FR2833895A1 - Method for starting vehicle with heat engine and automatic transmission controlled by computer is initiated by detection of start up requirement and ended by total closure of clutch - Google Patents
Method for starting vehicle with heat engine and automatic transmission controlled by computer is initiated by detection of start up requirement and ended by total closure of clutch Download PDFInfo
- Publication number
- FR2833895A1 FR2833895A1 FR0116530A FR0116530A FR2833895A1 FR 2833895 A1 FR2833895 A1 FR 2833895A1 FR 0116530 A FR0116530 A FR 0116530A FR 0116530 A FR0116530 A FR 0116530A FR 2833895 A1 FR2833895 A1 FR 2833895A1
- Authority
- FR
- France
- Prior art keywords
- clutch
- engine
- torque
- speed
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 16
- 238000000034 method Methods 0.000 title claims abstract description 16
- 238000001514 detection method Methods 0.000 title claims abstract description 5
- 230000001133 acceleration Effects 0.000 claims abstract description 17
- 238000013507 mapping Methods 0.000 claims 1
- 230000000750 progressive effect Effects 0.000 abstract 1
- 230000001629 suppression Effects 0.000 abstract 1
- 230000036461 convulsion Effects 0.000 description 5
- 230000015556 catabolic process Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W10/02—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
- 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
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
-
- 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
-
- 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
- F16D48/08—Regulating clutch take-up on starting
-
- 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
- B60W2510/02—Clutches
- B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/16—Ratio selector position
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/30—Driving style
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
- B60W2710/023—Clutch engagement rate
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/025—Clutch slip, i.e. difference between input and output speeds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/027—Clutch torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
- B60W2710/0661—Speed change rate
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/105—Output torque
-
- 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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/106—Longitudinal acceleration
-
- 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
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
-
- 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
- F16D2500/1083—Automated manual 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
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30406—Clutch slip
-
- 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
- F16D2500/314—Signal inputs from the user
- F16D2500/31406—Signal inputs from the user input from pedals
- F16D2500/3144—Accelerator pedal position
-
- 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
- F16D2500/50224—Drive-off
-
- 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
- F16D2500/512—Relating to the driver
- F16D2500/5126—Improving response to driver inputs
-
- 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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70422—Clutch parameters
- F16D2500/70426—Clutch slip
-
- 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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70452—Engine parameters
- F16D2500/70454—Engine speed
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)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
<Desc/Clms Page number 1> <Desc / Clms Page number 1>
PROCEDE DE DEMARRAGE D'UN VEHICLE EQUIPE D'UN
MOTEUR THERMIQUE ET D'UNE TRANSMISSION
AUTOMATISEE
La présente invention concerne les transmissions automatisées, et plus particulièrement leur comportement lors des démarrages d'un véhicule automobile. METHOD FOR STARTING A VEHICLE EQUIPPED WITH A
THERMAL ENGINE AND TRANSMISSION
AUTOMATED
The present invention relates to automated transmissions, and more particularly to their behavior when starting a motor vehicle.
L'invention porte plus précisément sur un procédé de démarrage d'un véhicule équipé d'une transmission automatisée, munie d'un embrayage d'entrée, et d'un moteur thermique placés respectivement sous le contrôle d'un calculateur, ledit procédé étant initié par la détection de la volonté de démarrage du véhicule et clos par la fermeture totale de l'embrayage. The invention relates more specifically to a method of starting a vehicle equipped with an automated transmission, provided with an input clutch, and a heat engine respectively placed under the control of a computer, said method being initiated by the detection of the will to start the vehicle and closed by the total closure of the clutch.
Le démarrage d'un véhicule muni d'une telle transmission peut être jugé à partir de critères de confort tels que le dépassement du régime moteur par rapport à sa valeur finale pendant le démarrage du véhicule, le couple fourni aux roues ou l'accélération du véhicule pendant son démarrage, la durée de glissement de l'embrayage et l'à-coup ressenti pendant et à la fin du démarrage du véhicule. Starting a vehicle fitted with such a transmission can be judged on the basis of comfort criteria such as exceeding the engine speed with respect to its final value during starting the vehicle, the torque supplied to the wheels or the acceleration of the vehicle during start-up, the clutch slip time and the jerk experienced during and at the end of vehicle start-up.
Il est connu de l'art antérieur un dispositif dans lequel l'embrayage et le moteur thermique sont commandés notamment en fonction de l'enfoncement de la pédale d'accélérateur. Cet enfoncement est interprété comme une demande concernant l'accélération ou la vitesse du véhicule. A la fin du démarrage, lorsque le glissement de l'embrayage s'annule, on observe classiquement un à-coup quand la synchronisation des arbres moteur et
primaire de boite n'est pas parfaite. La minimisation de cet à-coup est un 1 critère de jugement du démarrage d'un véhicule. It is known from the prior art a device in which the clutch and the heat engine are controlled in particular as a function of the depressing of the accelerator pedal. This depression is interpreted as a request concerning the acceleration or the speed of the vehicle. At the end of starting, when the sliding of the clutch is canceled, we typically observe a jerk when the synchronization of the motor shafts and
gearbox primer is not perfect. The minimization of this jerk is a 1 criterion for judging the starting of a vehicle.
Dans ce but, la publication BOSCH WO 98 58514 propose de corriger la consigne de couple moteur du conducteur pour raccorder sans discontinuité des consignes de couples avant et après l'annulation du To this end, the publication BOSCH WO 98 58514 proposes to correct the setpoint of the driver's engine torque in order to connect the setpoint of torques without interruption before and after the cancellation of the
<Desc/Clms Page number 2><Desc / Clms Page number 2>
glissement de l'embrayage. Du fait d'incertitudes sur la dynamique du contrôle moteur et/ou d'embrayage en fonction de divers phénomènes, notamment le vieillissement ou l'usure de l'embrayage, la correction de couple prévue par cette publication n'a pas la précision souhaitée et s'effectue au détriment d'autres critères de confort, tels que le dépassement du régime moteur par rapport à sa valeur finale pendant le démarrage du véhicule, le couple fourni aux roues ou l'accélération du véhicule pendant son démarrage et la durée de glissement de l'embrayage. clutch slipping. Due to uncertainties in the dynamics of engine and / or clutch control as a function of various phenomena, in particular the aging or wear of the clutch, the torque correction provided for in this publication does not have the desired precision. and takes place at the expense of other comfort criteria, such as exceeding the engine speed in relation to its final value during starting the vehicle, the torque supplied to the wheels or the acceleration of the vehicle during starting and the duration of clutch slipping.
Un premier objectif de la présente invention est de contrôler le régime moteur pendant le démarrage du véhicule. Il répond à un critère de confort acoustique. En effet, une évolution du régime moteur qui présente un dépassement important par rapport à la valeur finale dudit régime est très mal ressentie par le conducteur et ses passagers. Afin d'éviter ce désagrément, la solution proposée consiste à piloter le moteur de façon à asservir son régime à une consigne de régime. A first objective of the present invention is to control the engine speed during the starting of the vehicle. It meets a criterion of acoustic comfort. Indeed, an evolution of the engine speed which presents a significant overshoot compared to the final value of said speed is very badly felt by the driver and his passengers. In order to avoid this inconvenience, the proposed solution consists in controlling the engine so as to control its speed to a speed setpoint.
Un deuxième objectif est de rétablir rapidement l'accélération du véhicule dès que le calculateur détecte la volonté du conducteur de démarrer le véhicule, et cela impose de faire croître rapidement le couple transmissible par l'embrayage car lorsque l'embrayage est glissant, les roues bénéficient du couple transmis par l'embrayage multiplié par le rapport de boîte de vitesse. A second objective is to quickly restore the acceleration of the vehicle as soon as the computer detects the driver's will to start the vehicle, and this requires rapidly increasing the torque transmissible by the clutch because when the clutch is slippery, the wheels benefit from the torque transmitted by the clutch multiplied by the gearbox ratio.
Un troisième objectif est l'annulation du glissement de l'embrayage sans à-coup. En effet, lorsque le glissement s'annule, le couple en sortie d'embrayage passe brutalement du couple transmissible par l'embrayage au couple délivré par le moteur. L'écart entre ces deux couples se traduit par un àcoup de couple aux roues au moment de l'annulation du glissement suivi. Pour supprimer cet à-coup, l'invention prévoit de minimiser l'écart entre le couple transmissible par l'embrayage et le couple moteur lors de l'annulation du glissement. A third objective is the smooth cancellation of the clutch slip. In fact, when the slip is canceled, the torque at the clutch output suddenly changes from the torque transmissible by the clutch to the torque delivered by the engine. The difference between these two torques results in a drop in torque at the wheels when the slip followed is canceled. To eliminate this jerk, the invention provides to minimize the difference between the torque transmissible by the clutch and the engine torque when the slip is canceled.
Pour atteindre tous ces objectifs, l'invention consiste en une stratégie de démarrage pilotant simultanément le moteur thermique et l'embrayage. To achieve all of these objectives, the invention consists of a start-up strategy controlling the combustion engine and the clutch simultaneously.
<Desc/Clms Page number 3><Desc / Clms Page number 3>
Cette stratégie permet de contrôler le régime moteur afin d'éviter un dépassement par rapport au régime final du démarrage du véhicule, d'établir ensuite rapidement l'accélération du véhicule, puis de contrôler le glissement de l'embrayage afin que l'annulation du glissement soit faite sans à-coups. This strategy makes it possible to control the engine speed in order to avoid exceeding the final speed of starting the vehicle, then quickly establish the acceleration of the vehicle, then to control the slip of the clutch so that the cancellation of the sliding be done smoothly.
Ce procédé est caractérisé en ce qu'on asservit, lors d'une phase initiale, le moteur thermique à une consigne de régime, on ferme partiellement, lors d'une seconde phase, l'embrayage rapidement tout en maintenant l'asservissement du moteur initié dans la phase initiale, on supprime ensuite progressivement le glissement de l'embrayage jusqu'à l'obtention d'un glissement d'embrayage nul, et on ferme enfin l'embrayage totalement. This process is characterized in that, during an initial phase, the engine is slaved to a speed setpoint, the clutch is partially closed during a second phase quickly while maintaining the engine control initiated in the initial phase, the sliding of the clutch is then gradually eliminated until a zero clutch slipping is obtained, and the clutch is finally closed completely.
Avantageusement, afin que le régime moteur n'atteigne pas une valeur occasionnant un désagrément auditif pour le conducteur, la consigne de régime correspond au régime moteur minimum nécessaire au moteur pour fournir un couple équivalent au couple d'embrayage à réaliser. Advantageously, so that the engine speed does not reach a value causing an auditory inconvenience for the driver, the speed setpoint corresponds to the minimum engine speed necessary for the engine to provide a torque equivalent to the clutch torque to be produced.
Selon une autre caractéristique de l'invention, la consigne de régime est obtenue en définissant tout d'abord pour chaque valeur de position de pédale un couple aux roues ou un couple d'embrayage à réaliser. On définit ensuite la consigne de régime à partir du couple d'embrayage et des caractéristiques couple = f (régime) du moteur. According to another characteristic of the invention, the speed setpoint is obtained by first defining for each pedal position value a torque at the wheels or a clutch torque to be produced. The speed reference is then defined from the clutch torque and the torque = f (speed) characteristics of the engine.
La présente invention prévoit également que le calculateur de la transmission dialogue avec le calculateur de contrôle du moteur et pilote l'embrayage pour contrôler le glissement de l'embrayage ou le régime moteur lors du démarrage. The present invention also provides that the transmission computer dialogues with the engine control computer and controls the clutch to control the slip of the clutch or the engine speed during starting.
D'autres caractéristiques de l'invention apparaîtront à la lecture de la description détaillée qui suit pour la compréhension de laquelle on se reportera aux dessins annexés suivants : - la figure 1 est une décomposition schématique d'un démarrage de véhicule automobile selon l'invention. Other characteristics of the invention will appear on reading the detailed description which follows, for the understanding of which reference will be made to the following appended drawings: FIG. 1 is a schematic breakdown of a starting of a motor vehicle according to the invention .
<Desc/Clms Page number 4> <Desc / Clms Page number 4>
- la figure 2 est un exemple de détermination de la consigne de régime, caractéristique du procédé de démarrage selon l'invention. - Figure 2 is an example of determining the speed setpoint, characteristic of the starting process according to the invention.
La figure 1 détaille un démarrage de véhicule automobile et sa décomposition en plusieurs phases distinctes. Figure 1 details a motor vehicle start and its breakdown into several distinct phases.
Une phase initiale 1 d'asservissement débute dès la détection (a) de la volonté de démarrage du véhicule, lorsqu'est engagé soit le premier rapport, soit le second rapport, soit la marche arrière et lorsque le conducteur appuie sur la pédale d'accélérateur. Dès le début de la phase 1, le calculateur de transmission émet vers le calculateur moteur des consignes de couple ou de régime pour asservir le moteur à la consigne de régime 11, correspondant au régime moteur minimum nécessaire au moteur pour fournir un couple moteur égal au couple d'embrayage 12 à réaliser. An initial control phase 1 begins upon detection (a) of the will to start the vehicle, when either the first gear, the second gear or the reverse gear is engaged and when the driver presses the pedal. accelerator. From the start of phase 1, the transmission computer sends torque or speed instructions to the engine computer to control the engine at speed reference 11, corresponding to the minimum engine speed necessary for the engine to provide an engine torque equal to clutch torque 12 to be produced.
La figure 2 décrit un moyen de détermination de cette consigne de régime 11. Les courbes en cloche représentent les caractéristiques de couple en fonction du régime pour un moteur selon différentes valeurs de la position de la pédale d'accélérateur. Sur cette cartographie, après avoir défini préalablement le couple d'embrayage 12 à réaliser en fonction de la position de la pédale d'accélérateur, on trace la droite d'équation (Couple moteur = Couple d'embrayage 12 à réaliser), qui présente au moins une intersection Pi ( Couple moteur i, Régime moteur i) avec les courbes caractéristiques du moteur. Cela permet de déterminer les conditions dans lesquelles le moteur peut fournir un couple équivalent au couple d'embrayage 12 à réaliser. La consigne de régime moteur choisie 11 est alors la valeur minimum des régimes correspondants aux points d'intersections obtenus Pi. FIG. 2 describes a means of determining this speed setpoint 11. The bell curves represent the torque characteristics as a function of the speed for an engine according to different values of the position of the accelerator pedal. On this map, after having previously defined the clutch torque 12 to be produced as a function of the position of the accelerator pedal, the equation line is drawn (Engine torque = Clutch torque 12 to be produced), which has at least one intersection Pi (Engine torque i, Engine speed i) with the characteristic curves of the engine. This makes it possible to determine the conditions under which the engine can supply a torque equivalent to the clutch torque 12 to be produced. The engine speed setpoint chosen 11 is then the minimum value of the speeds corresponding to the intersection points obtained Pi.
Une phase 2 de fermeture rapide de l'embrayage succède, dès qu'un seuil prédeterminé est atteint (b), à la phase initiale 1 jusqu'à ce que soit atteinte la consigne de couple d'embrayage ou l'accélération définie ci-dessus (c). Ce couple d'embrayage doit être tel qu'il procure un couple aux roues ou A phase 2 of rapid clutch closure follows, as soon as a predetermined threshold is reached (b), the initial phase 1 until the clutch torque setpoint or the acceleration defined above is reached. above (c). This clutch torque must be such as to provide torque to the wheels or
<Desc/Clms Page number 5><Desc / Clms Page number 5>
une accélération du véhicule proche de celle qu'on aura après la fermeture de l'embrayage. Durant toute cette phase 2, le calculateur de transmission automatisée continue à asservir le moteur à la consigne de régime 11. an acceleration of the vehicle close to that which will be obtained after the clutch is closed. During this entire phase 2, the automated transmission computer continues to slave the engine to the speed setpoint 11.
L'asservissement du régime moteur peut tenir compte du couple transmis par l'embrayage pour mieux assurer l'asservissement. L'asservissement du régime moteur permet de maintenir du glissement d'embrayage et d'établir rapidement l'accélération du véhicule en faisant croître le couple transmis par l'embrayage sans que cela ne provoque d'à-coups. La rapidité de fermeture de l'embrayage peut être modulée en fonction du style de conduite du conducteur. The engine speed control can take account of the torque transmitted by the clutch to better ensure the control. The servo-control of the engine speed makes it possible to maintain clutch slip and to quickly establish the acceleration of the vehicle by increasing the torque transmitted by the clutch without this causing jolts. The speed at which the clutch closes can be varied depending on the driving style of the driver.
On fait croître le couple transmis par l'embrayage rapidement jusqu'à un niveau intermédiaire à partir duquel la croissance du couple est atténuée, niveau pouvant dépendre du point de fonctionnement, de variables issues du véhicule (vitesse véhicule, couple moteur...) et de variables issues d'une analyse du style de conduite (sportivité,...). The torque transmitted by the clutch is made to increase rapidly to an intermediate level from which the growth of the torque is attenuated, a level which may depend on the operating point, on variables originating from the vehicle (vehicle speed, engine torque, etc.). and variables from an analysis of driving style (sportiness, ...).
Le contrôle du démarrage du véhicule passe alors à une phase 3. Durant cette phase, la consigne de couple d'embrayage et l'asservissement du moteur sont maintenus constants. Cette phase fait croître l'accélération du véhicule d'une valeur nulle à une valeur correspondant à la volonté du conducteur matérialisée par la position de la pédale d'accélérateur. Le régime primaire de boite croit pendant cette phase suivant une pente ou une accélération correspondant au couple transmis par l'embrayage. Cette phase dure tant que le glissement de l'embrayage est supérieur à un seuil de glissement prédéfini (d). The vehicle start control then goes to phase 3. During this phase, the clutch torque setpoint and the motor control are kept constant. This phase increases the acceleration of the vehicle from a zero value to a value corresponding to the will of the driver materialized by the position of the accelerator pedal. The primary gearbox mode increases during this phase following a slope or an acceleration corresponding to the torque transmitted by the clutch. This phase lasts as long as the clutch slip is greater than a predefined slip threshold (d).
La phase suivante 4 de contrôle du glissement de l'embrayage permet alors de rendre nul ce glissement (e). On contrôle le glissement de l'embrayage par une action sur les couples fourni par le moteur et transmis par l'embrayage : simultanément, la consigne de couple moteur est remise au couple demandé par le conducteur suivant une loi dépendant du glissement, de variables issues du véhicule (vitesse véhicule, couple moteur...) et de variables The next phase 4 of controlling the clutch slip then makes it possible to nullify this slip (e). The slip of the clutch is controlled by an action on the torques supplied by the engine and transmitted by the clutch: simultaneously, the engine torque setpoint is given to the torque requested by the driver according to a law depending on the slip, from variables of the vehicle (vehicle speed, engine torque, etc.) and of variables
<Desc/Clms Page number 6><Desc / Clms Page number 6>
issues d'une analyse du style de conduite (sportivité,...). Cette phase sert à maintenir le couple de traction du véhicule en imposant le couple d'embrayage et à moduler le régime moteur pour limiter la dissipation d'énergie dans l'embrayage. from an analysis of the driving style (sportiness, ...). This phase is used to maintain the traction torque of the vehicle by imposing the clutch torque and to modulate the engine speed to limit the dissipation of energy in the clutch.
L'invention prévoit donc lors de l'annulation du glissement, pour limiter les à-coups, de minimiser l'écart entre le couple transmis par l'embrayage et le couple moteur, ce qui revient à veiller à avoir une accélération du régime moteur proche de zéro lors de l'annulation du glissement. En effet, à l'instant où le glissement s'annule, le couple transmis par l'embrayage passe du couple transmissible par l'embrayage Cemb, au couple moteur Cmot. La chaîne cinématique est donc excitée par un échelon de couple dont l'amplitude est égale à (Cemb-Cmot). Minimiser l'à-coup revient à minimiser la dérivée du régime moteur car l'évolution du régime
moteur est régie par la relation suivante :
d d) mot Cmot-Cemb = Jmot *-----dt
Cemb= couple transmissible par l'embrayage, Cmot = couple moteur, comot = régime moteur, Jmot = inertie du moteur. The invention therefore provides during the cancellation of the slip, to limit the jolts, to minimize the difference between the torque transmitted by the clutch and the engine torque, which amounts to ensuring an acceleration of the engine speed close to zero when the slip is canceled. Indeed, at the instant when the slip is canceled, the torque transmitted by the clutch passes from the torque transmissible by the clutch Cemb, to the engine torque Cmot. The kinematic chain is therefore excited by a torque rung whose amplitude is equal to (Cemb-Cmot). Minimizing the jerk amounts to minimizing the derivative of the engine speed because the evolution of the speed
engine is governed by the following relation:
dd) word Cmot-Cemb = Jmot * ----- dt
Cemb = torque transmissible by the clutch, Cmot = engine torque, comot = engine speed, Jmot = engine inertia.
L'ultime phase 5 consiste alors à fermer complètement l'embrayage (cf. figure 1 (f)). Cette phase débute lorsque les régimes moteur et primaire sont pratiquement égaux. L'embrayage peut alors être fermé rapidement sans que des à-coups soient ressentis. Les consignes de couple moteur restent égales au couple qu'aurait délivré le moteur sans intervention de la transmission automatisée. Elle se termine lorsque l'embrayage est complètement fermé, c'est à dire lorsque le couple transmissible par l'embrayage a atteint sa valeur maximale. The final phase 5 then consists in completely closing the clutch (see Figure 1 (f)). This phase begins when the engine and primary speeds are practically equal. The clutch can then be closed quickly without any jolts being felt. The engine torque setpoints remain equal to the torque that the engine would have delivered without the intervention of the automated transmission. It ends when the clutch is fully closed, that is to say when the torque transmitted by the clutch has reached its maximum value.
<Desc/Clms Page number 7> <Desc / Clms Page number 7>
Comme indiqué plus haut, la solution proposée par l'invention est applicable à tout véhicule équipé d'un moteur thermique essence ou diesel et d'une transmission automatisée, munie d'un calculateur contrôlant l'actionnement de l'embrayage d'entrée. Le moteur à combustion essence ou diesel peut être muni d'un boîtier papillon motorisé, contrôlé par un calculateur. La présente invention n'est pas incompatible avec le fait que le calculateur de la transmission émette des requêtes, dites de couples lents et de couples rapides en fonction de leur incidence sur le boîtier papillon motorisé pour un moteur essence, ou sur le débit gazole pour les moteurs diesel, et sur l'avance à l'allumage pendant le démarrage du véhicule vers le calculateur de contrôle du moteur. La présente invention est également applicable si le contrôle exercé au niveau de la boite n'émet qu'une consigne de couple unique, ce qui est le cas des moteurs diesel notamment. Enfin, les fonctions assurées par les deux calculateurs de contrôle moteur et de transmission automatisée peuvent être implémentées dans un calculateur unique. As indicated above, the solution proposed by the invention is applicable to any vehicle equipped with a petrol or diesel thermal engine and an automated transmission, provided with a computer controlling the actuation of the input clutch. The petrol or diesel combustion engine can be fitted with a motorized throttle unit, controlled by a computer. The present invention is not incompatible with the fact that the transmission computer sends requests, known as slow torques and fast torques depending on their incidence on the motorized throttle body for a petrol engine, or on the diesel flow for diesel engines, and on the ignition advance during vehicle starting to the engine control computer. The present invention is also applicable if the control exerted at the level of the gearbox only emits a single torque setpoint, which is the case for diesel engines in particular. Finally, the functions provided by the two engine control and automated transmission computers can be implemented in a single computer.
En conclusion, l'invention permet de réduire le temps mort consécutif à l'appui sur la pédale d'accélérateur qui correspond au temps pendant lequel l'accélération du véhicule ne correspond pas à celle demandée par le conducteur. Elle permet aussi l'accélération rapide du véhicule sans à-coup. La rapidité recherchée est essentielle pour une sensation de temps de rupture de couple très court. En effet, dès que le véhicule atteint son accélération d'après le démarrage, le conducteur aura la sensation que le démarrage est terminé même si l'embrayage est encore glissant. In conclusion, the invention makes it possible to reduce the dead time consecutive to pressing the accelerator pedal which corresponds to the time during which the acceleration of the vehicle does not correspond to that requested by the driver. It also allows rapid acceleration of the vehicle smoothly. The desired speed is essential for a feeling of very short torque break time. Indeed, as soon as the vehicle reaches its acceleration after starting, the driver will have the feeling that the starting is finished even if the clutch is still slippery.
Claims (8)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0116530A FR2833895B1 (en) | 2001-12-20 | 2001-12-20 | METHOD FOR STARTING A VEHICLE EQUIPPED WITH A HEAT ENGINE AND AN AUTOMATED TRANSMISSION |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0116530A FR2833895B1 (en) | 2001-12-20 | 2001-12-20 | METHOD FOR STARTING A VEHICLE EQUIPPED WITH A HEAT ENGINE AND AN AUTOMATED TRANSMISSION |
Publications (2)
Publication Number | Publication Date |
---|---|
FR2833895A1 true FR2833895A1 (en) | 2003-06-27 |
FR2833895B1 FR2833895B1 (en) | 2004-02-27 |
Family
ID=8870735
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
FR0116530A Expired - Fee Related FR2833895B1 (en) | 2001-12-20 | 2001-12-20 | METHOD FOR STARTING A VEHICLE EQUIPPED WITH A HEAT ENGINE AND AN AUTOMATED TRANSMISSION |
Country Status (1)
Country | Link |
---|---|
FR (1) | FR2833895B1 (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2867241A1 (en) * | 2004-03-03 | 2005-09-09 | Peugeot Citroen Automobiles Sa | Electronic clutch closing control process for traction chain, involves controlling engine so that engine shaft speed converges towards primary shaft speed, and controlling closing of clutch independent of operating conditions of engine |
FR2900999A1 (en) * | 2006-05-12 | 2007-11-16 | Renault Sas | Clutch synchronization assisting method for road vehicle, involves temporarily acquiring stopper displacement control to impose partial clutch reopening in final phase of elements` synchronization to avoid fall of acceleration during phase |
FR2955164A3 (en) * | 2010-01-12 | 2011-07-15 | Renault Sa | Displacement phase controlling device for motor vehicle during action of driver on accelerator pedal, has proportional-integral-derivative type regulation device regulating engine rotation speed around engine rotation speed set point value |
FR2957645A3 (en) * | 2010-03-22 | 2011-09-23 | Renault Sas | System for controlling take-off phase of motor vehicle at time of action of driver on accelerator pedal, has generation module generating three setpoints utilized to control engine rotation speed and clutch torque |
EP2410163A1 (en) * | 2010-02-25 | 2012-01-25 | Honda Motor Co., Ltd. | Output torque control device |
WO2013147676A1 (en) * | 2012-03-30 | 2013-10-03 | Scania Cv Ab | System and method for controlling the speed of an engine |
FR3100194A1 (en) * | 2019-08-29 | 2021-03-05 | Psa Automobiles Sa | VEHICLE TAKE-OFF MANAGEMENT PROCESS WITH IMPROVEMENT OF ACOUSTIC AND VIBRATORY PERFORMANCE |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4618043A (en) * | 1983-06-29 | 1986-10-21 | Isuzu Motors Limited | Method for automatic control of a motor vehicle clutch |
US4632231A (en) * | 1983-06-30 | 1986-12-30 | Isuzu Motors Limited | Method of controlling the starting of a vehicle having automatic clutch |
US4685062A (en) * | 1983-12-30 | 1987-08-04 | Isuzu Motors Limited | Start control method for automatic clutch |
US4766544A (en) * | 1985-02-26 | 1988-08-23 | Diesel Kiki Co., Ltd. | Apparatus for automatically controlling starting of vehicle powered by internal combustion engine |
FR2731661A1 (en) * | 1995-03-18 | 1996-09-20 | Luk Getriebe Systeme Gmbh | METHOD FOR CONTROLLING A TORQUE TRANSMISSION SYSTEM AND APPARATUS FOR IMPLEMENTING IT |
WO1998058514A1 (en) | 1997-06-17 | 1998-12-23 | Motorola Limited | Wireless device, control system and methods for protected sites with operation according to interference parameters |
WO1998058814A1 (en) * | 1997-06-20 | 1998-12-30 | Robert Bosch Gmbh | System for combined control of a servo clutch and the engine of a motor vehicle |
DE10030837A1 (en) * | 1999-06-30 | 2001-02-22 | Luk Lamellen & Kupplungsbau | Automatic clutch actuator for motor vehicle has drive transmitted by clutch briefly adjusted as engine and gearbox speeds are synchronised |
FR2802864A1 (en) * | 1999-12-28 | 2001-06-29 | Bosch Gmbh Robert | METHOD FOR REGULATING THE STARTING OF A MOTOR VEHICLE |
-
2001
- 2001-12-20 FR FR0116530A patent/FR2833895B1/en not_active Expired - Fee Related
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4618043A (en) * | 1983-06-29 | 1986-10-21 | Isuzu Motors Limited | Method for automatic control of a motor vehicle clutch |
US4632231A (en) * | 1983-06-30 | 1986-12-30 | Isuzu Motors Limited | Method of controlling the starting of a vehicle having automatic clutch |
US4685062A (en) * | 1983-12-30 | 1987-08-04 | Isuzu Motors Limited | Start control method for automatic clutch |
US4766544A (en) * | 1985-02-26 | 1988-08-23 | Diesel Kiki Co., Ltd. | Apparatus for automatically controlling starting of vehicle powered by internal combustion engine |
FR2731661A1 (en) * | 1995-03-18 | 1996-09-20 | Luk Getriebe Systeme Gmbh | METHOD FOR CONTROLLING A TORQUE TRANSMISSION SYSTEM AND APPARATUS FOR IMPLEMENTING IT |
WO1998058514A1 (en) | 1997-06-17 | 1998-12-23 | Motorola Limited | Wireless device, control system and methods for protected sites with operation according to interference parameters |
WO1998058814A1 (en) * | 1997-06-20 | 1998-12-30 | Robert Bosch Gmbh | System for combined control of a servo clutch and the engine of a motor vehicle |
DE10030837A1 (en) * | 1999-06-30 | 2001-02-22 | Luk Lamellen & Kupplungsbau | Automatic clutch actuator for motor vehicle has drive transmitted by clutch briefly adjusted as engine and gearbox speeds are synchronised |
FR2802864A1 (en) * | 1999-12-28 | 2001-06-29 | Bosch Gmbh Robert | METHOD FOR REGULATING THE STARTING OF A MOTOR VEHICLE |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2867241A1 (en) * | 2004-03-03 | 2005-09-09 | Peugeot Citroen Automobiles Sa | Electronic clutch closing control process for traction chain, involves controlling engine so that engine shaft speed converges towards primary shaft speed, and controlling closing of clutch independent of operating conditions of engine |
FR2900999A1 (en) * | 2006-05-12 | 2007-11-16 | Renault Sas | Clutch synchronization assisting method for road vehicle, involves temporarily acquiring stopper displacement control to impose partial clutch reopening in final phase of elements` synchronization to avoid fall of acceleration during phase |
FR2955164A3 (en) * | 2010-01-12 | 2011-07-15 | Renault Sa | Displacement phase controlling device for motor vehicle during action of driver on accelerator pedal, has proportional-integral-derivative type regulation device regulating engine rotation speed around engine rotation speed set point value |
EP2410163A1 (en) * | 2010-02-25 | 2012-01-25 | Honda Motor Co., Ltd. | Output torque control device |
EP2410163A4 (en) * | 2010-02-25 | 2013-01-09 | Honda Motor Co Ltd | Output torque control device |
FR2957645A3 (en) * | 2010-03-22 | 2011-09-23 | Renault Sas | System for controlling take-off phase of motor vehicle at time of action of driver on accelerator pedal, has generation module generating three setpoints utilized to control engine rotation speed and clutch torque |
WO2013147676A1 (en) * | 2012-03-30 | 2013-10-03 | Scania Cv Ab | System and method for controlling the speed of an engine |
CN104246267A (en) * | 2012-03-30 | 2014-12-24 | 斯堪尼亚商用车有限公司 | System and method for controlling speed of engine |
FR3100194A1 (en) * | 2019-08-29 | 2021-03-05 | Psa Automobiles Sa | VEHICLE TAKE-OFF MANAGEMENT PROCESS WITH IMPROVEMENT OF ACOUSTIC AND VIBRATORY PERFORMANCE |
Also Published As
Publication number | Publication date |
---|---|
FR2833895B1 (en) | 2004-02-27 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
FR2958613A1 (en) | METHOD FOR MANAGING A VEHICLE AND DEVICE FOR IMPLEMENTING IT | |
EP1563207B1 (en) | Method for controlling selection of an automatic transmission gear ratio | |
EP2627544B1 (en) | Method for controlling the start-up of a vehicle comprising an engine start-stop system | |
FR2841504A1 (en) | Method for controlling vehicle propulsion, comprises computer program which disconnects the engine braking effect when rallying and reconnects it under particular conditions of slope | |
FR2898097A1 (en) | DEVICE AND METHOD FOR CONTROLLING VEHICLE | |
FR2884184A1 (en) | METHOD AND DEVICE FOR PRODUCING A STOP CONTROL AND RESTART OF A MOTOR VEHICLE ENGINE | |
FR2826700A1 (en) | METHOD FOR CONTROLLING A CLUTCH IN A MOTOR VEHICLE | |
FR2833895A1 (en) | Method for starting vehicle with heat engine and automatic transmission controlled by computer is initiated by detection of start up requirement and ended by total closure of clutch | |
FR2812919A1 (en) | Clutch control method for motor vehicle involves operating clutch on detected position of clutch control pedal | |
FR2802603A1 (en) | METHOD FOR PERFORMING THE SWITCHING PROCEDURES OF A GEARBOX OF A VEHICLE TRANSMISSION LINE | |
FR2785238A1 (en) | Controlling motor vehicle with automatic gearbox involves limiting engine torque to limiting value below predefined torque when driving with slipping clutch, pref. in first gear | |
FR2825954A1 (en) | Creep behavior control for vehicle with automated clutch involves varying creep parameter with increasing brake actuating element operation to attenuate creep | |
EP1807641A1 (en) | Method for controlling an automatic gearbox pertaining to a motor vehicle in the braking phase | |
FR2658564A1 (en) | DEVICE FOR THE UNIFORM CONTROL OF THE ENGINE AND THE AUTOMATIC TRANSMISSION IN A MOTOR VEHICLE. | |
FR2903737A1 (en) | Internal combustion engine managing method for motor vehicle, involves determining torque delivered to output of clutch, comparing torque with threshold value, and activating starting regulator to start vehicle, when torque reaches value | |
FR2650791A1 (en) | METHOD AND DEVICE FOR CONTROLLING A FRICTION CLUTCH OF A MOTOR VEHICLE | |
FR3017914A1 (en) | SYSTEM FOR MONITORING A HYDRAULIC CLUTCH CONTROL OF A MOTOR VEHICLE | |
EP3092392B1 (en) | Method for optimizing the operation of a vehicle engine in order to obtain a vacuum that provides emergency braking | |
EP1310401B1 (en) | Method for downshifting an automatised gearbox | |
FR2881795A1 (en) | METHOD FOR CONTROLLING INVERSION OF POWER IN A SYSTEM COMPRISING A TORQUE CONVERTER AND MECHANICAL ASSEMBLY INCORPORATING SAID METHOD | |
EP1995449A2 (en) | Method of controlling the stopping and automatic restarting of a vehicle engine according to the slope | |
EP2102530B1 (en) | Method for controlling a continuously variable automatic transmission for a motor vehicle | |
FR3103440A1 (en) | PROCESS FOR DETERMINING THE TORQUE TRANSMITTED BY THE ENGINE TO THE DRIVE CHAIN | |
EP1293376B1 (en) | Strategy for early clutch reengagement while shifting up automatised gearboxes | |
FR2957883A1 (en) | Method for automated starting of motor vehicle i.e. hybrid vehicle, involves calculating apogee rate at beginning of starting with target rate at end of starting at every moment by carrying linear combination of apogee rate and target rate |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
TP | Transmission of property | ||
ST | Notification of lapse |
Effective date: 20160831 |