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
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
  • B60W10/101—Infinitely variable gearings
  • B60W10/107—Infinitely variable gearings with endless flexible members
• • 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
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
  • B60W10/11—Stepped gearings
  • B60W10/111—Stepped gearings with separate change-speed gear trains arranged in series
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18109—Braking
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18109—Braking
  • B60W30/18118—Hill holding
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/08—Interaction between the driver and the control system
  • B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/08—Interaction between the driver and the control system
  • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
• • 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
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
• • 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
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/10—Accelerator pedal position
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/12—Brake pedal position
• • B60W2550/142—
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0644—Engine speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2300/00—Purposes or special features of road vehicle drive control systems
  • B60Y2300/18—Propelling the vehicle
  • B60Y2300/18008—Propelling the vehicle related to particular drive situations
  • B60Y2300/181—Hill climbing or descending
• • 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
  • F16H59/60—Inputs being a function of ambient conditions
  • F16H59/66—Road conditions, e.g. slope, slippery
  • F16H2059/663—Road slope
• • 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
  • F16H63/42—Ratio indicator devices
  • F16H2063/426—Ratio indicator devices with means for advising the driver for proper shift action, e.g. prompting the driver with allowable selection range of ratios

Definitions

• the present invention relates generally to the automotive industry.
• a driving method of a powertrain of a motor vehicle comprising a motor and an automatic gearbox connected together by a coupling device such as a double clutch, a hydraulic clutch or a converter hydraulic torque.
• the invention finds a particularly advantageous application in the production of motor vehicles with automatic transmission called "off-road", including four-wheel drive vehicles (military vehicles, emergency vehicles, construction site vehicles or mining extraction, ).
• the present invention proposes another method to prevent runaway of the motor vehicle when it comes down a low grip terrain, which does not require an ESP system.
• step b) verification, according to the parameters acquired in step a), if the motor vehicle is in a configuration likely to runaway, then, if the motor vehicle is in a runaway configuration,
• This smoothing of the braking torque also ensures better comfort for the driver and the passengers.
• the device which is the subject of the invention then implicitly makes it possible to avoid any stalling of the motor.
• This solution also makes it possible to limit the wear of the brake linings since the braking is here carried out using only the engine.
• this solution is particularly inexpensive since it does not require any particular arrangement in the motor vehicle. It must only be located in one of the computers of the motor vehicle, preferably in the engine control computer or the automatic transmission. It may eventually bring amenities in the vehicle, but they remain limited, for example the addition of a light or an activation button and disabling the anti-runaway mode of the vehicle.
• step d) the engine is controlled by means of a cruise control function implemented in a computer fitted to the motor vehicle;
• step a) information is acquired for manually activating or deactivating an anti-runaway mode of the motor vehicle, and, in step b), it is checked whether the motor vehicle is in a configuration capable of also depending on said activation or deactivation information;
• step a) braking information relating to the position of the force exerted on a brake pedal fitted to the motor vehicle is acquired, and, in step b), it is checked whether the motor vehicle is in a configuration likely to runaway also according to said braking information;
• step a) acceleration information relative to the position of or the force exerted on an accelerator pedal equipping the motor vehicle is acquired, and, in step b), it is verified that if the motor vehicle is in a configuration likely to runaway also according to said acceleration information;
• step a) an acceleration of the motor vehicle is acquired, and, in step b), it is checked whether the motor vehicle is in a configuration capable of racing also according to said acceleration;
• said inclination datum is calculated as a function of said braking information, said acceleration will information and said acceleration;
• said tilt datum is measured by a gyroscope equipping the motor vehicle
• step a) said inclination data is acquired by means of a GPS coupled to a three-dimensional cartography;
• step a) one acquires a gear ratio information engaged and / or interconnection information relating to the two or four wheel drive mode in which the motor vehicle is located and / or a braking-parking information relating to the position of a handbrake equipping the motor vehicle, and, in step b), it is checked whether the motor vehicle is in configuration may runaway also according to said gear ratio information engaged and / or said interconnection information and / or said braking-parking information.
• FIG. 1 is a schematic view of a motor vehicle comprising a computer adapted to implement a control method according to the invention
• FIG. 2 is a logic diagram illustrating the algorithm for implementing the method according to a first embodiment of the invention.
• FIG. 3 is a logic diagram illustrating the algorithm for implementing the method according to a second embodiment of the invention.
• FIG. 1 there is shown a motor vehicle 1 which conventionally comprises two front wheels 7, two rear wheels 8, and a power unit 2.
• the powertrain 2 comprises a motor 3 whose motor shaft is connected to the input shaft of an automatic gearbox 5 via a coupling device 4. It also comprises a jaw clutch device 6 which allows connect the output shaft of the gearbox 5 to either the front wheels 7 only (two-wheel drive mode) or to all four wheels 7, 8 (four-wheel drive mode).
• the engine 3 will preferably be a spark ignition internal combustion engine (gasoline) or compression ignition (diesel). Alternatively, it may also be an electric motor. Alternatively also, it may also be a so-called hybrid powertrain, combining an electric motor and a gasoline engine or diesel type.
• the automatic gearbox 5 is preferably an epicyclic gearbox (it could also be of the continuously variable ratio type). Such a box is, in known manner, equipped with brakes or clutches which are adapted to release or block some of the elements of the planetary gear trains to select one or the other of different gear ratios.
• the coupling device 4 is preferably a hydraulic torque converter.
• a hydraulic torque converter comprises three paddle wheels which are immersed in an oil bath.
• One of the paddle wheels, called impeller is connected to the motor shaft.
• Another paddle wheel, called a turbine is connected to the input shaft of the gearbox 5.
• the rotation of the impeller is then provided to put the oil in motion and thus gradually cause the turbine to rotate.
• a last paddle wheel, called reactor is provided to accelerate the rotational drive of the turbine by the impeller.
• the automatic gearbox is an epicyclic gearbox and that the coupling device is a hydraulic clutch (that is to say a hydraulic torque converter without a reactor).
• the automatic gearbox is a belt box and that the coupling device is a hydraulic clutch.
• the automatic gearbox is a belt box and that the coupling device is a hydraulic torque converter.
• the automatic gearbox prefferably be a gearbox mounted on parallel shafts and for the coupling device to be a double-clutch.
• the automatic gearbox 5 comprises at least a forward speed ratio (D ratio), and a rear speed ratio (R ratio).
• D ratio forward speed ratio
• R ratio rear speed ratio
• the motor vehicle 1 also comprises, as conventionally, a brake pedal 9, an accelerator pedal 10, a shift or shift lever 1 1, and a handbrake 12.
• the shifting lever 1 1 makes it possible in particular to switch from the ratio D to the ratio R and vice versa.
• this gearshift lever 1 1 electronically control this gearshift, via an electronic circuit ad hoc.
• this shift lever 1 1 will mechanically control this gear shift, via a wire rope and a hydraulic valve actuated by this cable.
• the motor vehicle 1 here also comprises, in a specific manner to the invention, a means for activating and deactivating an anti-packaging mode of the motor vehicle 1, and information means 13, 14 making it possible to provide the information about this anti-packaging mode.
• the means for activating and deactivating the anti-runaway mode is here in the form of a bistable button 15, allowing the driver to activate or deactivate the anti-runaway mode manually.
• activation and deactivation means could of course be in another form (tilting lever, touch button, lever position corridor, voice control ).
• the activation and deactivation means could be obtained by an already existing means of choosing the configuration of the operation of the vehicle or its powertrain, or its driveline, as a means of activating or deactivating the vehicle.
• the means of information are presented here in the form of a sound device 13 adapted to emit an audible sound by the driver (in practice, it may be the speakers fitted to the motor vehicle) and a witness light 14 located on the dashboard of the motor vehicle 1.
• the information means could of course be in another form (vibrations in the steering wheel or in the driver's seat, pilot light on the steering wheel, etc.).
• the motor vehicle 1 comprises a computer 20 which comprises a processor (CPU), random access memory (RAM), read only memory (ROM), analog-to-digital converters (AD), and different input and output interfaces.
• processor CPU
• RAM random access memory
• ROM read only memory
• AD analog-to-digital converters
• the computer 20 is adapted to receive different sensors of the driving parameters of the motor vehicle 1.
• the computer 20 thus stores continuously:
• a braking command If relative to the position of the brake pedal 9 or to the force exerted on the brake pedal 9 by the driver, measured with the aid of a pressure or position sensor, or a contactor testifying to an effective action of bearing on the brake pedal, placed under the brake pedal 9,
• a throttle l has on the position of the accelerator pedal 10 or the force exerted on the accelerator pedal 10, measured using a pressure sensor or position under the accelerator pedal 10,
• a braking-parking information l fp relating to the position of the parking brake 12, measured using a contactor testifying to the actual state actuating the parking brake, or a position sensor placed in the parking brake 12, or obtained by the computer responsible for controlling the tightening / loosening of an automatic parking brake,
• the computer 20 is adapted to determine other driving parameters of the vehicle.
• the computer 20 is thus particularly suitable for determining:
• acceleration and inclination could be obtained otherwise. They could thus be measured using an accelerometer or a gyroscope.
• the inclination could also be acquired using a GPS chip associated with mapping software, which would then indicate the inclination of the slope according to the position and the direction of advancement of the vehicle automobile.
• the computer 20 is also adapted to generate output signals, as a function of the set of acquired control parameters (measured and determined).
• the computer 20 is adapted to transmit the output signals to the various components of the engine. It is thus particularly adapted to transmit: a speed setpoint ⁇ 0 to the motor 3,
• a control set point C3 to the automatic gearbox 5 in the first embodiment of the invention, a control set point C3 to the automatic gearbox 5.
• the computer 20 is adapted to implement a control method comprising steps:
• step b) verification, according to the parameters acquired in step a), if the motor vehicle 1 is in a configuration likely to runaway, then, if that is the case,
• the present invention is particularly useful when a vehicle descends a slope (forward or reverse), since the control of the speed of the vehicle by the driver can be difficult, especially when the ground adhesion is low (muddy or covered with snow, ice, gravel, abundant vegetation, ).
• the computer 20 can either automatically place the powertrain in anti-packaging mode (in the first embodiment, by controlling the automatic gearbox on the reverse ratio and then driving the engine accordingly) , either ask the driver to switch the reverse gear (in the second embodiment) to then drive the engine in anti-runaway mode.
• FIG. 2 shows the various steps of the method according to the invention, when the automatic gearbox 5 is driven electronically (first embodiment of the invention).
• step a) the computer 20 measures and stores:
• the calculator 20 also determines and stores:
• step b) the computer 20 checks whether the motor vehicle 1 is in a runaway configuration.
• the computer 20 considers that the motor vehicle 1 is in a runaway configuration if all the following conditions are met:
• the throttle is less than a second threshold (for example corresponding to one fifth of the stroke of the accelerator pedal 10),
• inclination has greater than a fourth threshold (for example 20% slope).
• the computer 20 If at least one of these conditions is not met, the computer 20 resets the process, returning to step a).
• step c the computer 20 implements step c).
• the computer 20 transmits to the automatic transmission 5 a control set C3, so that it automatically engages the R ratio of reverse (while the motor vehicle continues to advance).
• step d) the computer 20 then drives the engine 3 according to a speed setpoint ⁇ 0 determined, so as to adjust at best and at each instant this braking torque.
• This speed set point will be predetermined here and chosen sufficiently low to avoid any risk of loss of control of the vehicle (for example 3 to 4 km / h).
• this speed reference could be determined according to the parameters acquired in step a). It can thus be chosen even greater than the inclination a will be weak,
• control of the motor 3 according to this speed setpoint ⁇ 0 is achieved by means of a "speed regulator" function which is well known and which is implanted natively in the computer 20 to enable the driver to release the accelerator pedal on the highway. It will not be necessary to develop an algorithm dedicated to this piloting.
• the computer 20 controls the lighting of the indicator light 14.
• the computer 20 controls the diffusion by the speakers 13 of a message when the motor vehicle 1 out of this anti-runaway mode.
• a fifth threshold for example corresponding to one third of the stroke of the accelerator pedal 10
• non-zero braking command for a predetermined duration (for example 2 seconds)
• the hydraulic torque converter 4 is indeed highly stressed, which causes a significant heating of the oil it contains. This exit of the anti-runaway mode can thus avoid a too great rise in temperature of the oil. It will also be possible to prevent excessive heating of the oil by means of a process such as that described in documents FR2981 140 & WO2013050681.
• FIG. 3 shows the various steps of the method according to the invention, when the automatic gearbox 5 is driven mechanically (second embodiment of the invention).
• steps a) and b) are performed in the same manner as in the first mode described with reference to FIG.
• steps c) and d) are implemented differently.
• step c) the computer 20 is programmed to inform the driver that the motor vehicle 1 is in a runaway configuration.
• the computer 20 If it does not do this for a predetermined time TEMPO (for example 5 seconds), the computer 20 resets the process, returning to step a).
• TEMPO for example 5 seconds
• step d the computer controls, in step d), the engine 3 according to a determined speed setpoint ⁇ 0 , by means of the "cruise control" function.
• means for activating and deactivating the anti-runaway mode that is to say here bistable button 15.
• provision may be made to replace the indicator light 14 with a screen for displaying a message. Then, the driver will be prompted to change the gearbox ratio when this screen displays a corresponding message (for example a flashing letter R).
• the motor vehicle is devoid of means for activating and deactivating the anti-runaway mode and means of information, in which case the computer will control the activation of the anti-runaway mode automatically, without activation on the part of the driver and without informing the driver.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Automation & Control Theory (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Human Computer Interaction (AREA)
• General Engineering & Computer Science (AREA)
• Control Of Transmission Device (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

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ID=49003895

Family Applications (1)

Country Status (6)

Families Citing this family (2)

Citations (6)

Family Cites Families (1)

• 2013
  • 2013-06-11 FR FR1355389A patent/FR3006652B1/fr active Active
• 2014
  • 2014-05-28 BR BR112015030224A patent/BR112015030224A2/pt not_active IP Right Cessation
  • 2014-05-28 WO PCT/FR2014/051267 patent/WO2014199042A1/fr active Application Filing
  • 2014-05-28 CN CN201480031406.4A patent/CN105263778A/zh active Pending
  • 2014-05-28 EP EP14731751.5A patent/EP3007951A1/de not_active Withdrawn
  • 2014-05-28 RU RU2015155437A patent/RU2015155437A/ru not_active Application Discontinuation

Patent Citations (7)

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