FR3046766A1 - METHODS AND SYSTEMS FOR REPRESSING THE MOTOR SPEED TO EXIT OPERATING MODE IN FREE WHEEL - Google Patents

Abstract

Control unit for controlling a motor torque for exiting a freewheel mode of a motor vehicle, the control unit being able to control a first level (34) of engine torque to reach a target engine speed , and a second motor torque level (35), distinct from the first engine torque level, for attaining said target engine speed, which control unit is configured to - control the first engine torque level when the mode output freewheeling operation is triggered by the actuation of an acceleration member; - Control the second motor torque level when the output of the freewheel mode is triggered by a braking member, the second motor torque level being lower than the first motor torque level.

Description

METHODS AND SYSTEMS FOR REPRESSING THE MOTOR SPEED TO EXIT THE OPERATING MODE

FREE WHEEL

The present invention generally relates to methods and systems for controlling the freewheel mode of operation of a motor vehicle, and more particularly to methods and systems for revving the engine speed, to exit this mode of operation.

The freewheel mode of operation, also known as "operating mode disengaged mode" (or "coasting" in English terminology), is to open the vehicle's drive chain, when the torque asked by the driver becomes weak or no. In this case, the engine is disconnected from the vehicle wheels and can idle or stop.

In real-world use of a vehicle, the coasting mode of operation is generally activated when the kinetic energy accumulated by the vehicle is sufficient to advance the vehicle at the speed desired by the driver. Because of its inertia, the vehicle can, in fact, continue to run on flat or slightly sloping roads, without the engine needs to provide engine torque to the wheels. Similarly, on a downhill road, the vehicle can maintain its speed or accelerate, without the need for engine power. It is also possible to activate this operating mode with the "stop and start" function, if the vehicle is equipped with it.

Thus, in freewheel mode, the engine can idle or be stopped, while the vehicle continues its course. For example, when the driver anticipates his arrival on obstacles requiring a decrease in speed, the driver releases the accelerator earlier, and takes advantage of the kinetic energy of the vehicle to travel in free-wheeling mode the distance separating it from the obstacle.

The graph of Figure 1 illustrates the behavior in the RM and torque regime CM (effective average torque available on the crankshaft, in an internal combustion engine) of the vehicle engine, as a function of time t, the input at the exit of the coasting mode of this vehicle.

We distinguish, in the graph of Figure 1, different phases respectively corresponding to the activation 11 of the freewheel mode of the motor vehicle, when the driver releases the accelerator and does not actuate the brake (that is, at the output of an acceleration phase); at the input 12 in this mode of operation, carried out by the opening of the traction chain by controlling the disengagement of the engine whose engine speed RM is immediately reduced; maintaining the engine speed RM at idle (or even canceling this engine speed) to which corresponds a zero engine torque CM; at the exit 14 of the coasting mode of operation, triggered by the support of the driver on the accelerator pedal or on the brake pedal of the vehicle; at closing 16 of the traction chain, while the engine speed RM is kept constant.

In particular, the output 14 of the freewheel mode of operation involves a revival 15 of the engine speed RM, to reach a target engine speed, the engine speed RM target being that of the input shaft of the gearbox. speed, and may differ from that when activating the coasting mode.

Once the target RM engine speed reached, the power train is closed (step 16 in Figure 1), while the engine maintains its RM steady state.

The engine torque CM required by the driver is then controlled during phase 17. Indeed, if the output 14 of the freewheel operating mode is triggered by pressing the accelerator pedal, an increase of RM engine speed (which is the case of phase 17 of Figure 1) is required to gradually reach the speed of the input shaft of the gearbox. On the other hand, if the output 14 of the coasting mode of operation is triggered by the pressing on the brake pedal, a reduction of the engine torque CM (not shown) is required to progressively reach the driver's will.

The freewheel mode of operation has proved its worth, especially as an interesting opportunity to reduce fuel consumption and polluting emissions, when using a motor vehicle.

However, this mode of operation is not without imperfections, particularly with regard to the revival 15 of the RM engine speed, to exit this operating mode freewheeling.

Indeed, the current management of the revival 15 of the engine speed to exit the operating mode freewheel brings penalties, in terms of consumption and polluting emissions.

[0013] Providing a high engine load, to reach a target engine speed allowing the closing of the power train just after idling engine speed, is energy consuming, which reduces the consumption gain that the coasting mode of operation can to bring ; generates many polluting particles; and produces acoustic signals perceptible to the driver.

An objective is to propose a method of revving the engine speed, to exit the freewheel mode of operation, this method being fast, so as to maintain a good driving pleasure; and not being energy efficient.

Another objective is to provide a system for revving the engine speed, to exit the freewheel mode of operation, this system to reduce fuel consumption, while ensuring an ergonomic and comfortable driving to the driver of the vehicle.

Another objective is to provide a method of optimum control of the engine speed, when leaving the freewheel mode to reach a target engine speed, this method for closing the traction chain, while respecting economic, environmental, or driving pleasure constraints.

For these purposes, it is proposed, in a first aspect, a control unit for controlling a motor torque, for exiting an operating mode freewheel of a motor vehicle provided with a body of acceleration and a braking member, the output of the freewheel operating mode can be triggered by the actuation of the acceleration member or by the actuation of the braking member, the control unit being able to control a first level of engine torque, to reach a target engine speed of the motor vehicle, and a second level of engine torque, distinct from the first engine torque level, to reach said target engine speed, this control unit being configured to: control the first motor torque level when the output of the freewheel mode is triggered by the actuation of the acceleration member; controlling the second motor torque level when the output of the freewheel mode is triggered by the braking member, the second motor torque level being lower than the first motor torque level.

The control unit has, according to various embodiments, the following characteristics, if necessary combined: the first motor torque level is limited to 50 Newton-meter, the second motor torque level is limited to 30 Newton-meter .

It is proposed, according to a second aspect, a method for controlling a motor torque, for exiting a freewheel mode of operation of a motor vehicle provided with an acceleration member, an organ a control unit capable of controlling a first level of engine torque to reach a target engine speed of the motor vehicle, and a second level of engine torque, distinct from the first level of engine torque, to achieve said target engine speed, the output of the coasting operating mode can be triggered by the actuation of the acceleration member or by the actuation of the braking member, this method comprising a step of controlling the first level of motor torque, when the output of the freewheel operating mode is triggered by the actuation of the acceleration member; a step of controlling the second motor torque level, when the output of the freewheel operating mode is triggered by the braking member, the second motor torque level being lower than the first motor torque level.

The present method, according to various embodiments, the following characteristics, if any combined: the first motor torque level is limited to 50 Newton-meter, the second motor torque level is limited to 30 Newton-meter.

The invention relates, in a third aspect, to a motor vehicle comprising the control unit presented above.

Other features and advantages of the invention will appear more clearly and concretely on reading the following description of embodiments, given below with reference to the accompanying drawings, in which: FIG. 1 illustrates schematically the behavior in torque and engine speed of a motor vehicle, following the activation of the freewheel mode; 2 schematically illustrates a motor vehicle comprising means for the recovery, according to various embodiments, the engine speed to exit the freewheel mode of operation; FIG. 3 schematically illustrates the behavior over time of the engine speed and the engine torque, according to various embodiments, at the exit of the freewheel operating mode of a motor vehicle; Figure 4 schematically illustrates the impact of the revival of the engine speed to exit the freewheel mode, on the degradation of the ignition advance.

Referring to Figure 2, there is shown a vehicle 6 automobile comprising a member 1 acceleration, called thereafter "accelerator pedal 1". This accelerator pedal 1 is capable of being actuated by a driver of the automobile vehicle 6, for the control of the engine torque CM. A position sensor 2 makes it possible to measure the degree of depression of the accelerator pedal 1. This position sensor 2 communicates the degree of depression of the accelerator pedal 1 to a control unit 5.

The control unit 5 controls a motor torque CM proportional to (or, more generally, depending on) the degree of depression of the accelerator pedal 1.

The automobile vehicle 6 also comprises a braking member 3, hereinafter called "brake pedal 3". This brake pedal 3 is capable of being actuated by a driver of the automobile vehicle 6, to apply a braking torque to the driving wheels of the vehicle 6 automobile.

A second position sensor 4, distinct or not from the first position sensor 2, is configured to sense the pressed or released state of the brake pedal 3 and to communicate this state to the control unit 5.

At the exit of an acceleration phase, for example when approaching an obstacle where the driver releases the accelerator pedal 1 without operating the brake pedal 3, the freewheel operating mode s 'active, opening the drive chain of the vehicle 6 automobile.

[0028] As long as neither the accelerator pedal 1 nor the brake pedal 3 is actuated, no engine or braking torque is controlled by the control unit 5, and the vehicle continues to race in wheel mode. free.

Pressing the accelerator pedal 1 or the brake pedal 3 triggers (step 31 in Figure 3) the output of the freewheel operating mode.

The control unit 5 control, depending on whether the accelerator pedal 1 is activated or that the brake pedal 3 is activated, a motor torque CM to achieve a target RM engine speed, for the closure of the automotive vehicle 6 drivetrain.

In other words, the control unit 5 has as input the will of the driver to accelerate or brake, by respectively pressing the accelerator pedal 1 or the brake pedal 3, and revive accordingly the regime RM motor to exit freewheel mode.

It follows that the control unit 5 differently controls the recovery 32-33 of the engine speed RM, depending on the pedal 1, 3 actuated by the driver.

By operating the accelerator pedal 1, to exit the freewheel mode, it is assumed that the driver of the automobile vehicle 6 needs to have a positive torque quickly to the wheel. The revival 32 of the engine speed RM is, in this case, dynamic, not to degrade the driving pleasure.

However, by pressing the brake pedal 3, to exit the freewheel mode of operation, it is assumed that the driver of the car vehicle 6 already control the deceleration by adjusting its pressure on the brake pedal 3. The driving pleasure becomes, in this case, secondary. The boost 33 of engine speed RM is advantageously adjusted, in this case, by promoting consumption and pollution, so as to minimize the fuel consumption and pollutant emissions of the vehicle. This results in a gain in fuel consumption and polluting emissions, brought when leaving the freewheel mode of operation.

We distinguish, thus, two types of recovery 32 and 33 of the engine speed RM, to achieve a target engine speed for closing the drive chain of the vehicle 6 automobile.

The choice between the restart 32 and the restart 33 of the engine speed, to exit the freewheel mode of operation, is a function of the pedal actuated: the accelerator pedal 1 or the pedal 3 brake. The control variable is the action of the driver on the accelerator pedal 1 or on the brake pedal 3.

The control unit 5 is configured to control a motor torque, depending on whether the accelerator pedal 1 or the brake pedal 3 is actuated.

For this, the control unit 5 is responsible for checking whether it is the accelerator pedal 1 or it is the brake pedal 3 which is actuated, to exit the freewheel mode of operation, and therefore, to command a suitable motor torque level 34-35 CM to close the vehicle power train.

The motor torque level CM 34, controlled by the control unit 5, is higher, when the output of the freewheel operating mode is triggered by the activation of the accelerator pedal 1, that the level 35 of the motor torque CM commanded when the output of the freewheel mode is triggered by the activation of the brake pedal 3.

The increase in RM engine speed is faster (for example, 200 ms) by triggering this output by the actuation of the accelerator pedal 1 (relace 32) that by triggering by the actuation of the brake pedal 3 (restart 33).

The level 35 of torque controlled by the engine is lower, during an output of the freewheel mode of operation on the support of the brake pedal 3 that the level 34 of torque controlled during an output of the mode operating in freewheel on the support of the accelerator pedal 1.

To ensure a revival 32-33 of the engine speed fast, economical, non-polluting and ergonomic, in one embodiment, the level 34 engine torque CM controlled by the control unit 5 following the actuation of the accelerator pedal 1 to exit the freewheel operating mode is limited to 50 Newton-meter; the level of engine torque CM controlled by the control unit 5 following the actuation of the brake pedal 3 to exit the freewheel operating mode is limited to 30 Newton-meter, while being strictly less than the level 34 engine torque CM.

The provision of the engine torque CM, by triggering the output of the freewheel operating mode by the actuation of the brake pedal 3 is delayed by a duration 36 (for example 200 ms), relative to to that provided by triggering this output by the actuation of the accelerator pedal 1.

Thus, on the support of the brake pedal 3, the revival 33 of the RM engine speed at the output of the freewheel operating mode is slower than the recovery 32 obtained following the actuation by the driver of the pedal 1 accelerator.

Figure 4 illustrates the profile of the engine torque CM in the case of a gasoline type internal combustion engine. This graph relates to the degradation of the ignition advance 40-41, during the phase 42 maintaining the engine speed at that of the primary shaft of the power train of the motor vehicle, for the closing of the traction chain.

At the exit of the freewheel operating mode, triggered by the actuation of the brake pedal 3, the engine torque CM is low when the target engine RPM is reached.

It follows that the ignition advance degradation 41 to stop accelerating the engine is also low.

This has the advantage of reducing the fuel consumption (gasoline) of the vehicle, a gasoline engine is limited in dynamics by its air loop. By rapidly decreasing the torque CM, the ignition advance 41 is degraded.

Knowing that the coasting mode of operation is generally activated when approaching obstacles requiring a decrease in speed, the outputs of this mode are often triggered on the support of the brake pedal 3.

Therefore, the methods and systems described above can reduce fuel consumption in freewheel mode.

A dynamic restart only on the outputs of the freewheel operating mode on the support of the accelerator pedal 1 has several advantages, avoiding requiring a high engine load just after idling, when the wheel operating mode free is interrupted by operating the brake pedal 3.

Advantageously, the methods and systems described above for boosting the engine speed to exit the freewheel mode of operation can meet the driver's demand, while satisfying economic and environmental constraints (consumption of fuel, and pollution), or driving pleasure (longitudinal dynamics of the vehicle, noise).

Claims (5)

1. Control unit (5) for controlling an engine torque (CM) for exiting a freewheel mode of operation of an automobile vehicle (6) provided with an accelerating member (1) and a braking member (3), the output of the freewheel operating mode being triggered by the actuation of the acceleration member (1) or by the actuation of the braking member (3), control unit (5) being adapted to control a first level (34) of engine torque to reach a target engine speed of the vehicle (6) automobile, and a second level (35) of engine torque, distinct from the first level (34) ) of engine torque, to reach said target engine speed, this control unit (5) being characterized in that it is configured to - control the first level (34) of engine torque when the output of the operating mode in freewheel is triggered by the actuation of the body (1) ac celeration; - control the second level (35) of engine torque when the output of the freewheel mode is triggered by the braking member (3), the second level (35) of the engine torque being lower than the first level (34) engine torque. 2. The control unit (5) of claim 1, wherein the first level (34) of engine torque is limited to 50 Newton-meter. 3. The control unit (5) of claim 1 or 2, wherein the second level (35) of engine torque is limited to 30 Newton-meter. 4. Method for controlling a motor torque (CM) for exiting a freewheel mode of operation of an automobile vehicle (6) provided with an accelerating member (1), a member (3) a control unit (5) capable of controlling a first level (34) of engine torque to reach a target engine speed of the vehicle (6) automobile, and a second level (35) of engine torque, distinct of the first motor torque level (34), enabling said target engine speed to be reached, the output of the freewheel operating mode being triggered by the actuation of the acceleration member (1) or by actuation of the braking member (3), this method being characterized in that it comprises - a step of controlling the first motor torque level (34) when the output of the freewheel operating mode is triggered by the actuation the accelerating member (1); a step of controlling the second level (35) of engine torque when the output of the freewheel operating mode is triggered by the braking member (3), this second level (35) of engine torque being lower than the first level (34) motor torque. 5. The method of the preceding claim, wherein the first level (34) of engine torque is limited to 50 Newton-meter. 6. The method of claim 4 or 5, wherein the second level (35) of engine torque is limited to 30 Newton-meter. 7. Vehicle (6) automobile comprising the control unit (5) of one of claims 1 to 3.