FR2875284A1 - Method for controlling multiple operating modes of an automated transmission for a motor vehicle and corresponding device - Google Patents

Method for controlling multiple operating modes of an automated transmission for a motor vehicle and corresponding device Download PDF

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Publication number
FR2875284A1
FR2875284A1 FR0409644A FR0409644A FR2875284A1 FR 2875284 A1 FR2875284 A1 FR 2875284A1 FR 0409644 A FR0409644 A FR 0409644A FR 0409644 A FR0409644 A FR 0409644A FR 2875284 A1 FR2875284 A1 FR 2875284A1
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France
Prior art keywords
motor vehicle
mode
setpoint
value
speed
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Granted
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FR0409644A
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French (fr)
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FR2875284B1 (en
Inventor
Frederic Roudeau
Thomas Turpin
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Renault SAS
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Renault SAS
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Priority to FR0409644A priority Critical patent/FR2875284B1/en
Publication of FR2875284A1 publication Critical patent/FR2875284A1/en
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Publication of FR2875284B1 publication Critical patent/FR2875284B1/en
Expired - Fee Related legal-status Critical Current
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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/20Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W30/00Purposes 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18072Coasting
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00Input parameters relating to overall vehicle dynamics
    • B60W2520/10Longitudinal speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2540/00Input parameters relating to occupants
    • B60W2540/10Accelerator pedal position
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2540/00Input parameters relating to occupants
    • B60W2540/12Brake pedal position
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2540/00Input parameters relating to occupants
    • B60W2540/16Ratio selector position
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/20Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • F16H2061/202Active creep control for slow driving, e.g. by controlling clutch slip

Abstract

<P> A device for controlling an automated transmission of a powertrain for a motor vehicle, capable of delivering setpoint signals of a variable to be applied to the wheels of the motor vehicle, comprises: an input block (1 ) delivering input data including parameters defining the characteristics of the motor vehicle (7), the will of the driver (8) and the environment of the motor vehicle (9); a control block (2) comprising at least two modules according to two modes of operation, each mode taking into account the input data delivered by the input block (1); a selection module (4) receiving the signals from said input block (1) and able to deliver a selection signal (mode) of an operating mode module according to the input signals. </ P>

Description

Multi-mode control method of a transmission

  automated system for a motor vehicle and corresponding device.

  The present invention relates to controlling the operating mode of a powertrain equipped with an automated transmission of a motor vehicle.

  Automated transmissions concern notably the so-called Impulse Control Boxes BCI, Automatic Control Boxes (BVA) and Robotised Gearboxes (BVR).

  A transmission conventionally comprises a control unit receiving one or more input parameters interpreting the will of the driver. Then, depending on the value of these parameters, this control block delivers a control instruction for application to the wheels of the motor vehicle.

  An evolution of such a control block has already been described in document FR-A-2827339, in the name of the Applicant. This document details a device for controlling the operating point of a powertrain. The control performed by this device is a torque control to be applied to the wheels of the motor vehicle. As defined in the document FR-A-2827339, the value of the torque to be applied to the wheels of the motor vehicle, is calculated directly at the wheels of the motor vehicle.

  The device of FR-A-2827339 has a driver interpretation module called IVC module.

  The IVC module generates a torque setpoint to be applied to the wheels, for an OPF operating point optimization block. The latter transmits said torque for a torque control to be applied to the wheels of the motor vehicle. The block OPF simultaneously generates a motor speed setpoint from said torque to be applied to the wheels of the motor vehicle. This torque setpoint to be applied to the wheels of the motor vehicle is determined according to the will of the driver, the characteristics of the motor vehicle and its environment.

  However, in the case of an automated transmission, there are specific modes such as Ramping mode and Neutral mode, related to the automated transmission and that is not found in the case of a mechanical transmission. The Rampage mode corresponds to an idling advance of the motor vehicle, when the shift lever is in the so-called Drive or D position. The Neutral mode corresponds to a freewheeling movement of the motor vehicle when the control lever is in the so-called Neutral or N position.

  The driver will interpretation module of the document FR-A2827339 does not take into account these particular modes of operation.

  The present invention aims to overcome this lack in order to respond as close to the will of the driver, especially in the case of the Neutral mode or when the motor vehicle is in Rampage mode. The object of the invention is also to allow the passage from one mode of operation to another, while avoiding the phenomenon of mode oscillations, that is to say the rapid alternation of one mode to another because of the oscillation of a parameter around a threshold value.

  To this end, the invention proposes a method of controlling an automated transmission of a powertrain for a motor vehicle, comprising a step of generating a variable setpoint signal to be applied to the wheels of the motor vehicle . This variable takes into account input data representative of the characteristics of the motor vehicle, the will of the driver and the environment of the motor vehicle. In addition, according to said input data, at least two different operating modes, capable of delivering said setpoint signal, are selected.

  The variable to be applied to the wheels is calculated as defined above for the device of FR-A-2827339 that is to say directly at the wheels of the motor vehicle.

  The creation of modes specific to an automated transmission makes it possible to offer to the driver a mode of piloting more appropriate to the use of this one.

  Preferably, the operating modes are selected from a continuous control mode when the speed of the motor vehicle is greater than a predetermined threshold, a ramping mode in the case where the speed of the motor vehicle is less than a second predetermined threshold, and a mode Neutral, in the case where the control lever of the transmission of the motor vehicle is in the Neutral or Parking position.

  In one embodiment, a first Rampage mode known as Speed Rampage is selected capable of delivering a setpoint signal monitoring a speed setpoint or a second Rampage mode known as Torque Rampage capable of delivering a signal. setpoint when the brake pedal is activated.

  A setpoint signal is provided that advantageously comprises a dynamic component and a static component.

  In one embodiment, the wheels of the motor vehicle are provided with a value of torque, applied force or power.

  In one embodiment, the input data are analyzed as a function of a double detection threshold according to the direction of variation of the parameter. In this way, the mode oscillation phenomena that may generate small successive variations are avoided. for example, the speed of the vehicle around a single given threshold.

  The selected modes and the setpoint value are, for example, determined according to a signal representative of the position of the control lever of the transmission of the motor vehicle.

  According to another variant, the selected modes and the value of the setpoint are determined according to a signal representative of the activity of the brake of the motor vehicle.

  According to one variant, the modes selected and the value of the setpoint are determined as a function of a signal representative of the depression of the acceleration pedal of the motor vehicle.

  According to another variant, the selected modes and the value of the setpoint are determined as a function of the speed of the motor vehicle.

  The selection of the operating mode may comprise the following steps: analyzing the state of the control lever of the transmission of the motor vehicle, comparing on the one hand the depression of the acceleration pedal of the motor vehicle to a predetermined threshold position and the value of the dynamic component of the reference signal of the variable to be applied to the wheels of the motor vehicle, to the current value of the dynamic component of the reference signal of the variable in Continuous Control mode and, on the other hand, the value of the speed of the motor vehicle to a first predetermined speed threshold, - comparing the depression of the accelerator pedal of the motor vehicle to a predetermined position threshold and the value of the speed of the motor vehicle to a second predetermined speed threshold, analyze the activity of the brake of the motor vehicle, each step determining a mode of operation or allowing the next step e depending on the value of the parameter.

  The invention also relates to a control device of an automated transmission of a powertrain for a motor vehicle. It is able to deliver setpoint signals of a variable to be applied to the wheels of the motor vehicle. It comprises: an input block delivering the input data comprising a list of parameters defining the characteristics of the motor vehicle, the will of the driver and the environment of the motor vehicle, a control block comprising at least two modules according to two modes distinct and predetermined operating modes, each of the modes taking into account the input data delivered by the input block, a selection module receiving the signals of said input block and able to deliver a selection signal of a module of operating mode according to these input signals.

  In addition, the selection module may comprise at least one means of comparison for the state of the control lever of the motor vehicle, for the depression of the accelerator pedal of the motor vehicle, for the value of the dynamic component of the setpoint, for the value of the speed of the motor vehicle or for the activity of the brake of the motor vehicle, according to one or two predetermined thresholds.

  Other advantages and characteristics of the invention will appear on examining the detailed description of an embodiment of the invention which is in no way limitative, and the appended drawings, in which: FIG. 1 schematically illustrates an example of embodiment of a device according to Figure 2 illustrates part of Figure 1, Figure 3 illustrates part of Figure 1, Figure 4 illustrates the invention, schematically and in more detail a schematically and in more detail an example of different operating steps when selecting an operating mode.

  In Figure 1, there is shown schematically an example of an embodiment of the device according to the invention. This device can be included in a control box for an automated transmission of a motor vehicle, not shown in the figure.

  As illustrated in FIG. 1, the control device comprises an input block 1 transmitting data to a control block 2. The latter delivers different setpoints according to each mode of operation to a multiplexer 3. A module of FIG. selection 4 sends, according to the input data delivered by the input block 1 through the connection 4a, a mode control signal to the multiplexer 3 through the connection 4b. The multiplexer 3 selects, from among the different setpoints delivered by the control block 2, the setpoint adapted to the mode control signal and delivers the target signal. This signal comprises two components, one static Cs which passes through the connection 6 and the other dynamic Cd which passes through the connection 5.

  The static component Cs in the illustrated example, is the maximum value of the torque applicable to the wheels of the motor vehicle that could be demanded by the driver and that the powertrain must make immediately available to the wheels of the motor vehicle.

  In other variants, the quantities developed by the device can be an effort or a power.

  The input block 1 comprises three modules 7, 8 and 9 which will develop a data signal from the signals from sensors, not shown, integrated in the motor vehicle.

  The module 7 is able to elaborate the data concerning the characteristics of the motor vehicle. These are programmed and stored by the manufacturer to characterize the behavior of the vehicle delivered to a customer.

  Module 8 is able to elaborate data concerning the driver's will (human / machine interface, HMI). These data interpret the wishes that the driver conveys. Referring to FIG. 2 which more precisely describes the data produced by the module 8, it is noted that it delivers signals such as a signal passing through the connection 8d corresponding to the control lever of the transmission of the motor vehicle passing through the connection 8a, a signal passing through the connection 8e corresponding to the brake of the motor vehicle 8b, or a signal passing through the connection 8f corresponding to the accelerator pedal of the motor vehicle 8c.

  The module 9 is able to develop signals concerning the environment of the motor vehicle. The latter make it possible to take into account the state of the motor vehicle and its situation in the environment. Referring to FIG. 3 which more precisely describes the data produced by the module 9, it is noted that it delivers signals such as a signal passing through the connection 9d corresponding to the speed of the motor vehicle 9a, a signal transiting through the connection 9e corresponding to the state of the roadway 9b or a signal passing through the connection 9f corresponding to the weather conditions 9c.

  The value of the parameters and the state of the variables of the input data transmitted by these three modules are stored in a memory common to each element of the device, not shown.

  The control block 2 has four separate modules each corresponding to a particular mode of operation of the motor vehicle. These command blocks receive all the input data of the input block 1 by four separate connections respectively the connection 10 for the first module 14 of the control block 2, the connection 11 for the second module 15, the connection 12 for the second module. third module 16 and the connection 13 for the fourth module 17.

  The four modules of the control block 2 are capable of delivering a setpoint signal according to four different modes which are the Continuous Control mode, the Speed Ramping mode, the Torque Rampage mode and the Neutral mode.

  Depending on the values of the input parameters, we find ourselves in a first configuration shown in FIG. 1. The mode chosen by the selection module 4 is the DC Continuous Control mode corresponding to the operating mode module 14.

  This mode is used when the speed of the motor vehicle is above a certain predetermined threshold. Furthermore, it is necessary for the Continuous Control mode module to continuously generate its reference to the wheels of the motor vehicle even when it is not chosen by the selection module 4 because the value of the dynamic setpoint in continuous control mode serves reference value to the selection module 4 to which it is transmitted by the connection 4c. By way of example, reference can be made to FR-A-2827339, this Continuous Control mode refers to the driver's interpretation module IVC. The DC mode is able to generate a dynamic setpoint Cd_CC and a static setpoint Cs_CC respectively transmitted to a first input of the multiplexer 3 by the connections 18 and 19. In this configuration where the DC mode is chosen, the multiplexer 3 then selects said first input by establishing a connection 26 between its first input and its output. The multiplexer 3 can then deliver the static and dynamic instructions Cs and Cd respectively corresponding to the instructions Cs_CC and Cd_CC.

  Depending on the values of the input parameters, one can end up in a second configuration. The mode chosen by the selection module 4 is the torque mode Rampage mode said RC corresponding to the operating mode module 15 and which is an additional mode with respect to the document FR-A-2827339. RC mode is activated when the vehicle is idling with the brake on. It makes it possible to generate a dynamic setpoint Cd_RC and a static setpoint Cs_RC respectively transmitted by the connections 20 and 21 to a second input of the multiplexer 3. In this configuration where the mode RC is chosen, the multiplexer 3 selects said second input by establishing a connection 27 between his second entrance and his exit. The multiplexer 3 can then deliver the static and dynamic instructions Cs and Cd respectively corresponding to the instructions Cs_RC and Cd_RC.

  Depending on the values of the input parameters, one can end up in a third configuration. The mode chosen by the selection module 4 is the Mode Rampage mode called RV mode corresponding to the operating mode module 16 and which is also an additional mode with respect to the document FR-A-2827339. The RV mode is activated when the vehicle is moving at idle but with the brake inactive. It makes it possible to generate a dynamic setpoint Cd_RV and a static setpoint Cs_RV respectively transmitted by the connections 22 and 23 to a third input of the multiplexer 3. In this configuration where the mode RV is chosen, the multiplexer 3 selects said third input by establishing a connection 28 between his third entrance and his exit. The multiplexer 3 can then deliver the static and dynamic instructions Cs and Cd respectively corresponding to the instructions Cs_RV and Cd_RV.

  Depending on the values of the input parameters, one can end up in a fourth configuration. The mode chosen by the selection module 4 is the Neutral mode corresponding to the operating mode module 17 and which is also an additional mode with respect to the document FR-A-2827339. Neutral mode is activated when the control lever of the automated transmission is in the so-called parking position P, that is to say in the locked position, or in the so-called N-neutral position, that is to say when the motor vehicle is freewheeling. It makes it possible to generate a dynamic setpoint Cd_Neutre and a static setpoint Cs_Neutre respectively transmitted by the connections 24 and 25 to a fourth input of the multiplexer 3. In this configuration where the Neutral mode is chosen, the multiplexer 3 selects said fourth input by establishing a connection 29 between his fourth entry and his exit. The multiplexer 3 can then deliver the static and dynamic instructions Cs and Cd respectively corresponding to the instructions Cs_Neutre and Cd_Neutre.

  The non-selected operating mode modules are capable of generating a default setpoint however according to a variant of the invention, they could also generate a setpoint only if they were selected, except the module 14 of the Continuous Control mode which must issue a deposit in all cases.

  Figure 4 illustrates the operation of the selection module 4 when choosing the operating mode.

  First, the selection module 4 adopts a sequential operating mode. The value of the input parameters is updated periodically. For example, it can be done every 20ms (50Hz).

  The flowchart shown in FIG. 4 shows the various analysis and comparison tests carried out on the data produced by the input block 1 and transmitted by the connection 4a. These tests are performed by different means of comparison according to the following process.

  At each refresh, a first step 30 is to check the state of the control lever. If it is in the parking position or P, or said Neutral or N ((lever in P OR lever in N), then we choose the Neutral mode 31.

  If the control lever of the motor vehicle is neither in the Parking position nor in the Neutral position, the selection module proceeds to a step 32 and checks the depression of the Pedacc accelerator pedal, the value of the dynamic component of the current setpoint Cd and the speed of the Vveh motor vehicle.

  To validate this step 32, the depression of the acceleration pedal of the motor vehicle is strictly greater than a predetermined threshold of depression of the accelerator pedal and, simultaneously, the dynamic component of the current setpoint is strictly less than the dynamic component of the setpoint emitted by the Continuous Control mode, ie the speed of the motor vehicle is strictly greater than a first predetermined speed threshold ((Pedacc> threshold_ped AND Cd_CC <Cd) OR Vveh> Cd). The selected mode is then the Continuous Control mode 33. If not, it goes to the next test step 34.

  During step 34, it tests the depression of the accelerator pedal of the motor vehicle Pedacc and the speed of the motor vehicle Vveh. If the depression of the acceleration pedal of the motor vehicle is less than or equal to the predetermined threshold for depressing the accelerator pedal and, simultaneously, if the speed of the motor vehicle is strictly less than a second predetermined speed threshold ( Pedacc≤seuil_ped AND Vveh <threshold_vv_in) then we proceed to a next test step 36.

  If we do not find these conditions then we keep the current mode.

  During step 36, the activity of the brake of the motor vehicle brake is considered. If this one is active (brake active), then one chooses the mode Rampage in Couple 37, if one chooses mode Rampage in Speed 38.

  The two threshold threshold thresholds vv in and threshold vv out predetermined and distinct make it possible to avoid the hysteresis phenomena to which the device could be sensitive, that is to say the phenomena of oscillations between two modes of operation due to the oscillation of the value of a parameter around a predetermined threshold.

  Conventionally, a hysteresis curve has two trigger thresholds that allow a given output variable to change values. Indeed, if there was a single decision threshold, the smallest variation of the value of the input variable, due for example to noise, would oscillate the output variable between the two values.

  Also, the first threshold of the hysteresis curve allows the output variable to change its value if the input variable decreases, and the second threshold if the input variable increases, the value of the second threshold being higher than that of the first threshold.

Claims (13)

  1. A method for controlling an automated transmission of a powertrain for a motor vehicle, comprising a step of generating a reference signal of a variable to be applied to the wheels of the motor vehicle taking into account data of input representative of the characteristics of the motor vehicle, the will of the driver and the environment of the motor vehicle, characterized in that one selects, according to said input data, at least two different modes of operation, capable of delivering said setpoint signal.
  2. Method according to claim 1, characterized in that the operating modes are selected from a continuous control mode when the speed of the motor vehicle is greater than a predetermined threshold, a mode Rampage in the case where the speed of the motor vehicle is less than a second predetermined threshold, and a Neutral mode, in the case where the control lever of the transmission of the motor vehicle is in the Neutral or Parking position.
  3. Method according to claim 2, characterized in that one selects a first Rampage mode said Rampage Speed capable of delivering a setpoint signal monitoring a speed setpoint or a second mode of Rampage said Rampage in Torque able to deliver a setpoint signal when the brake pedal is activated.
  4. Method according to claim 3, characterized in that one delivers a setpoint signal which comprises a dynamic component (5) and a static component (6).
  5. Method according to claim 4, characterized in that delivers to the wheels of the motor vehicle a value of torque, applied force or power.
  6. Method according to claim 5, characterized in that the input data is analyzed according to a double detection threshold according to the direction of variation of the parameter.
  7. Method according to claim 6, characterized in that the selected modes and the value of the setpoint are determined according to a signal representative of the position of the control lever of the transmission of the motor vehicle.
  8. Method according to claim 7, characterized in that the selected modes and the value of the setpoint are determined according to a signal representative of the activity of the brake of the motor vehicle.
  9. The method of claim 8, characterized in that the selected modes and the value of the setpoint are determined according to a signal representative of the depression of the accelerator pedal of the motor vehicle.
  10. The method of claim 9, characterized in that the selected modes and the value of the setpoint are determined as a function of the speed of the motor vehicle.
  11. The method of claim 10, characterized in that the selection of the operating mode comprises the following steps: analyzing the state of the control lever of the transmission of the motor vehicle (30), - compare on the one hand the depressing the acceleration pedal of the motor vehicle to a predetermined position threshold and the value of the dynamic component of the variable reference signal to be applied to the wheels of the motor vehicle, to the current value of the dynamic component of the reference signal of the variable in continuous control mode and secondly the value of the speed of the motor vehicle at a first predetermined speed threshold (32), comparing the depression of the accelerator pedal of the motor vehicle to a predetermined position threshold and the value of the speed of the motor vehicle at a second predetermined speed threshold (34), - analyzing the activity of the brake of the motor vehicle (36) ), each step determining an operating mode or allowing the next step depending on the value of the parameters.
  12. Device for controlling an automated transmission of a powertrain for a motor vehicle, capable of delivering setpoint signals of a variable calculated at the wheel of the motor vehicle, characterized in that it comprises: an input block (1) delivering input data comprising a list of parameters defining the characteristics of the motor vehicle (7), the will of the driver (8) and the environment of the motor vehicle (9), - a block control unit (2) comprising at least two modules according to two distinct and predetermined modes of operation, each of the modes taking into account the input data delivered by the input block (1), - a selection module (4) receiving the signals from said input block (1) and adapted to output a selection signal (mode) of an operating mode module according to these input signals.
  13. Device according to claim 12, characterized in that the selection module comprises at least one means for comparing the state of the control lever of the motor vehicle, for the depression of the accelerator pedal of the motor vehicle, for the value of the dynamic component of the setpoint, for the value of the speed of the motor vehicle or for the activity of the brake of the motor vehicle, according to one or two predetermined thresholds.
FR0409644A 2004-09-10 2004-09-10 Method for controlling multiple operating modes of an automated transmission for a motor vehicle and corresponding device Expired - Fee Related FR2875284B1 (en)

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FR0409644A FR2875284B1 (en) 2004-09-10 2004-09-10 Method for controlling multiple operating modes of an automated transmission for a motor vehicle and corresponding device

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FR0409644A FR2875284B1 (en) 2004-09-10 2004-09-10 Method for controlling multiple operating modes of an automated transmission for a motor vehicle and corresponding device
PCT/FR2005/050706 WO2006030141A1 (en) 2004-09-10 2005-09-05 Multimode control method for operating an automated transmission for a motor vehicle and corresponding device

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FR2875284A1 true FR2875284A1 (en) 2006-03-17
FR2875284B1 FR2875284B1 (en) 2006-12-01

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FR2926274A1 (en) * 2008-01-16 2009-07-17 Renault Sas Device and method for controlling an automated transmission of a motorpower group of a motor vehicle.

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2926274A1 (en) * 2008-01-16 2009-07-17 Renault Sas Device and method for controlling an automated transmission of a motorpower group of a motor vehicle.
WO2009092942A1 (en) * 2008-01-16 2009-07-30 Renault S.A.S. Device and method for controlling the automated transmission of the power train of an automobile

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FR2875284B1 (en) 2006-12-01
WO2006030141A1 (en) 2006-03-23

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