WO1997010965A1 - Automatic transmission torque limiting method - Google Patents

Automatic transmission torque limiting method Download PDF

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Publication number
WO1997010965A1
WO1997010965A1 PCT/FR1996/001467 FR9601467W WO9710965A1 WO 1997010965 A1 WO1997010965 A1 WO 1997010965A1 FR 9601467 W FR9601467 W FR 9601467W WO 9710965 A1 WO9710965 A1 WO 9710965A1
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WO
WIPO (PCT)
Prior art keywords
torque
engine
signal
value
speed
Prior art date
Application number
PCT/FR1996/001467
Other languages
French (fr)
Inventor
François LEORAT
Original Assignee
Renault
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Renault filed Critical Renault
Priority to EP96932621A priority Critical patent/EP0851814A1/en
Publication of WO1997010965A1 publication Critical patent/WO1997010965A1/en

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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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, 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
    • 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
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • 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
    • 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
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
    • F16H2059/465—Detecting slip, e.g. clutch slip ratio
    • F16H2059/467—Detecting slip, e.g. clutch slip ratio of torque converter
    • 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
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms

Definitions

  • the present invention relates to the control of automatic transmissions. More specifically, it relates to a method of limiting the torque enabling the engine control system to reduce the input torque of an automatic transmission with stage ratios or with continuous variation.
  • Modern vehicles are more and more frequently provided with equipment or accessories that consume a lot of engine power - such as air conditioning, de-icing glazing, servo-control devices, etc. - the engagement of which is most often random in relation to the operation of the engine and the transmission.
  • engine power such as air conditioning, de-icing glazing, servo-control devices, etc. - the engagement of which is most often random in relation to the operation of the engine and the transmission.
  • the object of the present invention is to limit the input torque of an automatic transmission to what is strictly necessary, only insofar as this limitation is essential to avoid overloading the transmission. It relates to a method for limiting the input torque of an automatic transmission provided with a hydrokinetic torque converter and associated with a drive motor. This process is characterized in that:
  • a limit value ⁇ ⁇ àa is defined.
  • engine speed ⁇ m not to be exceeded to avoid overloading the transmission, and
  • the afr value is determined using a diagram highlighting the nominal mapping of the turbine torque C T as a function of the engine speed ⁇ m for different values of the gear ratio i, and parameterized in d p , where O p is the angular position of the accelerator, or a quantity characterizing the opening of the fuel metering member.
  • c ⁇ T is determined, in the diagram defined above, by the intersection of the characteristic curve of the converter corresponding to the ratio (i) calculated as indicated above, and of the straight line representing the admissible limit torque C T - Cr ".
  • the invention also provides that the theoretical nominal operating point of the engine is determined for which the latter would have a speed ⁇ * greater than the measured value aC, from the values of
  • FIG. 1 presents in particular a family of parabolas, the apex of which is at the origin, which illustrate, in accordance with the classical theory of hydrokinetic torque converters, the evolution of the turbine torque C T of a converter as a function of the engine speed ⁇ m of the drive motor of an automatic transmission.
  • This family of dishes corresponds to different values of the ratio
  • i -.
  • the invention proposes to draw up the diagram in FIG. 1 of the vehicle concerned and to measure at all times the engine and turbine speeds ⁇ Z and co r
  • the invention provides for storing in the transmission management computer the curve ⁇ ⁇ ° conventionally expressing the value of ⁇ fi? according to the ratio (i), calculated for example, according to a relation of the type:
  • the signal A alTii) can be used through a appropriate corrector, of the PID (Proportional Integral Derivative) type, for example by the motorized throttle control computer gas intake of a gasoline engine or electronic diesel injection pump, to control the engine torque so that the input torque of the transmission is at most equal to the value dr.
  • PID Proportional Integral Derivative
  • the same signal A ⁇ ⁇ T (i) can be used by the injection computer to limit the engine torque by acting on the fuel flow and / or the point of advance to the ignition of a positive-ignition engine and, where appropriate, on the discharge valve, or "waste-gate", of the turbo ⁇ compressor.
  • the invention provides for generating an all-or-nothing control signal when ⁇ dT (/) is negative.
  • Such a signal can in particular be used to control a pneumatic torque reduction solenoid valve which makes the working chamber of the lung of the injection pump of a turbo-compressed diesel engine communicate with the atmosphere.
  • the object of the invention is to limit to the strict minimum the reduction in torque essential so as not to overload an automatic transmission.
  • the measures and operations necessary for its implementation are managed without difficulty by the computer of a automatic transmission, with gear ratios or not, associated with a petrol or diesel engine of any type.

Abstract

A method for limiting the input torque of an automatic transmission provided with a hydraulic torque converter and combined with a drive engine, wherein the converter speed ratio i = φTφm is continuously determined on the basis of measurements of the converter turbine speed φT and the engine speed φm, a maximum value φmlim for the engine speed φ¿m? is defined for each value of i, which maximum value must not be exceeded if the transmission is not to be overloaded, and the sign and amplitude of the quantity Δφm?lim¿(i) = φ¿m?lim(i) - φ¿m? are monitored.

Description

PROCEDE DE LIMITATION DU COUPLE D'UNE TRANSMISSION AUTOMATIQUE METHOD FOR LIMITING THE TORQUE OF AN AUTOMATIC TRANSMISSION
La présente invention se rapporte à la commande des transmissions automatiques. Plus précisément, elle concerne un procédé de limitation du couple permettant, au système de contrôle du moteur, de réduire le couple d'entrée d'une transmission automatique à rapports étages ou à variation continue.The present invention relates to the control of automatic transmissions. More specifically, it relates to a method of limiting the torque enabling the engine control system to reduce the input torque of an automatic transmission with stage ratios or with continuous variation.
Les véhicules modernes sont de plus en plus fréquemment pourvus d'équipements ou d'accessoires fortement consommateurs de puissance moteur - tels que climatisation, vitrages dégivrants, organes d'asservissement, etc. - dont l'enclenchement est le plus souvent aléatoire par rapport au fonctionnement du moteur et de la transmission.Modern vehicles are more and more frequently provided with equipment or accessories that consume a lot of engine power - such as air conditioning, de-icing glazing, servo-control devices, etc. - the engagement of which is most often random in relation to the operation of the engine and the transmission.
De plus, des phénomènes naturels mais non moins aléatoires - température de fonctionnement du moteur, température d'air, pression atmosphérique liée essentiellement à l'altitude, encrassement, usure, etc. - influencent eux aussi, dans des proportions parfois non négligeables, le couple moteur réel, si bien que les cartographies de couple moteur, si précises soient-elles, sont le plus souvent loin de refléter la réalité du couple moteur net disponible à l'entrée de la transmission.In addition, natural but no less random phenomena - engine operating temperature, air temperature, atmospheric pressure mainly linked to altitude, fouling, wear, etc. - they also influence, in sometimes not insignificant proportions, the actual engine torque, so that the engine torque maps, however precise they are, are often far from reflecting the reality of the net engine torque available at the input of the transmission.
Si certains phénomènes peuvent être plus ou moins correctement pris en compte par des capteurs spécialisés - température d'air, pression atmosphérique - pour mettre en oeuvre des corrections prédictives, il n'en va pas de même pour les autres. Il en résulte que les systèmes de pilotage des transmissions automatiques de divers types (boîtes de vitesses automatiques à rapports étages ou à variation continue) doivent pouvoir fonctionner avec des marges de sécurité importantes, donc pénalisantes, pour pouvoir faire absorber sans dommage à la transmission des fluctuations non maîtrisables de son couple d'entrée. Ce problème se trouve aggravé sur les véhicules à moteur turbo compressé : en effet, pour un même point de fonctionnement défini par une position de la pédale d'accélérateur ou de l'organe doseur de carburant et une vitesse de rotation du moteur, le couple délivré par le moteur dépend de l'état dynamique du turbo (phénomène bien connu «du temps de réponse»).If certain phenomena can be more or less correctly taken into account by specialized sensors - air temperature, atmospheric pressure - to implement predictive corrections, it is not the same for the others. As a result, the systems of control of automatic transmissions of various types (automatic gearboxes with stepped ratios or continuously variable) must be able to operate with large safety margins, therefore penalizing, in order to be able to absorb without damage to the transmission uncontrollable fluctuations in its torque. 'Entrance. This problem is exacerbated on vehicles with a turbo-compressed engine: in fact, for the same operating point defined by a position of the accelerator pedal or of the fuel metering device and an engine rotation speed, the torque delivered by the engine depends on the dynamic state of the turbo (well-known phenomenon of "response time").
Dans de nombreux cas de transmissions automatiques équipées d'un convertisseur de couple, on est amené, pour des raisons de tenue en endurance, à limiter le couple moteur dans les tout premiers instants d'un démarrage, pour adoucir le pic de couple, fugitif mais important, qu'entraîne le fonctionnement caractéristique du convertisseur. Cette limitation du couple moteur est le plus souvent opérée d'une manière prédictive et forfaitaire, en boucle ouverte ; elle se superpose par conséquent aux prélèvements aléatoires de couple mentionnés plus haut, si bien que l'on peut aboutir, sans nécessité, à une réduction de couple superfétatoire qui peut se traduire par une dégradation sensible, aléatoire et inexplicable pour le conducteur, des prestations et des performances du véhicule.In many cases of automatic transmissions equipped with a torque converter, it is necessary, for reasons of endurance performance, to limit the engine torque in the very first moments of starting, to soften the fleeting torque peak but important, that entails the characteristic functioning of the converter. This limitation of the engine torque is most often operated in a predictive and flat rate manner, in an open loop; it is therefore superimposed on the random torque withdrawals mentioned above, so that one can end up, without necessity, with a reduction in superfluous torque which can result in a significant, random and inexplicable degradation for the driver, of the services and vehicle performance.
La présente invention a pour but de limiter au strict nécessaire le couple d'entrée d'une transmission automatique, uniquement dans la mesure où cette limitation est indispensable pour éviter de surcharger la transmission. Elle concerne un procédé de limitation du couple d'entrée d'une transmission automatique munie d'un convertisseur hydrocinétique de couple et associée à un moteur d'entraînement. Ce procédé est caractérisé en ce que :The object of the present invention is to limit the input torque of an automatic transmission to what is strictly necessary, only insofar as this limitation is essential to avoid overloading the transmission. It relates to a method for limiting the input torque of an automatic transmission provided with a hydrokinetic torque converter and associated with a drive motor. This process is characterized in that:
- on détermine à chaque instant le rapport de vitesse du convertisseur,- the speed ratio of the converter is determined at all times,
(Dr i = — à partir des mesures de la vitesse turbine ωj dudit(Dr i = - from the measurements of the turbine speed ωj of said
convertisseur, et du régime moteur ωm,converter, and engine speed ω m ,
- pour chaque valeur de i, on définit une valeur limite ω^àa. régime moteur ωm à ne pas dépasser pour éviter de surcharger la transmission, et- for each value of i, a limit value ω ^ àa is defined. engine speed ω m not to be exceeded to avoid overloading the transmission, and
- on surveille le signe et l'amplitude de la grandeur :- the sign and the amplitude of the quantity are monitored:
Figure imgf000005_0001
Figure imgf000005_0001
De façon préférentielle, la valeur afr est déterminée à l'aide d'un diagramme mettant en évidence la cartographie nominale du couple turbine CT en fonction du régime moteur ωm pour différentes valeurs du rapport de vitesses i, et paramétré en dp, où Op est la position angulaire de l'accélérateur, ou une grandeur caractérisant l'ouverture de l'organe doseur de carburant.Preferably, the afr value is determined using a diagram highlighting the nominal mapping of the turbine torque C T as a function of the engine speed ω m for different values of the gear ratio i, and parameterized in d p , where O p is the angular position of the accelerator, or a quantity characterizing the opening of the fuel metering member.
Selon un mode de réalisation particulier de l'invention, c^T est déterminé, dans le diagramme défini ci-dessus, par l'intersection de la courbe caractéristique du convertisseur correspondant au rapport (i) calculé comme indiqué ci-dessus, et de la droite représentant le couple limite admissible CT - Cr".According to a particular embodiment of the invention, c ^ T is determined, in the diagram defined above, by the intersection of the characteristic curve of the converter corresponding to the ratio (i) calculated as indicated above, and of the straight line representing the admissible limit torque C T - Cr ".
L'invention prévoit également qu'on détermine le point nominal théorique de fonctionnement du moteur pour lequel celui-ci aurait une vitesse ω* supérieure à la valeur aC mesurée, à partir des valeurs deThe invention also provides that the theoretical nominal operating point of the engine is determined for which the latter would have a speed ω * greater than the measured value aC, from the values of
(i) et de (αp).(i) and (α p ).
D'autres caractéristiques et avantages de l'invention apparaîtront clairement à la lecture de la description suivante d'un mode de réalisation particulier de celle-ci, en liaison avec le dessin annexé sur lequel :Other characteristics and advantages of the invention will appear clearly on reading the following description of a particular embodiment thereof, in conjunction with the appended drawing in which:
- la figure unique reproduit pour une transmission automatique l'ensemble des courbes traduisant l'évolution du couple turbine CT d'un convertisseur en fonction de la vitesse moteur ωm, paramétrées en αp.- the single figure reproduced for an automatic transmission all the curves reflecting the evolution of the turbine torque C T of a converter as a function of the engine speed ω m , configured in α p .
La figure 1 présente en particuher une famille de paraboles, dont le sommet est à l'origine, qui illustrent, conformément à la théorie classique des convertisseurs de couple hydrocinétique, l'évolution du couple turbine CT d'un convertisseur en fonction de la vitesse moteur ωm du moteur d'entraînement d'une transmission automatique. Cette famille de paraboles correspond à différentes valeurs du rapportFIG. 1 presents in particular a family of parabolas, the apex of which is at the origin, which illustrate, in accordance with the classical theory of hydrokinetic torque converters, the evolution of the turbine torque C T of a converter as a function of the engine speed ω m of the drive motor of an automatic transmission. This family of dishes corresponds to different values of the ratio
i = — . La parabole correspondant à i = O est appelée ωm habituellement parabole de calage, tandis que pour i = ic, valeur du rapport de vitesses du convertisseur à partir de laquelle le convertisseur fonctionne comme simple coupleur, on parle de parabole de couplage.i = -. The parabola corresponding to i = O is called ω m usually calibration parabola, while for i = ic, value of gear ratio of the converter from which the converter functions as a simple coupler, we speak of a coupling parabola.
Ce diagramme est complété par la droite Cτ = Cf", qui correspond au couple d'entrée au niveau duquel on souhaite limiter la sollicitation de la transmission.This diagram is completed by the line C τ = Cf ", which corresponds to the input torque at which it is desired to limit the stress on the transmission.
Pour contrôler le couple d'entrée CT de la transmission, l'invention propose d'établir le diagramme de la figure 1 du véhicule concerné et de mesurer à chaque instant les vitesses moteur et turbine ωZ et cor To control the input torque C T of the transmission, the invention proposes to draw up the diagram in FIG. 1 of the vehicle concerned and to measure at all times the engine and turbine speeds ωZ and co r
pour déterminer le rapport i = — du convertisseur. La connaissance dZ de tXp et de i permet de positionner sur le diagramme de la fig.l le point A de la parabole correspondant au rapport i calculé, correspondant au point de fonctionnement nominal théorique du moteur, pour lequel l'ouverture de l'organe doseur de carburant, par exemple l'ouverture du papillon des gaz serait égale à ctp mesurée, et le moteur aurait une vitesse théorique mesurée cot supérieure à la valeur ωZ mesurée.to determine the ratio i = - of the converter. The knowledge dZ of tXp and i makes it possible to position on the diagram of fig. 1 the point A of the parabola corresponding to the calculated ratio i, corresponding to the theoretical nominal operating point of the engine, for which the opening of the member fuel metering device, for example the opening of the throttle valve would be equal to ctp measured, and the engine would have a theoretical speed measured cot greater than the value ωZ measured.
L'intersection entre la parabole correspondant à la valeur i calculée et l'horizontale CT = C*™, définit la vitesse moteur Û>]T au-delà de laquelle le couple turbine devient supérieur au couple d'entrée admissible pour la transmission. Ainsi, pour chaque valeur de i, on définit une valeur limite de ωm, ω^, qu'il ne faut pas dépasser sous peine de surcharger la transmission. En surveillant le signe et l'amplitude de la grandeur :The intersection between the parabola corresponding to the calculated value i and the horizontal C T = C * ™, defines the motor speed Û>] T beyond which the turbine torque becomes greater than the input torque admissible for the transmission . Thus, for each value of i, we define a limit value of ω m , ω ^, which must not be exceeded under trouble overloading the transmission. By monitoring the sign and the magnitude of the size:
Figure imgf000008_0001
Figure imgf000008_0001
on est à même de savoir si, et de combien, on dépasse la valeur de consigne CT *, ou si au contraire, en raison des surcharges aléatoires affectant à la baisse le couple moteur, on reste en deçà de cette limite, alors qu'elle serait franchie si le moteur fonctionnait selon les conditions nominales.we are able to know if, and by how much, we exceed the setpoint C T * , or if on the contrary, due to random overloads affecting the downward engine torque, we remain below this limit, while 'it would be exceeded if the engine operated under nominal conditions.
Pour pouvoir effectuer ce contrôle en toutes circonstances, l'invention prévoit de mettre en mémoire dans le calculateur de gestion de la transmission la courbe ω^° exprimant de façon classique la valeur de ύfi? en fonction du rapport (i), calculée par exemple, selon une relation du type :In order to be able to carry out this check in all circumstances, the invention provides for storing in the transmission management computer the curve ω ^ ° conventionally expressing the value of ύfi? according to the ratio (i), calculated for example, according to a relation of the type:
CTCT
«£•(!) « 7(0., K(i)“£ • (!) “ 7 (0., K (i)
où Y (i) et K (i) sont les classiques fonctions «invariantes » déterminant complètement les caractéristiques du convertisseur.where Y (i) and K (i) are the classic "invariant" functions that completely determine the characteristics of the converter.
Dans le cas d'un moteur équipé d'un accélérateur électrique «drive by wire», c'est-à-dire avec papillon motorisé, ou avec pompe d'injection Diesel électronique, le signal A alTii) peut être utilisé à travers un correcteur approprié, du type PID (Proportionel Intégral Dérivé), par exemple par le calculateur de commande du papillon motorisé d'admission des gaz d'un moteur à essence ou de la pompe d'injection Diesel électronique, pour asservir le couple moteur de manière à ce que le couple d'entrée de la transmission soit au plus égal à la valeur dr.In the case of an engine equipped with an electric drive by wire accelerator, that is to say with a motorized throttle valve, or with an electronic Diesel injection pump, the signal A alTii) can be used through a appropriate corrector, of the PID (Proportional Integral Derivative) type, for example by the motorized throttle control computer gas intake of a gasoline engine or electronic diesel injection pump, to control the engine torque so that the input torque of the transmission is at most equal to the value dr.
Dans le cas d'un moteur à injection électronique d'essence, le même signal A ω^T (i) peut être utilisé par le calculateur d'injection pour limiter le couple moteur par action sur le débit d'essence et/ou le point d'avance à l'allumage d'un moteur à allumage commandé et le cas échéant, sur la soupape de décharge, ou «waste-gate», du turbo¬ compresseur.In the case of an engine with electronic fuel injection, the same signal A ω ^ T (i) can be used by the injection computer to limit the engine torque by acting on the fuel flow and / or the point of advance to the ignition of a positive-ignition engine and, where appropriate, on the discharge valve, or "waste-gate", of the turbo¬ compressor.
Dans le cas d'un système d'injection Diesel dit "common rail", le signal Δ û?iT (/) est exploité pour limiter le couple moteur par action sur le débit du gazole.In the case of a diesel injection system known as "common rail", the signal Δ û? IT (/) is used to limit the engine torque by acting on the flow rate of diesel.
Enfin, dans le cas d'un moteur Diesel turbo-compressé à injection entièrement mécanique, l'invention prévoit de générer un signal de commande tout ou rien lorsque Δ dT (/) est négatif.Finally, in the case of a turbo-compressed diesel engine with fully mechanical injection, the invention provides for generating an all-or-nothing control signal when Δ dT (/) is negative.
Un tel signal est notamment exploitable pour commander une électrovanne pneumatique d'estompage de couple qui fait communiquer la chambre de travail du poumon de la pompe à injection d'un moteur Diesel turbo-compressé avec l'atmosphère.Such a signal can in particular be used to control a pneumatic torque reduction solenoid valve which makes the working chamber of the lung of the injection pump of a turbo-compressed diesel engine communicate with the atmosphere.
En conclusion, l'objet de l'invention est de limiter au strict nécessaire la réduction de couple indispensable pour ne pas surcharger une transmission automatique. Les mesures et les opérations nécessaires à sa mise en oeuvre sont gérées sans difficulté par le calculateur d'une transmission automatique, à rapports étages ou non, associée à un moteur à essence ou Diesel de type quelconque. In conclusion, the object of the invention is to limit to the strict minimum the reduction in torque essential so as not to overload an automatic transmission. The measures and operations necessary for its implementation are managed without difficulty by the computer of a automatic transmission, with gear ratios or not, associated with a petrol or diesel engine of any type.

Claims

REVENDICATIONS
[1] Procédé de limitation du couple d'entrée d'une transmission automatique munie d'un convertisseur hydrocinétique de couple et associée à un moteur d'entraînement, caractérisé en ce que :[1] Method for limiting the input torque of an automatic transmission equipped with a hydrokinetic torque converter and associated with a drive motor, characterized in that:
- on détermine à chaque instant le rapport de vitesse du convertisseur,- the speed ratio of the converter is determined at each moment,
i = — à partir des mesures de la vitesse turbine α>τ dudit ωm convertisseur, et du régime moteur ωm,i = — from measurements of the turbine speed α>τ of said ω m converter, and the engine speed ω m ,
- pour chaque valeur de i, on définit une valeur limite ω^ du régime moteur ωm à ne pas dépasser pour éviter de surcharger la transmission, et- for each value of i, we define a limit value ω^ of the engine speed ω m not to be exceeded to avoid overloading the transmission, and
- on surveille le signe et l'amplitude de la grandeur :- we monitor the sign and the amplitude of the quantity:
Figure imgf000011_0001
Figure imgf000011_0001
[2] Procédé de limitation de couple selon la revendication 1, caractérisé en ce que la valeur Û;^ est déterminée à l'aide d'un diagramme mettant en évidence la cartographie nominale du couple turbine CT en fonction du régime moteur ωm pour différentes valeurs du rapport de vitesses i, paramétrée en fonction d'une grandeur ctp représentative de l'ouverture de l'organe doseur de carburant.[2] Torque limitation method according to claim 1, characterized in that the value Û;^ is determined using a diagram highlighting the nominal mapping of the turbine torque C T as a function of the engine speed ω m for different values of the speed ratio i, parameterized as a function of a quantity ctp representative of the opening of the fuel metering member.
[3] Procédé de limitation de couple selon la revendication 2, caractérisé en ce que ω^ est déterminé par l'intersection de la parabole caractéristique du convertisseur correspondant au rapport (i) calculé, et de la droite représentant le couple limite admissible CT = Cf.[3] Torque limitation method according to claim 2, characterized in that ω^ is determined by the intersection of the characteristic parabola of the converter corresponding to the ratio (i) calculated, and of the line representing the admissible limit torque C T = Cf.
[4] Procédé de limitation de couple selon la revendication 2 ou 3, caractérisé en ce qu'on détermine le point nominal théorique du moteur pour lequel celui-ci aurait une vitesse cafc supérieure à la valeur ωZ mesurée, à partir des valeurs de (i) et de (ctp).[4] Torque limitation method according to claim 2 or 3, characterized in that the theoretical nominal point of the motor is determined for which it would have a speed cifc greater than the measured value ωZ, from the values of ( i) and (ctp).
[5] Procédé de limitation de couple selon l'une des revendications précédentes, caractérisé en ce que le signal Δ orf? (i) est exploité par le calculateur de commande du papillon d'admission des gaz d'un moteur à essence pour asservir le couple moteur, de manière à ce que le couple d'entrée de la transmission soit au plus égal à la valeur Cr".[5] Torque limitation method according to one of the preceding claims, characterized in that the signal Δ orf? (i) is used by the throttle control computer of a gasoline engine to control the engine torque, so that the transmission input torque is at most equal to the value C r ".
[6] Procédé de limitation de couple selon l'une des revendications 1 à 4, caractérisé en ce que le signal Δ fyJr(/) est exploité par le calculateur de commande de la pompe d'injection électronique d'un moteur Diesel, pour asservir le couple moteur de manière à ce que le couple d'entrée de la transmission soit au plus égal à la valeur Cr".[6] Torque limitation method according to one of claims 1 to 4, characterized in that the signal Δ fyJr(/) is used by the control computer of the electronic injection pump of a Diesel engine, to control the engine torque so that the transmission input torque is at most equal to the value C r ".
[7] Procédé de limitation de couple selon l'une des revendications 1 à 4, caractérisé en ce que le signal Δ Û£" (/) est exploité pour limiter le couple moteur par action sur le débit d'essence.[7] Torque limiting method according to one of claims 1 to 4, characterized in that the signal Δ Û£" (/) is used to limit the engine torque by acting on the fuel flow.
[8] Procédé de limitation de couple selon l'une des revendications 1 à 4 ou 7, caractérisé en ce que le signal A a/T(i) est exploité pour limiter le couple moteur, par action sur le point d'avance à l'allumage dans le cas d'un moteur à allumage commandé.[8] Torque limitation method according to one of claims 1 to 4 or 7, characterized in that the signal A a/T(i) is used to limit the engine torque, by acting on the ignition advance point in the case of a spark ignition engine.
[9] Procédé de limitation de couple selon l'une des revendications 1 à 4, 7, 8, caractérisé en ce que le signal Δ Û£" (/) est exploité pour limiter le couple moteur par action sur la soupape de décharge du turbo-compresseur.[9] Torque limitation method according to one of claims 1 to 4, 7, 8, characterized in that the signal Δ Û£" (/) is used to limit the engine torque by action on the discharge valve of the turbocharger.
[10] Procédé de limitation de couple selon l'une des revendications 1 à 4, caractérisé en ce que le signal Δ ctf? (i) est exploité pour limiter le couple moteur par action sur le débit du gazole d'un système d'injection Diesel dit "common rail".[10] Torque limitation method according to one of claims 1 to 4, characterized in that the signal Δ ctf? (i) is used to limit the engine torque by acting on the diesel flow rate of a so-called "common rail" Diesel injection system.
[11] Procédé de commande selon l'une des revendications 1 à 4, caractérisé en ce que le signal Δ ω^ (i) est exploité pour générer un signal tout ou rien de commande d'une vanne d'estompage de couple. [11] Control method according to one of claims 1 to 4, characterized in that the signal Δ ω^ (i) is used to generate an all-or-nothing signal for controlling a torque fading valve.
PCT/FR1996/001467 1995-09-22 1996-09-20 Automatic transmission torque limiting method WO1997010965A1 (en)

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EP96932621A EP0851814A1 (en) 1995-09-22 1996-09-20 Automatic transmission torque limiting method

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FR9511136A FR2739064B1 (en) 1995-09-22 1995-09-22 METHOD FOR LIMITING THE TORQUE OF AN AUTOMATIC TRANSMISSION
FR95/11136 1995-09-22

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GB2322457A (en) * 1997-02-21 1998-08-26 Nissan Motor Engine control system which reduces thermal deterioration of a torque converter
EP1053904A2 (en) * 1999-05-17 2000-11-22 Eaton Corporation Powertrain torque control

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US6684148B2 (en) * 2002-06-12 2004-01-27 Nacco Materials Handling Group, Inc. Transmission control system
US8135531B2 (en) 2002-06-12 2012-03-13 Nmhg Oregon, Llc Predictive vehicle controller
US8775039B2 (en) 2003-10-20 2014-07-08 Nmhg Oregon, Llc Dynamically adjustable inch/brake overlap for vehicle transmission control
FR2881795A1 (en) * 2005-02-08 2006-08-11 Peugeot Citroen Automobiles Sa METHOD FOR CONTROLLING INVERSION OF POWER IN A SYSTEM COMPRISING A TORQUE CONVERTER AND MECHANICAL ASSEMBLY INCORPORATING SAID METHOD
JP6031166B1 (en) * 2015-09-11 2016-11-24 富士重工業株式会社 Vehicle automatic operation control device

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US5065319A (en) * 1989-12-12 1991-11-12 Toyota Jidosha Kabushiki Kaisha Power control system for vehicles
US5305213A (en) * 1991-05-09 1994-04-19 Eaton Corporation Driveline torque limit control strategy-using SAE J1922 type engine control
DE4321413A1 (en) * 1993-06-26 1995-01-05 Bosch Gmbh Robert Method and device for controlling the drive power of a vehicle
US5403245A (en) * 1992-05-28 1995-04-04 Mitsubishi Denki Kabushiki Kaisha Control device for vehicular engine having an automatic transmission and its control method

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Publication number Priority date Publication date Assignee Title
US5065319A (en) * 1989-12-12 1991-11-12 Toyota Jidosha Kabushiki Kaisha Power control system for vehicles
US5305213A (en) * 1991-05-09 1994-04-19 Eaton Corporation Driveline torque limit control strategy-using SAE J1922 type engine control
US5403245A (en) * 1992-05-28 1995-04-04 Mitsubishi Denki Kabushiki Kaisha Control device for vehicular engine having an automatic transmission and its control method
DE4321413A1 (en) * 1993-06-26 1995-01-05 Bosch Gmbh Robert Method and device for controlling the drive power of a vehicle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2322457A (en) * 1997-02-21 1998-08-26 Nissan Motor Engine control system which reduces thermal deterioration of a torque converter
GB2322457B (en) * 1997-02-21 1999-04-07 Nissan Motor Engine control system which reduces thermal deterioration of a torque converter
US5948037A (en) * 1997-02-21 1999-09-07 Nissan Motor Co., Ltd. Engine control system which reduces thermal deterioration of a torque converter
EP1053904A2 (en) * 1999-05-17 2000-11-22 Eaton Corporation Powertrain torque control
EP1053904A3 (en) * 1999-05-17 2001-01-03 Eaton Corporation Powertrain torque control
US6636795B1 (en) 1999-05-17 2003-10-21 Eaton Corporation Powertrain torque control

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