FR2969561A1 - Method for controlling startup of hybrid vehicle, involves pressing pedal by pressure of foot, rotating wheels by driving force exerted by power train based on pressing of pedal, and limiting driving force of wheels temporarily - Google Patents
Method for controlling startup of hybrid vehicle, involves pressing pedal by pressure of foot, rotating wheels by driving force exerted by power train based on pressing of pedal, and limiting driving force of wheels temporarily Download PDFInfo
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- FR2969561A1 FR2969561A1 FR1060994A FR1060994A FR2969561A1 FR 2969561 A1 FR2969561 A1 FR 2969561A1 FR 1060994 A FR1060994 A FR 1060994A FR 1060994 A FR1060994 A FR 1060994A FR 2969561 A1 FR2969561 A1 FR 2969561A1
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- 230000000994 depressogenic effect Effects 0.000 claims description 2
- 230000000903 blocking effect Effects 0.000 abstract 1
- 230000015556 catabolic process Effects 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 238000006731 degradation reaction Methods 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
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- 230000000750 progressive effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
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- 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
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- 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
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/182—Conjoint control of vehicle sub-units of different type or different function including control of braking systems including control of parking brakes
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- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- 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
- B60W2720/30—Wheel torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
PROCEDE ET DISPOSITIF DE CONTROLE D'UN FREIN AUTOMATIQUE DE STATIONNEMENT D'UN VEHICULE MOTORISE METHOD AND DEVICE FOR CONTROLLING AN AUTOMATIC PARKING BRAKE OF A MOTORIZED VEHICLE
DOMAINE TECHNIQUE DE L'INVENTION La présente invention se rapporte à un procédé et à un dispositif de contrôle d'un frein automatique de stationnement d'un véhicule motorisé de type automobile. Le domaine technique de l'invention est, d'une façon générale, celui des freins de stationnement de type frein à main. Plus particulièrement, l'invention concerne des freins automatiques de véhicules hybrides à quatre roues motrices. TECHNICAL FIELD OF THE INVENTION The present invention relates to a method and a device for controlling an automatic parking brake of a motor vehicle of the automotive type. The technical field of the invention is, in general, that parking brake type parking brake. More particularly, the invention relates to automatic brakes of hybrid vehicles with four driving wheels.
ARRIERE PLAN TECHNOLOGIQUE DE L'INVENTION Les véhicules récents comportent souvent des freins automatiques qui remplacent les freins à mains mécaniques pour les immobiliser. Par appui sur la pédale d'accélérateur, suivant l'enfoncement et donc suivant le couple de force d'entraînement des roues demandé, ledit frein doit se desserrer automatiquement pour permettre la mise en route du véhicule. La mise en route doit se faire sans recul si le véhicule est en pente ascendante. Dans l'état de la technique, on connaît l'enseignement du document US2010094513 qui divulgue un procédé de synchronisation d'un desserrage de frein avec un engagement de l'embrayage permettant d'assurer un mise en route confortable d'un véhicule à moteur thermique. On connaît également l'enseignement du document FR2877511 qui divulgue un dispositif et un procédé de réduction du couple d'un moteur électrique servant à démarrer le moteur thermique d'un véhicule hybride, ledit dispositif et ledit procédé visant à éviter l'accumulation de courant vers le convertisseur pouvant entraîner une dégradation de cet organe et à protéger le convertisseur d'un véhicule hybride sans évoquer la situation de démarrage à l'issue d'un desserrage de frein de stationnement. BACKGROUND OF THE INVENTION Recent vehicles often include automatic brakes that replace the mechanical hand brakes to immobilize them. By pressing the accelerator pedal, following the depression and therefore the requested driving torque of the wheels, said brake must be released automatically to allow the start of the vehicle. The start must be done without recoil if the vehicle is uphill. In the state of the art, there is known the teaching of US2010094513 which discloses a method of synchronization of a brake release with a engagement of the clutch to ensure a comfortable start of a motor vehicle thermal. Also known is the teaching of document FR2877511 which discloses a device and a method for reducing the torque of an electric motor for starting the heat engine of a hybrid vehicle, said device and said method for preventing the accumulation of current. to the converter that could lead to degradation of this unit and to protect the converter of a hybrid vehicle without mentioning the starting situation after a release of the parking brake.
On connaît enfin l'enseignement du document JP2005323481 qui divulgue un procédé de contrôle des couples des moteurs/générateurs afin de réduire les risques de surcharge d'une batterie en cas de démarrage en côte d'un moteur thermique. Mais, en pratique, les méthodes de l'art antérieur ne prennent pas en considération l'écart entre le temps de desserrage d'un système de frein automatique et la dynamique d'un système GMP (Groupe MotoProluseur). En effet, le desserrage d'un système de frein est de l'ordre de la seconde tandis que le GMP peut réagir en un dixième de seconde. Les freins automatiques sont le plus souvent situés sur l'essieu arrière des véhicules. Dans les cas des véhicules à propulsion et des véhicules à quatre roues motrices, le GMP est également situé sur cet essieu arrière. Cette juxtaposition des systèmes de freinage et d'entraînement provoque habituellement un chauffage de l'électronique de puissance associée à ces dits systèmes si l'on fournit du couple donc du courant important à vitesse de GMP nulle. Ce comportement peut donc endommager l'électronique de puissance et diminuer la durée de vie de ces organes. Finally, the teaching of document JP2005323481 discloses a method for controlling the torques of motors / generators in order to reduce the risks of overcharging a battery in the event of a coast start of a heat engine. But, in practice, the methods of the prior art do not take into account the gap between the loosening time of an automatic brake system and the dynamics of a GMP system (Groupe MotoProluseur). Indeed, the loosening of a brake system is of the order of one second while the GMP can react in a tenth of a second. Automatic brakes are most often located on the rear axle of vehicles. In the case of powered vehicles and four-wheel drive vehicles, the GMP is also located on this rear axle. This juxtaposition of the braking and driving systems usually causes a heating of the power electronics associated with these systems if one provides torque thus significant current at zero GMP speed. This behavior can therefore damage the power electronics and reduce the life of these organs.
DESCRIPTION GENERALE DE L'INVENTION L'invention propose de résoudre les problèmes techniques 15 précédemment cités. Dans l'invention, pour éviter toute dégradation de l'électronique de puissance associée à l'essieu sur lequel est situé le frein automatique, on synchronise la variation du couple GMP et le desserrage du frein de stationnement. 20 L'invention présente donc de nombreux avantages. L'invention a donc pour objet un procédé de contrôle d'une mise en route d'un véhicule de type automobile, dans lequel - on bloque en rotation au moins deux roues dudit véhicules avec une force de serrage exercée par un frein automatique de stationnement, 25 - on démarre un groupe motopropulseur, - on enfonce une pédale d'accélération par une pression du pied, - on met en rotation lesdites roues avec une force d'entraînement exercée par ledit groupe motopropulseur en fonction notamment dudit enfoncement, 30 caractérisé en ce que - on limite temporairement la force d'entraînement desdites roues. Grâce à ces dispositions, on améliore la prestation de confort de mise en route du véhicule lorsque le frein électrique est serré. Selon des caractéristiques particulières, la limitation correspond, dans 35 un premier temps, à une restriction du gradient du couple d'entraînement des roues à une première valeur prédéterminée lorsque ledit frein est au moins partiellement serré. Grâce à ces dispositions, on protège l'onduleur de la machine électrique d'entraînement en limitant le niveau de couple à vitesse nulle. La durée de vie de l'onduleur et donc de l'ensemble du GMP est donc augmentée. Selon des caractéristiques particulières, dès que le frein est totalement desserré, dans un deuxième temps, on arrête la première restriction. GENERAL DESCRIPTION OF THE INVENTION The invention proposes to solve the aforementioned technical problems. In the invention, to avoid any degradation of the power electronics associated with the axle on which the automatic brake is located, the variation of the torque GMP and the release of the parking brake are synchronized. The invention thus has many advantages. The subject of the invention is therefore a method for controlling the start-up of an automobile-type vehicle, in which at least two wheels of said vehicles are locked in rotation with a clamping force exerted by an automatic parking brake. A drive unit is started, an accelerator pedal is depressed by a pressure of the foot, said wheels are rotated with a driving force exerted by said power unit in particular according to said depression, characterized in that temporarily limiting the driving force of said wheels. With these provisions, it improves the provision of comfort of starting the vehicle when the electric brake is tightened. According to particular features, the limitation corresponds, in a first step, to a restriction of the gradient of the driving torque of the wheels to a first predetermined value when said brake is at least partially tightened. Thanks to these provisions, the inverter is protected from the electric drive machine by limiting the level of torque at zero speed. The life of the inverter and therefore of the entire GMP is increased. According to particular characteristics, as soon as the brake is completely loosened, in a second step, the first restriction is stopped.
Grâce à ces dispositions, le véhicule commence à avancer dès que l'effort exercé par le frein automatique n'est plus suffisant pour empêcher la mise en rotation des roues motrices. Selon des caractéristiques particulières, la limitation correspond, dans le deuxième temps, à une deuxième restriction du gradient du couple d'entraînement des roues à une deuxième valeur prédéterminée plus élevée que la première valeur. Grâce à ces dispositions, la mise en route du véhicule est progressive. Selon des caractéristiques particulières, on arrête la deuxième restriction dès que le couple d'entraînement atteint une consigne de couple émise, via la pédale d'accélérateur, par le conducteur. Selon des caractéristiques particulières, la première valeur prédéterminée est de l'ordre de 560 Nm/s. Les inventeurs ont déterminé que ces dispositions étaient optimales. Selon des caractéristiques particulières, la deuxième valeur 25 prédéterminée est de l'ordre de 840 Nm/s. Les inventeurs ont déterminé que ces dispositions étaient optimales. L'invention a également pour objet un dispositif de contrôle d'une mise en route d'un véhicule de type automobile, ledit véhicule comportant au moins deux roues adaptées à être bloquées en rotation avec une force de 30 serrage exercée par un frein automatique de stationnement et mues en rotation avec une force d'entraînement exercée par un groupe motopropulseur en fonction notamment d'un enfoncement de la pédale d'accélération par pression d'un pied du conducteur dudit véhicule, caractérisé en ce qu'il comporte en outre un dispositif de limitation 35 temporaire de ladite force d'entraînement desdites roues. Thanks to these provisions, the vehicle begins to advance as soon as the force exerted by the automatic brake is no longer sufficient to prevent rotation of the drive wheels. According to particular characteristics, the limitation corresponds, in the second step, to a second restriction of the gradient of the driving torque of the wheels to a second predetermined value higher than the first value. Thanks to these provisions, the start of the vehicle is progressive. According to particular characteristics, the second restriction is stopped as soon as the driving torque reaches a torque setpoint emitted by the driver via the accelerator pedal. According to particular characteristics, the first predetermined value is of the order of 560 Nm / s. The inventors have determined that these provisions are optimal. According to particular features, the second predetermined value is of the order of 840 Nm / s. The inventors have determined that these provisions are optimal. The invention also relates to a device for controlling a start-up of an automobile-type vehicle, said vehicle comprising at least two wheels adapted to be locked in rotation with a clamping force exerted by an automatic brake of parking and rotated with a driving force exerted by a power train in particular according to a depression of the accelerator pedal by a foot pressure of the driver of said vehicle, characterized in that it further comprises a device for temporarily limiting said driving force of said wheels.
Les avantages, buts et caractéristiques particuliers de ce dispositif étant similaires à ceux du procédé objet de la présente invention, ne sont pas rappelés ici. L'invention a également pour objet un véhicule de type automobile caractérisé en ce qu'il comporte un tel dispositif. Les avantages, buts et caractéristiques particuliers de ce dispositif étant similaires à ceux du procédé objet de la présente invention, ne sont pas rappelés ici. Selon des caractéristiques particulières, le groupe motopropulseur est de type électrique. Les inventeurs ont déterminé que ces dispositions étaient optimales. L'invention et ses différentes applications seront mieux comprises à la lecture de la description qui suit et à l'examen des figures qui l'accompagnent. The advantages, aims and particular characteristics of this device being similar to those of the method which is the subject of the present invention are not recalled here. The invention also relates to a vehicle of the automotive type characterized in that it comprises such a device. The advantages, aims and particular characteristics of this device being similar to those of the method which is the subject of the present invention are not recalled here. According to particular characteristics, the powertrain is of the electric type. The inventors have determined that these provisions are optimal. The invention and its various applications will be better understood by reading the following description and examining the figures that accompany it.
BREVE DESCRIPTION DES FIGURES Celles-ci ne sont présentées qu'à titre indicatif et nullement limitatif de l'invention. Les figures montrent : - figure 1 : une représentation, sous forme d'un logigramme, des étapes de mise en oeuvre du procédé objet de la présente invention ; - figure 2 : une représentation graphique des étapes de mise en oeuvre dudit procédé ; Dans ces figures, les éléments identiques conservent les mêmes références. BRIEF DESCRIPTION OF THE FIGURES These are presented only as an indication and in no way limitative of the invention. The figures show: FIG. 1: a representation, in the form of a logic diagram, of the steps for implementing the method that is the subject of the present invention; FIG. 2: a graphical representation of the steps of implementing said method; In these figures, the identical elements retain the same references.
DESCRIPTION DETAILLEE DES FORMES DE REALISATION PREFEREES DE L'INVENTION Les figures 1 et 2 montrent les étapes de mise en oeuvre du procédé de mise en route d'un véhicule de type automobile. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION FIGS. 1 and 2 show the stages of implementation of the method for starting an automobile-type vehicle.
Dans l'exemple, le véhicule est de type hybride et comporte quatre roues motrices. Son frein de stationnement agit sur l'essieu arrière. Dans une première variante, le frein de stationnement est aussi disposé sur l'essieu avant et fonctionne comme dans la description qui suit. Dans une deuxième variante, le frein de stationnement n'est disposé que sur l'essieu avant qui est celui des roues motrices. In the example, the vehicle is of the hybrid type and has four driving wheels. Its parking brake acts on the rear axle. In a first variant, the parking brake is also arranged on the front axle and operates as in the description which follows. In a second variant, the parking brake is arranged only on the front axle which is that of the drive wheels.
Dans tous les cas, il faut que l'effort permettant de déplacer le véhicule soit supérieur à la somme de l'effort de freinage qui permet de maintenir le véhicule à l'arrêt et de l'effort qu'il faut fournir pour vaincre la pente, le cas échéant. In all cases, the effort required to move the vehicle must be greater than the sum of the braking force that keeps the vehicle stationary and the effort required to overcome the slope, if any.
Dans l'invention, on desserre le frein au juste nécessaire pour ne pas reculer et ne pas faire chauffer l'onduleur arrière du véhicule. Typiquement, la machine arrière est une machine triphasée. A vitesse nulle seul un courant de phase est contrôlé donc le courant dans le transistor associé est important. Plus le couple est important plus le courant dans une phase est important, ce qui provoque un risque de stress du composant qui peut amener à sa destruction. En pratique, la solution selon l'invention consiste à limiter le gradient de couple demandé par le conducteur pour permettre une réaction synchrone avec le frein à main automatique, laisser le temps au frein à main de se desserrer et ne pas dépasser un couple important à vitesse machine nulle. Le procédé 10 de contrôle d'une mise en route d'un véhicule de type automobile selon l'invention comporte donc des étapes dans lesquelles - on bloque 12 en rotation au moins deux roues dudit véhicules avec une force de serrage exercée par un frein automatique de stationnement, - on démarre 14 le GMP, - on enfonce 16 une pédale d'accélération par une pression du pied - on met en rotation 18 lesdites roues avec une force d'entraînement exercée par ledit GMP en fonction notamment dudit enfoncement, - on limite 20 temporairement la force d'entraînement desdites roues. Dans un mode de réalisation selon l'invention, la limitation 20 correspond, dans un premier temps 40, à une restriction 22 du gradient GC du couple d'entraînement des roues à une première valeur prédéterminée lorsque ledit frein est au moins partiellement serré. In the invention, it releases the brake just necessary not to back and do not heat the rear inverter of the vehicle. Typically, the rear machine is a three-phase machine. At zero speed only a phase current is controlled so the current in the associated transistor is important. More torque is important plus the current in a phase is important, which causes a risk of component stress that can lead to its destruction. In practice, the solution according to the invention consists in limiting the torque gradient requested by the driver to allow a synchronous reaction with the automatic handbrake, allow time for the handbrake to loosen and not to exceed a significant torque at zero machine speed. The method 10 for controlling a start-up of an automobile-type vehicle according to the invention therefore comprises steps in which - at least two wheels of said vehicles are locked in rotation with a clamping force exerted by an automatic brake parking, - the GMP 14 is started, - an accelerator pedal 16 pressed by a foot pressure - is rotated 18 said wheels with a driving force exerted by said GMP in particular according to said depression, - one temporarily limits the driving force of said wheels. In an embodiment according to the invention, the limitation 20 corresponds, at first 40, to a restriction 22 of the GC gradient of the driving torque of the wheels to a first predetermined value when said brake is at least partially tightened.
Durant cette première phase, le frein automatique est d'abord totalement serré, avec un couple de l'ordre 1200 Nm. Mais, ensuite, l'effort de freinage EF diminue jusqu'à s'annuler complètement au niveau du point 46, le frein automatique devient alors complètement inactif. A partir de ce point 46, la vitesse du véhicule W augmente car l'effort de freinage EF n'est pas suffisant pour retenir le véhicule. Y Dès que le frein est totalement desserré 24, dans un deuxième temps 42, on arrête 26 la première restriction. Dans un mode de réalisation selon l'invention, la limitation correspond, dans le deuxième temps, à une deuxième restriction 28 du gradient GC du couple d'entraînement des roues à une deuxième valeur prédéterminée plus élevée que la première valeur. Dans un mode de réalisation selon l'invention, on arrête 32 la deuxième restriction dès que le couple d'entraînement atteint une consigne CC de couple émise 30, via la pédale d'accélérateur, par le conducteur. During this first phase, the automatic brake is first fully tightened, with a torque of about 1200 Nm. But then, the braking force EF decreases until it completely cancels out at the point 46, the automatic brake becomes completely inactive. From this point 46, the speed of the vehicle W increases because the braking force EF is not sufficient to hold the vehicle. As soon as the brake is completely released 24, in a second stage 42, the first restriction is stopped. In an embodiment according to the invention, the limitation corresponds, in the second step, to a second restriction 28 of the gradient GC of the driving torque of the wheels to a second predetermined value higher than the first value. In an embodiment according to the invention, the second restriction is stopped 32 as soon as the driving torque reaches a setpoint DC of transmitted torque 30, via the accelerator pedal, by the driver.
Durant cette deuxième phase 42, on rejoint la demande conducteur CC avec un gradient GC de couple plus important. Dans un mode de réalisation selon l'invention, la première valeur prédéterminée est de l'ordre de 560 Nm/s et la deuxième valeur prédéterminée est de l'ordre de 840 Nm/s. During this second phase 42, the driver demand CC is joined with a higher GC gradient of torque. In an embodiment according to the invention, the first predetermined value is of the order of 560 Nm / s and the second predetermined value is of the order of 840 Nm / s.
Pour déterminer ces valeurs, des essais tests de ressenti sur piste ont été réalisés. Ces valeurs dépendent de la masse véhicule. On entend par « de l'ordre de » des valeurs pouvant varier de dix à quinze pour cent. Durant une troisième phase 44, la demande de couple émise par le 20 conducteur est respectée. Autrement dit, plus aucune limitation n'est réalisée. L'invention concerne don également un dispositif de contrôle d'une mise en route d'un véhicule de type automobile, ledit dispositif comportant en outre un dispositif de limitation temporaire de ladite force d'entraînement 25 desdites roues. L'invention concerne aussi un véhicule de type automobile comportant un tel dispositif et, de préférence, un groupe motopropulseur est de type électrique. To determine these values, test tests of felt on track have been made. These values depend on the vehicle mass. "By the order of" is understood to mean values ranging from ten to fifteen percent. During a third phase 44, the torque demand emitted by the driver is respected. In other words, no more limitation is realized. The invention also relates to a device for controlling a start-up of an automobile-type vehicle, said device further comprising a device for temporary limitation of said driving force 25 of said wheels. The invention also relates to a vehicle of the automotive type comprising such a device and, preferably, a powertrain is of the electric type.
Claims (10)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1060994A FR2969561B1 (en) | 2010-12-22 | 2010-12-22 | METHOD AND DEVICE FOR CONTROLLING AN AUTOMATIC PARKING BRAKE OF A MOTORIZED VEHICLE |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1060994A FR2969561B1 (en) | 2010-12-22 | 2010-12-22 | METHOD AND DEVICE FOR CONTROLLING AN AUTOMATIC PARKING BRAKE OF A MOTORIZED VEHICLE |
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| Publication Number | Publication Date |
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| FR2969561A1 true FR2969561A1 (en) | 2012-06-29 |
| FR2969561B1 FR2969561B1 (en) | 2013-08-02 |
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| Application Number | Title | Priority Date | Filing Date |
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| FR1060994A Active FR2969561B1 (en) | 2010-12-22 | 2010-12-22 | METHOD AND DEVICE FOR CONTROLLING AN AUTOMATIC PARKING BRAKE OF A MOTORIZED VEHICLE |
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Cited By (1)
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|---|---|---|---|---|
| GB2571330A (en) * | 2018-02-26 | 2019-08-28 | Jaguar Land Rover Ltd | Control of vehicle traction motor torque before stall launch |
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| FR2969561B1 (en) | 2013-08-02 |
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