WO2017046472A1 - Method for controlling the temperature of a functional fluid - Google Patents
Method for controlling the temperature of a functional fluid Download PDFInfo
- Publication number
- WO2017046472A1 WO2017046472A1 PCT/FR2016/052189 FR2016052189W WO2017046472A1 WO 2017046472 A1 WO2017046472 A1 WO 2017046472A1 FR 2016052189 W FR2016052189 W FR 2016052189W WO 2017046472 A1 WO2017046472 A1 WO 2017046472A1
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- temperature
- transmission
- threshold
- oil
- temperature control
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Classifications
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- 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
- F16H41/00—Rotary fluid gearing of the hydrokinetic type
- F16H41/24—Details
- F16H41/30—Details relating to venting, lubrication, cooling, circulation of the cooling medium
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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
- B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60W30/1843—Overheating of driveline components
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- 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
- F16H59/68—Inputs being a function of gearing status
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
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- 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
- B60Y2300/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60Y2300/186—Excessive wear or burn out of friction elements, e.g. clutches
- B60Y2300/1865—Overheating of driveline components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/70—Gearings
- B60Y2400/76—Automatic gearshift to neutral
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- 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
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- 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
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
- F16H2061/168—Forced shifts into neutral for safety reasons, e.g. in case of transmission failure or emergency braking
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- 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
- F16H63/50—Signals to an engine or motor
- F16H2063/508—Signals to an engine or motor for limiting transmission input torque, e.g. to prevent damage of transmission parts
Definitions
- the present invention relates to the thermal balance of automatic transmissions.
- the transmissions concerned are in particular automatic transmissions type BVA ("automatic gearboxes"), or CVT (continuously variable transmission), or other types of gearboxes, preceded by a hydro-kinetic torque converter.
- BVA automatic gearboxes
- CVT continuously variable transmission
- this invention relates to a method for controlling the temperature of the functional fluid of a hydro-kinetic converter automatic transmission ensuring the transmission of torque between an impeller connected to the drive motor of a vehicle, and a turbine connected to a motion reducer towards the wheels of the vehicle.
- the cooling of automatic transmissions is a crucial issue under certain driving conditions, such as traffic jams, sustained use of air conditioning, various accessories, and others.
- the risks of thermal runaway arise mainly from oil shear in the hydro-kinetic torque converter, generated by the difference in speed between the turbine, and the converter impeller.
- No. 6,632,157 discloses a method for reducing the thermal load of an automatic transmission by introducing an emergency mode with limitation of the maximum torque of the engine.
- US 5,601,511 discloses another method, in which transmission of gear changes to a lower rank is required under certain circumstances to avoid overheating.
- the bodies of an automatic transmission are protected by imposing on the drive motor a fading of the target engine torque in certain conditions.
- the other energy consumers of the vehicle air conditioning, lighting, etc.
- These power draws have an impact on the engine speed setpoint, with an impact on the relative slip between the turbine and the converter impeller.
- the overall operating safety of the power train, and all of the vehicle's power consumers are not involved in managing the risk of thermal runaway of the transmission.
- the present invention aims to provide preventive protection of the components of the driveline, while taking into account the energy level required to drive the vehicle accessories, by appropriate control of the elevation of the idle speed.
- Protection zones are preferably defined as a function of temperature thresholds and temperature rise gradient thresholds. In these areas, it imposes the drive motor regime and the transmission, particular steering instructions, which can limit or interrupt the operation of certain vehicle accessories that consume energy.
- Idle speed reduction requests effectively limit oil shear in the converter, decreasing the heat dissipation associated with slippage between its turbine and its impeller.
- FIGS 1A and 1B illustrate the general principle of the proposed method of protection
- FIGS. 2A and 2B illustrate a first level of protection
- FIGS. 3A and 3B illustrate a second level of protection
- FIGS. 4A and 4B illustrate a third level of protection
- FIGS. 5A and 5B illustrate a fourth level of protection.
- the removal of energy by the vehicle accessories may impose an increase in idling speed of the drive motor, presenting risks of overheating for an automatic transmission.
- the engine control system then provides a regulation above the minimum idle speed, in order to provide all consumers with the drive power necessary for their needs.
- the functional fluid of the hydrokinetic converter of the transmission in principle the oil, ensures the transmission of torque between the impeller, connected to the drive motor of the vehicle and the turbine, which is connected to the gearbox of the transmission.
- the reducer may be an epicyclic gear train capable of transferring the movement towards the wheels of the vehicle on one or more reduction ratios.
- the invention proposes a new method for controlling the temperature of this functional fluid, in order to avoid the temperature rush of the transmission, with the risks of breakage associated with it, in particular when the transmission oil starts to shearing.
- it imposes an arbitration favoring safety, while ensuring the proper functioning of the vacuum pump of the brake system and the steering assistance pump.
- This to the detriment of other organs, such as the alternator, or the air-conditioning compressor, the operation of which can be degraded without affecting safety.
- the invention provides to control the engine speed, not only according to the evolution of the fluid temperature in time, but also according to its elevation gradient.
- This control aims to limit the heat dissipation of the converter, mainly when its efficiency is zero, that is to say when the engine is running and the vehicle is stopped: the heat losses are then maximum if the transmission initiated on a ratio, since all the mechanical power introduced into the transmission dissipates into heat in the functional fluid of the converter.
- the invention seeks to reduce the heat losses within the converter by temporarily limiting or interrupting the operation of certain accessories, such as the air conditioning compressor, or other components that consume a lot of energy. This objective is achieved by reducing the engine speed, or the speed differential between the impeller and the converter turbine.
- FIG. 1A illustrates a method for calculating the oil temperature gradient in the converter, according to the evolution of the temperature over time.
- the temperature of the oil ⁇ is measured every 100ms, with a measurement accuracy of one-tenth of a degree (Celsius or Kelvin).
- Its elevation gradient G is ⁇ / At. If the mechanism is in the warming phase, (for example from 30 ° C to 70 ° C), it can be decided that the evolution of the gradient is not taken into account. In this case, the warning is given from 70 ° C, although this temperature is not yet the cruising temperature.
- T protsctl is about 90 ° C: its overtaking has an impact on the reliability and control of the organs.
- T protsct2 is about 110 ° C: its overtaking has a destructive impact in the very short term.
- Monitoring the oil temperature gradient G is effected with respect to three temperature rise gradient thresholds S lr S 2, and S 3:
- FIG. 1B With two temperature thresholds and three thresholds of temperature rise gradient, there are 16 control zones in FIG. 1B. The presence in one or the other of these zones determines the sending (or not), by the automatic transmission computer, of an appropriate speed setpoint, destined for the engine control computer.
- the latter referee according to the operating conditions of the powertrain and the vehicle depending on the context, and may decide to offload, severely or modulated, one or the other generators or energy consumers of the vehicle.
- control zones are classified according to the type of setpoint imposed on the engine, the transmission, and the vehicle, depending on the level of importance of the thermal surge.
- the distribution is a compromise between the ability to keep enough energy to drive accessories, and the goal of reducing the internal slip of the converter.
- the graph distinguishes three main sectors, as a function of the position of the temperature ⁇ with respect to the two protection thresholds identified T protsctl (for example 90 ° C) and T P rotect2 (for example 110 ° C), and at the three gradient thresholds S lr S ⁇ , S 3 :
- the first sector corresponds to normal situations; high plans are allowed;
- the speed can be modulated, for example, at 800 rpm (engine revolutions per minute);
- the protection is stricter, the engine speed is maintained on a minimum value, for example 650 rpm.
- Figs. 2A and 2B relate to one of the protection zones identified in Fig. 1B.
- the temperature of the oil 9y is below a threshold T protsctl of about 90 ° C. Its elevation gradient G, y is less than a first threshold Si of 0.01 ° C per second. It is defined as follows:
- DA stop deactivation
- Figs. 3A and 3B relate to another protection zone identified in Fig. 3B.
- the temperature of the oil 9y is lower than a first threshold T protsctl of about 90 ° C.
- Its elevation gradient G is between a first threshold Si of 0.01 ° C, and a second threshold S 2 of 0.03 ° C per second. It is defined as follows:
- the transmission control system issues a minimum idle priority.
- FIGS. 4A and 4B illustrate a third protection zone of FIG. 1B, in which the temperature of the oil ⁇ is between two thresholds T protsctl and T protsct2 of about 90 ° C and 110 ° C.
- Its elevation gradient G is between a first threshold Si of 0.01 ° C and a second threshold S 2 of 0.03 ° C per second. It is defined as follows:
- the function is maintained (regardless of approval and thermal protection): the drive train is open or slippery;
- the driver is advantageously informed or alerted of the overheating of the transmission
- FIGS. 5A and 5B illustrate a fourth protection zone of FIG. 1B, in which the temperature of the oil ⁇ is between two thresholds T protsctl and T protsct2 of about 90 ° C and 110 ° C.
- Its elevation gradient G is between a first threshold (Si) of 0.01 ° C and a second threshold S2 of 0.03 ° C per second. It is defined as follows: ⁇ > T protsct2 and G> S 2 .
- the application of the method has consequences on the operation of the vehicle, such as occasional cuts in the air conditioning, or its adaptation to a higher target temperature threshold, so as not to increase the idle speed of the engine. Moreover, it imposes trade-offs between the air-conditioning regulation and the protection of the transmission. Finally, memorizing the incident, and abandoning the strategy in the event of a lack of information on the temperature of the fluid, may be useful.
Abstract
The invention relates to a method for controlling the temperature of the functional fluid of a hydraulic torque converter of an automatic gearbox, ensuring the transmission of the torque between an impeller connected to the driving motor of a vehicle and a turbine connected to a reducing system for reducing movement in the direction of the wheels of the vehicle, characterised in that the control is carried out by managing the speed of the driving motor according to the evolution of the temperature (θ) of the fluid over time and the elevation gradient (G) thereof.
Description
PROCEDE DE CONTROLE DE TEMPERATURE DE FLUIDE FONCTIONNEL METHOD FOR CONTROLLING FUNCTIONAL FLUID TEMPERATURE
La présente invention concerne le bilan thermique des transmissions automatiques. Les transmissions concernées sont notamment les transmissions automatiques type BVA (« boîtes de vitesses automatique ») , ou CVT (transmission continûment variable), ou d'autres types de réducteurs, précédés d'un convertisseur hydro-cinétique de couple. The present invention relates to the thermal balance of automatic transmissions. The transmissions concerned are in particular automatic transmissions type BVA ("automatic gearboxes"), or CVT (continuously variable transmission), or other types of gearboxes, preceded by a hydro-kinetic torque converter.
Plus précisément, cette invention a pour objet un procédé de contrôle de température du fluide fonctionnel d'un convertisseur hydro-cinétique de transmission automatique assurant la transmission du couple entre un impulseur relié au moteur d'entraînement d'un véhicule, et une turbine reliée à un réducteur de mouvement en direction des roues du véhicule. More specifically, this invention relates to a method for controlling the temperature of the functional fluid of a hydro-kinetic converter automatic transmission ensuring the transmission of torque between an impeller connected to the drive motor of a vehicle, and a turbine connected to a motion reducer towards the wheels of the vehicle.
Le refroidissement des transmissions automatiques est une question cruciale dans certaines conditions de roulage, telles que les embouteillages, l'usage soutenu de la climatisation, de divers accessoires, ou autres. Les risques d'emballement thermique naissent principalement du cisaillement de l'huile dans le convertisseur hydro-cinétique de couple, généré par la différence de régime entre la turbine, et l'impulseur du convertisseur. The cooling of automatic transmissions is a crucial issue under certain driving conditions, such as traffic jams, sustained use of air conditioning, various accessories, and others. The risks of thermal runaway arise mainly from oil shear in the hydro-kinetic torque converter, generated by the difference in speed between the turbine, and the converter impeller.
Pour minimiser la dissipation d'énergie dans le convertisseur en roulage urbain, il est connu de débrayer la transmission à l'arrêt. Cette méthode permet de réduire la consommation de carburant de manière significative. Toutefois, elle trouve ses limites, avec les difficultés de pilotage rencontrées lors des phases d'accostage et de remise sous couple des embrayages hydrauliques, à des températures de fonctionnement élevées . To minimize the energy dissipation in the converter in urban driving, it is known to disengage the transmission at a standstill. This method significantly reduces fuel consumption. However, it finds its limits, with the piloting difficulties encountered during the docking and restoring phases of the hydraulic clutches, at high operating temperatures.
Par la publication US 6 632 157, on connaît une méthode visant à réduire la charge thermique d'une transmission automatique, en introduisant un mode d'urgence avec limitation du couple maximal du moteur. La publication US 5 601 511 décrit une autre méthode, dans laquelle on impose à la transmission des changements de rapports vers un rang inférieur dans certaines circonstances, pour éviter les surchauffes.
Selon d'autres méthodes, on protège les organes d'une transmission automatique en imposant au moteur d'entraînement un estompage du couple moteur ciblé dans certaines conditions. Toutefois, les autres consommateurs énergétiques du véhicule (climatisation, éclairage, etc.), requièrent également une puissance d'entraînement minimale pour leur bon fonctionnement. Ces prélèvements de puissance ont un impact sur la consigne de régime du moteur, avec une répercussion sur le glissement relatif entre la turbine et l'impulseur du convertisseur. Or, ils ne sont pas pris en compte dans ces méthodes. La sécurité de fonctionnement globale du groupe motopropulseur, et l'ensemble des consommateurs de puissance du véhicule, n'interviennent pas dans la gestion du risque d'emballement thermique de la transmission . No. 6,632,157 discloses a method for reducing the thermal load of an automatic transmission by introducing an emergency mode with limitation of the maximum torque of the engine. US 5,601,511 discloses another method, in which transmission of gear changes to a lower rank is required under certain circumstances to avoid overheating. According to other methods, the bodies of an automatic transmission are protected by imposing on the drive motor a fading of the target engine torque in certain conditions. However, the other energy consumers of the vehicle (air conditioning, lighting, etc.), also require a minimum drive power for their proper operation. These power draws have an impact on the engine speed setpoint, with an impact on the relative slip between the turbine and the converter impeller. However, they are not taken into account in these methods. The overall operating safety of the power train, and all of the vehicle's power consumers, are not involved in managing the risk of thermal runaway of the transmission.
La présente invention vise à assurer de manière préventive la protection des composants de la chaîne cinématique, tout en tenant compte du niveau d'énergie nécessaire à l'entraînement des accessoires du véhicule, par un contrôle approprié de l'élévation du régime de ralenti . The present invention aims to provide preventive protection of the components of the driveline, while taking into account the energy level required to drive the vehicle accessories, by appropriate control of the elevation of the idle speed.
Dans ce but, elle prévoit de piloter le régime du moteur d'entraînement en fonction de l'évolution de la température du fluide dans le temps, et de son gradient d'élévation. For this purpose, it plans to control the speed of the drive motor as a function of the evolution of the temperature of the fluid in time, and its elevation gradient.
De préférence, on définit des zones de protection en fonction de seuils de température et de seuils de gradient d'élévation de température. Dans ces zones, on impose au régime du moteur d'entraînement et à la transmission, des consignes de pilotage particulières, pouvant limiter ou interrompre le fonctionnement de certains accessoires du véhicule qui sont consommateurs d'énergie. Protection zones are preferably defined as a function of temperature thresholds and temperature rise gradient thresholds. In these areas, it imposes the drive motor regime and the transmission, particular steering instructions, which can limit or interrupt the operation of certain vehicle accessories that consume energy.
Les requêtes de réduction du régime ralenti limitent efficacement le cisaillement de l'huile dans le convertisseur, en diminuant la dissipation de calories liée au glissement entre sa turbine et son impulseur. Idle speed reduction requests effectively limit oil shear in the converter, decreasing the heat dissipation associated with slippage between its turbine and its impeller.
D'autres caractéristiques et avantages de l'invention apparaîtront clairement à la lecture de la description suivante
d'un mode de réalisation non limitatif de celle-ci, en se reportant aux dessins annexée, sur lesquels : Other characteristics and advantages of the invention will become clear from reading the following description a non-limiting embodiment thereof, with reference to the accompanying drawings, in which:
les figures 1A et 1B illustrent le principe général de la méthode de protection proposée, Figures 1A and 1B illustrate the general principle of the proposed method of protection,
les figures 2A et 2B illustrent un premier niveau de protection, FIGS. 2A and 2B illustrate a first level of protection,
les figures 3A et 3B illustrent un deuxième niveau de protection, FIGS. 3A and 3B illustrate a second level of protection,
les figures 4A et 4B illustrent un troisième niveau de protection, et FIGS. 4A and 4B illustrate a third level of protection, and
- les figures 5A et 5B illustrent un quatrième niveau de protection . FIGS. 5A and 5B illustrate a fourth level of protection.
Le prélèvement d'énergie par les accessoires du véhicule peut imposer une élévation du régime de ralenti du moteur d'entraînement, présentant des risques de surchauffe pour une transmission automatique. Le système de contrôle moteur assure alors une régulation au-dessus du régime de ralenti minimal, dans le but de fournir à l'ensemble des consommateurs la puissance d' entraînement nécessaire à leurs besoins. Le fluide fonctionnel du convertisseur hydrocinétique de la transmission, en principe de l'huile, assure la transmission du couple entre l'impulseur, relié au moteur d'entraînement du véhicule et la turbine, qui est reliée au réducteur de mouvement de la transmission. Le réducteur peut être un train épicycloïdal capable de transférer le mouvement en direction des roues du véhicule sur un ou plusieurs rapports de réduction. The removal of energy by the vehicle accessories may impose an increase in idling speed of the drive motor, presenting risks of overheating for an automatic transmission. The engine control system then provides a regulation above the minimum idle speed, in order to provide all consumers with the drive power necessary for their needs. The functional fluid of the hydrokinetic converter of the transmission, in principle the oil, ensures the transmission of torque between the impeller, connected to the drive motor of the vehicle and the turbine, which is connected to the gearbox of the transmission. The reducer may be an epicyclic gear train capable of transferring the movement towards the wheels of the vehicle on one or more reduction ratios.
L'invention propose un nouveau procédé de contrôle de la température de ce fluide fonctionnel, pour éviter l'emballement de température de la transmission, avec les risques de casse liés à celui-ci, en particulier lorsque l'huile de la transmission commence à cisailler. Dans une situation critique confirmée, ou prévisible à court terme, elle impose un arbitrage privilégiant la sécurité, tout en assurant le bon fonctionnement de la pompe à vide du système de freinage et de la pompe d'assistance de direction. Ceci au détriment d'autres organes, tels que
l'alternateur, ou le compresseur de climatisation, dont le fonctionnement peut être dégradé sans conséquence sur la sécurité. The invention proposes a new method for controlling the temperature of this functional fluid, in order to avoid the temperature rush of the transmission, with the risks of breakage associated with it, in particular when the transmission oil starts to shearing. In a confirmed critical situation, or predictable in the short term, it imposes an arbitration favoring safety, while ensuring the proper functioning of the vacuum pump of the brake system and the steering assistance pump. This to the detriment of other organs, such as the alternator, or the air-conditioning compressor, the operation of which can be degraded without affecting safety.
Le risque est identifié lorsque la température de l'huile se rapproche des limites maximales autorisées par le cahier des charges fonctionnel de la transmission. Pour le maîtriser, l'invention prévoit de piloter le régime du moteur, non seulement en fonction de l'évolution de la température du fluide dans le temps, mais également en fonction de son gradient d'élévation. Ce pilotage vise à limiter la dissipation calorifique du convertisseur, principalement lorsque son rendement est nul, c'est-à-dire lorsque le moteur tourne et que le véhicule est à l'arrêt : les pertes calorifiques sont alors maximales si la transmission engagée sur un rapport, puisque l'intégralité de la puissance mécanique introduite dans la transmission se dissipe en chaleur dans le fluide fonctionnel du convertisseur. The risk is identified when the temperature of the oil approaches the maximum limits authorized by the functional specifications of the transmission. To control it, the invention provides to control the engine speed, not only according to the evolution of the fluid temperature in time, but also according to its elevation gradient. This control aims to limit the heat dissipation of the converter, mainly when its efficiency is zero, that is to say when the engine is running and the vehicle is stopped: the heat losses are then maximum if the transmission initiated on a ratio, since all the mechanical power introduced into the transmission dissipates into heat in the functional fluid of the converter.
Dans cette situation, l'invention cherche à diminuer les pertes calorifiques au sein du convertisseur en limitant ou en interrompant momentanément le fonctionnement de certains accessoires, tels que le compresseur de climatisation, ou d'autres composants forts consommateurs d'énergie. Cet objectif est atteint en réduisant le régime du moteur, ou le différentiel de régime entre l'impulseur et la turbine du convertisseur. In this situation, the invention seeks to reduce the heat losses within the converter by temporarily limiting or interrupting the operation of certain accessories, such as the air conditioning compressor, or other components that consume a lot of energy. This objective is achieved by reducing the engine speed, or the speed differential between the impeller and the converter turbine.
La figure 1A illustre une méthode de calcul du gradient de température d'huile dans le convertisseur, selon l'évolution de la température dans le temps. Dans cet exemple, la température de l'huile Θ est mesurée tous les 100ms, avec une précision de mesure au dixième de degré 30 (Celsius ou Kelvin) . FIG. 1A illustrates a method for calculating the oil temperature gradient in the converter, according to the evolution of the temperature over time. In this example, the temperature of the oil Θ is measured every 100ms, with a measurement accuracy of one-tenth of a degree (Celsius or Kelvin).
Son gradient d'élévation G est Αθ/At. Si le mécanisme est en phase de réchauffement, (par exemple de 30°C à 70°C), on peut décider que l'évolution du gradient n'est pas prise en compte. Dans ce cas, l'alerte est donnée à partir de 70°C, bien que cette température ne soit pas encore la température de croisière. Its elevation gradient G is Αθ / At. If the mechanism is in the warming phase, (for example from 30 ° C to 70 ° C), it can be decided that the evolution of the gradient is not taken into account. In this case, the warning is given from 70 ° C, although this temperature is not yet the cruising temperature.
Comme indiqué sur la figure 1B, on peut définir des zones de protection en fonction des seuils de température et de gradient d'élévation, dans lesquelles on impose au régime du moteur d'entraînement et à la transmission, des consignes de pilotage
particulières. Ce schéma illustre un mode de réalisation préféré, mais non limitatif de l'invention. On choisit deux seuils de température. Le premier, Tprotsctl, est d'environ 90°C : son dépassement a un impact sur la fiabilité et pilotage des organes. Le deuxième Tprotsct2 est d'environ 110°C : son dépassement a un impact destructeur à très court terme. La surveillance du gradient de température de l'huile G, s'effectue par rapport à trois seuils de gradient d'élévation de température Slr S2, et S3: As indicated in FIG. 1B, it is possible to define protection zones as a function of the temperature and elevation gradient thresholds, in which piloting and transmission instructions are imposed on the driving speed and the transmission. special. This diagram illustrates a preferred embodiment, but not limiting of the invention. Two temperature thresholds are chosen. The first, T protsctl , is about 90 ° C: its overtaking has an impact on the reliability and control of the organs. The second T protsct2 is about 110 ° C: its overtaking has a destructive impact in the very short term. Monitoring the oil temperature gradient G is effected with respect to three temperature rise gradient thresholds S lr S 2, and S 3:
- le premier seuil Si, est franchi lorsque la température s'élève de l°C/s, c'est à dire pour une période d'échantillonnage de 0,01s (en admettant que l'élévation est linéaire) :Si = A0/At = 0,01 °c / 0,01s = 1, - the first threshold Si, is crossed when the temperature rises by 1 ° C / s, ie for a sampling period of 0.01s (assuming that the elevation is linear): Si = A0 / At = 0.01 ° c / 0.01s = 1,
- le deuxième seuil S∑ est franchi, lorsque la température s'élève de 3°C par seconde S2 = Αθ/At = 0 ,03°C / 0,03s = 3, et the second threshold S Σ is crossed, when the temperature rises by 3 ° C per second S 2 = Αθ / At = 0.03 ° C / 0.03s = 3, and
- le troisième seuil S3 est franchi lorsque la température s'élève de 5°c /s : S3 = Αθ/At t= 0,05 °C/ 0,01s = 5. the third threshold S3 is crossed when the temperature rises by 5 ° c / s: S 3 = Αθ / At t = 0.05 ° C / 0.01s = 5.
Avec deux seuils de température et trois seuils de gradient d'élévation de température, on distingue 16 zones de contrôle sur la figure 1B. La présence dans l'une ou l'autre de ces zones détermine l'envoi (ou non) , par le calculateur de la transmission automatique, d'une consigne de régime appropriée, à destination du calculateur de contrôle moteur. Ce dernier arbitre selon les conditions de fonctionnement du groupe motopropulseur et du véhicule en fonction du contexte, et peut décider de délester, de manière franche ou modulée, l'un ou l'autre des générateurs ou des consommateurs d'énergie du véhicule. With two temperature thresholds and three thresholds of temperature rise gradient, there are 16 control zones in FIG. 1B. The presence in one or the other of these zones determines the sending (or not), by the automatic transmission computer, of an appropriate speed setpoint, destined for the engine control computer. The latter referee according to the operating conditions of the powertrain and the vehicle depending on the context, and may decide to offload, frankly or modulated, one or the other generators or energy consumers of the vehicle.
Sur la figure 1B, les zones de contrôle sont classées en fonction du type de consigne imposées au moteur, à la transmission, et au véhicule, selon le niveau d'importance de l'envolée thermique. La répartition vise un compromis entre la possibilité de garder assez d'énergie pour entraîner les accessoires, et l'objectif de réduire le glissement interne du convertisseur. Le graphe distingue trois secteurs principaux, en fonction de la position de la température Θ par rapport aux deux seuils de protection identifiés Tprotsctl (par exemple 90°C) et
TProtect2 (par exemple 110°C), et aux trois seuils de gradient Sl r S∑, S3 : In FIG. 1B, the control zones are classified according to the type of setpoint imposed on the engine, the transmission, and the vehicle, depending on the level of importance of the thermal surge. The distribution is a compromise between the ability to keep enough energy to drive accessories, and the goal of reducing the internal slip of the converter. The graph distinguishes three main sectors, as a function of the position of the temperature Θ with respect to the two protection thresholds identified T protsctl (for example 90 ° C) and T P rotect2 (for example 110 ° C), and at the three gradient thresholds S lr S Σ , S 3 :
- le premier secteur (pastilles sombres) correspond à des situations normales ; des régimes élevés sont autorisés ; - the first sector (dark pellets) corresponds to normal situations; high plans are allowed;
- dans le secteur de protection intermédiaire (pastilles grisées) , le régime peut être modulé par exemple à 800 rpm (tours moteur par minute) ; in the intermediate protection sector (gray pellets), the speed can be modulated, for example, at 800 rpm (engine revolutions per minute);
dans le troisième secteur (pastilles claires), la protection est plus stricte, le régime du moteur est maintenu sur une valeur minimale, par exemple de 650 rpm. in the third sector (clear pellets), the protection is stricter, the engine speed is maintained on a minimum value, for example 650 rpm.
Les figures 2A et 2B se rapportent à l'une des zones de protection identifiée sur la figure 1B. La température de l'huile 9y est inférieure à un seuil Tprotsctl d'environ 90 °C. Son gradient d'élévation G, y est inférieur à un premier seuil Si de 0,01°C par seconde. Elle se définit comme suit : Figs. 2A and 2B relate to one of the protection zones identified in Fig. 1B. The temperature of the oil 9y is below a threshold T protsctl of about 90 ° C. Its elevation gradient G, y is less than a first threshold Si of 0.01 ° C per second. It is defined as follows:
Tprotsctl < θ< Tprotect2 et G < Si Tprotsctl <θ <Tprotect2 and G <Si
Dans cette zone, si l'option « débrayage à l'arrêt » (DA) est activée, elle peut être imposée à la transmission (indépendamment de l'agrément et de la protection thermique) ; la chaîne cinématique est alors ouverte ou glissante. En revanche, si l'option DA n'est pas activée, la chaîne cinématique est normalement fermée. Le contrôle du régime de ralenti moteur est assuré par la transmission automatique, dont le système de contrôle émet une consigne prioritaire de ralenti intermédiaire. In this zone, if the "stop deactivation" (DA) option is activated, it may be imposed on the transmission (regardless of approval and thermal protection); the kinematic chain is then open or slippery. On the other hand, if the DA option is not activated, the drive train is normally closed. The control of the engine idling speed is ensured by the automatic transmission, whose control system issues a priority idle intermediate idle.
Les figures 3A et 3B se rapportent à une autre zone de protection identifiée sur la figure 3B. La température de l'huile 9y est inférieure à un premier seuil Tprotsctl , d'environ 90 °C. Son gradient d'élévation G est compris entre un premier seuil Si de 0,01°C, et un second seuil S2 de 0,03°C par seconde. Elle se définit comme suit : Figs. 3A and 3B relate to another protection zone identified in Fig. 3B. The temperature of the oil 9y is lower than a first threshold T protsctl of about 90 ° C. Its elevation gradient G is between a first threshold Si of 0.01 ° C, and a second threshold S 2 of 0.03 ° C per second. It is defined as follows:
Θ < Tprotsctl et SI < G < S2 Θ <T protsctl and SI <G <S2
C'est une zone d'anticipation, dans laquelle on peut décider que : It is an area of anticipation, in which one can decide that:
o si l'option DA (débrayage à l'arrêt) est activée, le DA est maintenu (indépendamment de l'agrément ou de la protection
thermique de la transmission, la chaîne cinématique est ouverte ou glissante ; o if the DA option (disengaged when stopped) is activated, the DA is maintained (regardless of approval or protection thermal transmission, the driveline is open or slippery;
o si l'option DA n'est pas activée, la chaîne cinématique est fermée, et le contrôle du ralenti est pris en charge par la transmission ; o if the DA option is not enabled, the drive train is closed, and idle control is supported by the transmission;
o le système de contrôle de la transmission émet une consigne prioritaire de ralenti minimale. o The transmission control system issues a minimum idle priority.
Les figures 4A et 4B illustrent une troisième zone de protection de la figure 1B, dans laquelle la température de l'huile Θ est comprise entre deux seuils Tprotsctl et Tprotsct2 d' environ 90°C et 110°C. Son gradient d'élévation G est compris entre un premier seuil Si de 0,01°C et un second seuil S2 de 0,03°C par seconde. Elle se définit comme suit : FIGS. 4A and 4B illustrate a third protection zone of FIG. 1B, in which the temperature of the oil Θ is between two thresholds T protsctl and T protsct2 of about 90 ° C and 110 ° C. Its elevation gradient G is between a first threshold Si of 0.01 ° C and a second threshold S 2 of 0.03 ° C per second. It is defined as follows:
Tprotsctl < Θ < TProtect2 et Si < G < S∑. Dans cette zone : Tprotsctl <Θ <T P rotect2 and Si <G <SΣ. In this area :
o si l'option DA est activée, la fonction est maintenue (indépendamment de l'agrément et de la protection thermique) : la chaîne cinématique est ouverte ou glissante ; o if the DA option is activated, the function is maintained (regardless of approval and thermal protection): the drive train is open or slippery;
o si l'option débrayage à l'arrêt n'est pas activée, la chaîne cinématique est fermée ; o if the stop at stop option is not activated, the drive train is closed;
o l'augmentation du régime de ralenti est interdite ; o le système de contrôle de la transmission émet une consigne prioritaire de ralenti minimal ; o Increasing the idling speed is prohibited; o the transmission control system issues a minimum idle priority;
o le conducteur est avantageusement informé ou alerté de la surchauffe de la transmission ; the driver is advantageously informed or alerted of the overheating of the transmission;
o l'incident peut être mémorisé dans le système de contrôle . o the incident can be memorized in the control system.
Les figures 5A et 5B illustrent une quatrième zone de protection de la figure 1B, dans laquelle la température de l'huile Θ est comprise entre deux seuils Tprotsctl et Tprotsct2 d'environ 90°C et 110°C. Son gradient d'élévation G est compris entre un premier seuil (Si) de 0,01°C et un second seuil S2 de 0,03°C par seconde. Elle se définit comme suit : Θ > Tprotsct2 et G > S2. C'est une zone d'immobilisation de la transmission, qui peut imposer tout ou partie des mesures suivantes :
o l'ouverture totale des embrayages de la transmission, imposant à celle-ci un « neutre mécanique » dit de « sécurité thermique » l'alerte ou l'information du conducteur sur la surchauffe de la transmission ; FIGS. 5A and 5B illustrate a fourth protection zone of FIG. 1B, in which the temperature of the oil Θ is between two thresholds T protsctl and T protsct2 of about 90 ° C and 110 ° C. Its elevation gradient G is between a first threshold (Si) of 0.01 ° C and a second threshold S2 of 0.03 ° C per second. It is defined as follows: Θ> T protsct2 and G> S 2 . It is an immobilization zone of the transmission, which may impose some or all of the following measures: o the total opening of the clutches of the transmission, imposing on it a "mechanical neutral" called "thermal safety" alert or information of the driver on the overheating of the transmission;
o la mémorisation du contexte de l'incident. o the memorization of the context of the incident.
En conclusion, il faut souligner que l'application du procédé a des conséquences sur le fonctionnement du véhicule, telles que des coupures ponctuelles de la climatisation, ou son adaptation à un seuil de température de consigne plus élevé, de manière à ne pas augmenter le régime de ralenti du moteur. Par ailleurs, elle impose des arbitrages entre la consigne de climatisation et la protection de la transmission. Enfin, la mémorisation de l'incident, et l'abandon de la stratégie en cas de défaut d'information sur la température du fluide, peuvent s'avérer utiles.
In conclusion, it should be emphasized that the application of the method has consequences on the operation of the vehicle, such as occasional cuts in the air conditioning, or its adaptation to a higher target temperature threshold, so as not to increase the idle speed of the engine. Moreover, it imposes trade-offs between the air-conditioning regulation and the protection of the transmission. Finally, memorizing the incident, and abandoning the strategy in the event of a lack of information on the temperature of the fluid, may be useful.
Claims
REVENDICATIONS
1. Procédé de contrôle de température du fluide fonctionnel d'un convertisseur hydro-cinétique de transmission automatique assurant la transmission du couple entre un impulseur relié au moteur d'entraînement d'un véhicule et une turbine reliée à un réducteur de mouvement en direction des roues du véhicule, en pilotant le régime du moteur d'entraînement en fonction de l'évolution de la température (Θ) du fluide dans le temps et de son gradient d'élévation (G ) , caractérisé en ce qu'on définit des zones de protection en fonction de seuils de température et de gradient d'élévation, dans lesquelles on impose au régime du moteur d'entraînement et à la transmission des consignes de pilotage particulières pouvant limiter ou interrompre le fonctionnement de certains accessoires du véhicule, consommateurs d' énergie . 1. A method for controlling the temperature of the functional fluid of an automatic transmission hydro-kinetic converter ensuring the transmission of torque between an impeller connected to the drive motor of a vehicle and a turbine connected to a gear reducer in the direction of vehicle wheels, by controlling the speed of the drive motor as a function of the evolution of the temperature (Θ) of the fluid in time and of its elevation gradient (G), characterized in that zones are defined protection according to temperature thresholds and elevation gradient, in which is imposed at the speed of the drive motor and the transmission of particular steering instructions that can limit or interrupt the operation of certain vehicle accessories, consumers of energy.
2. Procédé de contrôle de température selon la revendication 1, caractérisé en ce qu'on définit une zone de protection dans laquelle la température de l'huile (Θ) est inférieure à un seuil (Tprotectl) d'environ 90°C, et son gradient d'élévation G est inférieur à un premier seuil (SI) de 0,01°C par seconde . 2. A method of temperature control according to claim 1, characterized in that defines a protection zone in which the temperature of the oil (Θ) is below a threshold (Tprotectl) of about 90 ° C, and its elevation gradient G is less than a first threshold (SI) of 0.01 ° C per second.
3. Procédé de contrôle de température selon la revendication 1 ou 2, caractérisé en ce qu'on définit une zone de protection dans laquelle la température de l'huile (Θ) est inférieure à un premier seuil (Tprotectl) d'environ 90°C, et son gradient d'élévation (G ) est compris entre un premier seuil (SI) de 0,01°C et un second seuil (S2) de 0,03°C par seconde. 3. A method of temperature control according to claim 1 or 2, characterized in that defines a protection zone in which the temperature of the oil (Θ) is less than a first threshold (Tprotectl) of about 90 ° C, and its elevation gradient (G) is between a first threshold (SI) of 0.01 ° C and a second threshold (S2) of 0.03 ° C per second.
4. Procédé de contrôle de température selon la revendication 1, 2, ou 3, caractérisé en ce qu'on définit une zone de protection dans laquelle la température de l'huile (□) est comprise entre deux seuils (Tprotectl) et (Tprotect2) d'environ 90°C et 110°C, et son gradient d'élévation (G) est compris entre un premier seuil (SI) de 0,01°C et un second seuil (S2) de 0,03°C par seconde.
4. A method of temperature control according to claim 1, 2 or 3, characterized in that defines a protection zone in which the oil temperature (□) is between two thresholds (Tprotectl) and (Tprotect2 ) of about 90 ° C and 110 ° C, and its elevation gradient (G) is between a first threshold (SI) of 0.01 ° C and a second threshold (S2) of 0.03 ° C by second.
5. Procédé de contrôle de température selon l'une des revendications 1 à 4 caractérisé en ce qu'on définit une zone de protection dans laquelle la température de l'huile (Θ) est supérieure à un seuil de protection {Tprotect2) , et son gradient d'élévation est supérieur à un seuil (S2) d'environ 110°C. 5. A method of temperature control according to one of claims 1 to 4 characterized in that defines a protection zone in which the temperature of the oil (Θ) is greater than a protection threshold (Tprotect2), and its elevation gradient is greater than a threshold (S2) of about 110 ° C.
7. Procédé de contrôle de température selon l'une des revendications précédentes, caractérisé en ce que le pilotage du régime moteur est pris en charge par le système de contrôle de la transmission, qui émet une consigne prioritaire de ralenti. 7. Temperature control method according to one of the preceding claims, characterized in that the control of the engine speed is supported by the transmission control system, which emits a priority priority idle.
8. Procédé de contrôle de température selon l'une des revendications précédentes, caractérisé en ce que le conducteur est alerté de la surchauffe de la transmission. 8. Temperature control method according to one of the preceding claims, characterized in that the driver is alerted to the overheating of the transmission.
9. Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que le débrayage à l'arrêt de la transmission est imposé à celle-ci. 9. Control method according to one of the preceding claims, characterized in that the disengagement at the stop of the transmission is imposed thereto.
10. Procédé de contrôle de température selon la revendication 5, caractérisé en ce que la transmission est mise au neutre mécanique par ouverture de tous ses embrayages.
10. A temperature control method according to claim 5, characterized in that the transmission is set to mechanical neutral by opening all its clutches.
Applications Claiming Priority (2)
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FR1558827A FR3041405B1 (en) | 2015-09-18 | 2015-09-18 | METHOD FOR CONTROLLING FUNCTIONAL FLUID TEMPERATURE |
FR1558827 | 2015-09-18 |
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WO2017046472A1 true WO2017046472A1 (en) | 2017-03-23 |
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PCT/FR2016/052189 WO2017046472A1 (en) | 2015-09-18 | 2016-09-05 | Method for controlling the temperature of a functional fluid |
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Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2320339A (en) * | 1996-12-13 | 1998-06-17 | Unisia Jecs Corp | Regulating transmission fluid temperature by controlling the vehicle engine |
JPH10169771A (en) * | 1996-12-09 | 1998-06-26 | Jatco Corp | Operation monitoring device for vehicle transmission |
US20110054749A1 (en) * | 2008-11-04 | 2011-03-03 | Robert Merrion | System for Controlling Torque Converter Temperature During Torque Converter Stall Conditions |
JP2011157016A (en) * | 2010-02-02 | 2011-08-18 | Toyota Motor Corp | Accessory control device for vehicle |
WO2013050681A1 (en) * | 2011-10-06 | 2013-04-11 | Renault S.A.S. | Method and system for controlling a power train depending on the temperature of a hydraulic torque converter |
-
2015
- 2015-09-18 FR FR1558827A patent/FR3041405B1/en active Active
-
2016
- 2016-09-05 WO PCT/FR2016/052189 patent/WO2017046472A1/en active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH10169771A (en) * | 1996-12-09 | 1998-06-26 | Jatco Corp | Operation monitoring device for vehicle transmission |
GB2320339A (en) * | 1996-12-13 | 1998-06-17 | Unisia Jecs Corp | Regulating transmission fluid temperature by controlling the vehicle engine |
US20110054749A1 (en) * | 2008-11-04 | 2011-03-03 | Robert Merrion | System for Controlling Torque Converter Temperature During Torque Converter Stall Conditions |
JP2011157016A (en) * | 2010-02-02 | 2011-08-18 | Toyota Motor Corp | Accessory control device for vehicle |
WO2013050681A1 (en) * | 2011-10-06 | 2013-04-11 | Renault S.A.S. | Method and system for controlling a power train depending on the temperature of a hydraulic torque converter |
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FR3041405A1 (en) | 2017-03-24 |
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