint une valeur minimale prédéterminée, qui est par exemple de l'ordre de 400 tours/minute. Si le calage est détecté comme indiqué en 18, l'opération suivante du procédé consiste à maintenir la commande de l'actionneur A pour laisser la transmission interrompue comme indiqué en 20, puis, quand le véhicule est équipé de moyens de commande automatique des rapports de la transmission, à commander le passage au point mort dans la transmission (point mort de la boîte de vitesses B) comme indiqué en 22. L'étape suivante du procédé consiste à commander le démarrage du moteur comme indiqué en 24. Advantageously, it is considered that the engine has stalled when its rotation speed reaches a predetermined minimum value, which is for example of the order of 400 revolutions / minute. If stalling is detected as indicated in 18, the next operation of the process consists in maintaining the control of the actuator A to leave the transmission interrupted as indicated in 20, then, when the vehicle is equipped with automatic gear control means of the transmission, to control the shift to neutral in the transmission (neutral of the gearbox B) as indicated in 22. The next step in the process consists in controlling the starting of the engine as indicated in 24.
L'étape suivante représentée en 26, est une opération de gestion de l'actionneur A, pour commander le rétablissement de la transmission au moyen de l'actionneur ou pour laisser cette transmission interrompue, en fonction de l'état du véhicule et des consignes éventuelles données par le conducteur, telles par exemple qu'une action sur la pédale de la frein ou sur la pédale d'accélérateur. The next step shown at 26 is an operation for managing the actuator A, to control the re-establishment of the transmission by means of the actuator or to leave this transmission interrupted, depending on the state of the vehicle and the instructions. any data given by the driver, such as for example an action on the brake pedal or on the accelerator pedal.
Le démarrage du moteur à l'étape 24 est réalisé en moins d'une seconde après la détection 18 du calage du moteur, en utilisant des moyens habituels tels qu'un démarreur électrique ou un al terno-démarreur. En pratique, l'intervalle de temps entre la détection du calage et le démarrage du moteur peut être de l'ordre de 0,5 à 0,7 seconde, de sorte que le calage et le redémarrage du moteur seront pratiquement imperceptibles par le conducteur du véhicule. The engine is started in step 24 in less than a second after detection 18 of the engine stalling, using usual means such as an electric starter or a terno-starter. In practice, the time interval between stall detection and starting of the engine can be of the order of 0.5 to 0.7 seconds, so that the stalling and restarting of the engine will be practically imperceptible by the driver. of the vehicle.
Dans le cas où la commande de l'actionneur en 16 a pu éviter le calage du moteur, on passe directement de l'étape 18 à l'étape 26 pour gérer la commande de l'actionneur en fonction de l'état du véhicule et des consignes données par le conducteur.In the case where the actuator control at 16 was able to avoid stalling of the engine, we go directly from step 18 to step 26 to manage the actuator control according to the state of the vehicle and instructions given by the driver.
Claims (1)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0001326A FR2804384B1 (en) | 2000-02-02 | 2000-02-02 | CONTROL METHOD FOR A MOTOR VEHICLE EQUIPPED WITH AN AUTOMATIC TRANSMISSION CONTROL SYSTEM |
BR0100253-8A BR0100253A (en) | 2000-02-02 | 2001-02-01 | Control procedure for a motor vehicle equipped with an automatic control system for the transmission of motor torque to drive wheels |
DE10105218A DE10105218A1 (en) | 2000-02-02 | 2001-02-02 | Control method for motor vehicles with an automatic transmission control system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0001326A FR2804384B1 (en) | 2000-02-02 | 2000-02-02 | CONTROL METHOD FOR A MOTOR VEHICLE EQUIPPED WITH AN AUTOMATIC TRANSMISSION CONTROL SYSTEM |
Publications (2)
Publication Number | Publication Date |
---|---|
FR2804384A1 true FR2804384A1 (en) | 2001-08-03 |
FR2804384B1 FR2804384B1 (en) | 2002-05-17 |
Family
ID=8846591
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
FR0001326A Expired - Lifetime FR2804384B1 (en) | 2000-02-02 | 2000-02-02 | CONTROL METHOD FOR A MOTOR VEHICLE EQUIPPED WITH AN AUTOMATIC TRANSMISSION CONTROL SYSTEM |
Country Status (3)
Country | Link |
---|---|
BR (1) | BR0100253A (en) |
DE (1) | DE10105218A1 (en) |
FR (1) | FR2804384B1 (en) |
Cited By (2)
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FR3018486A1 (en) * | 2014-03-17 | 2015-09-18 | Renault Sa | METHOD AND SYSTEM FOR CONTROLLING A CINEMATIC CHAIN WITH ANTI-SETTING OF THE THERMAL MOTOR |
WO2019137917A1 (en) * | 2018-01-15 | 2019-07-18 | Renault S.A.S | Method for controlling the release of internal couplers of gear wheels on transmission shafts, transmission and power train |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10205020B4 (en) * | 2002-02-07 | 2006-07-06 | Robert Bosch Gmbh | Method and device for automatically restarting a drive unit |
DE10250729A1 (en) * | 2002-10-31 | 2004-05-13 | Daimlerchrysler Ag | Actuator for clutch has influencing element with transfer characteristic varied by control element, receiver cylinder side part of connecting line connected to compensation container via re-fill line |
DE102005017025B4 (en) * | 2005-04-13 | 2007-12-27 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for controlling an automated clutch for smooth rolling out of a motor vehicle when stalling the drive unit |
DE102013214241A1 (en) * | 2013-07-22 | 2015-01-22 | Bayerische Motoren Werke Aktiengesellschaft | Device for optimizing the gear change control for an automatic transmission in a motor vehicle |
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FR2449547A1 (en) * | 1979-02-21 | 1980-09-19 | Volkswagenwerk Ag | DEVICE FOR AUTOMATICALLY CONTROLLING THE CLUTCH OF A MOTOR VEHICLE |
US5224577A (en) * | 1992-07-09 | 1993-07-06 | Deere & Company | Calibration method for transmission control clutches |
FR2757112A1 (en) * | 1996-12-13 | 1998-06-19 | Renault | METHOD FOR CONTROLLING A CLUTCH OF A ROAD VEHICLE |
WO1998046446A1 (en) * | 1997-04-16 | 1998-10-22 | Transmission Technologies Corporation | Method and apparatus for operating a clutch in an automated mechanical transmission |
EP0909673A2 (en) * | 1997-10-17 | 1999-04-21 | DaimlerChrysler AG | Failsafe mode with engine overspeed protection for vehicle with automatic clutch |
-
2000
- 2000-02-02 FR FR0001326A patent/FR2804384B1/en not_active Expired - Lifetime
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2001
- 2001-02-01 BR BR0100253-8A patent/BR0100253A/en active Pending
- 2001-02-02 DE DE10105218A patent/DE10105218A1/en not_active Ceased
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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FR2449547A1 (en) * | 1979-02-21 | 1980-09-19 | Volkswagenwerk Ag | DEVICE FOR AUTOMATICALLY CONTROLLING THE CLUTCH OF A MOTOR VEHICLE |
US5224577A (en) * | 1992-07-09 | 1993-07-06 | Deere & Company | Calibration method for transmission control clutches |
FR2757112A1 (en) * | 1996-12-13 | 1998-06-19 | Renault | METHOD FOR CONTROLLING A CLUTCH OF A ROAD VEHICLE |
WO1998046446A1 (en) * | 1997-04-16 | 1998-10-22 | Transmission Technologies Corporation | Method and apparatus for operating a clutch in an automated mechanical transmission |
EP0909673A2 (en) * | 1997-10-17 | 1999-04-21 | DaimlerChrysler AG | Failsafe mode with engine overspeed protection for vehicle with automatic clutch |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3018486A1 (en) * | 2014-03-17 | 2015-09-18 | Renault Sa | METHOD AND SYSTEM FOR CONTROLLING A CINEMATIC CHAIN WITH ANTI-SETTING OF THE THERMAL MOTOR |
WO2019137917A1 (en) * | 2018-01-15 | 2019-07-18 | Renault S.A.S | Method for controlling the release of internal couplers of gear wheels on transmission shafts, transmission and power train |
FR3076786A1 (en) * | 2018-01-15 | 2019-07-19 | Renault S.A.S | METHOD FOR CONTROLLING THE RELEASE OF INTERNAL SPROCKET COUPLERS ON TRANSMISSION SHAFTS, TRANSMISSION AND MOTOR POWERTRAIN |
CN111615467A (en) * | 2018-01-15 | 2020-09-01 | 雷诺股份公司 | Method for controlling the release of an inner coupling of a gearwheel on a drive shaft, transmission and drive train |
JP2021510797A (en) * | 2018-01-15 | 2021-04-30 | ルノー エス.ア.エス.Renault S.A.S. | How to control the release of the internal coupler of the gear wheel of the transmission shaft, transmission, and powertrain |
CN111615467B (en) * | 2018-01-15 | 2023-12-29 | 雷诺股份公司 | Method for controlling an internal transmission coupling, transmission and powertrain |
Also Published As
Publication number | Publication date |
---|---|
DE10105218A1 (en) | 2001-11-22 |
FR2804384B1 (en) | 2002-05-17 |
BR0100253A (en) | 2001-09-18 |
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