WO2019063900A1

WO2019063900A1 - Method for recovering torque for an engine during automatic control

Info

Publication number: WO2019063900A1
Application number: PCT/FR2018/052206
Authority: WO
Inventors: Valentina CIARLA; Francois CHAUNUT; Baptiste LAMBERT
Original assignee: Psa Automobiles Sa
Priority date: 2017-09-27
Filing date: 2018-09-10
Publication date: 2019-04-04
Also published as: CN111148678A; FR3071463A1; FR3071463B1

Abstract

The invention concerns a method for recovering torque for a motor vehicle engine during automatic control delivering a torque setpoint (V cons) for the engine. The torque produced at at least one wheel is monitored with a comparison of the torque setpoint (V cons) and a delivered torque (CR). When a difference between the delivered torque (CR) and the torque setpoint (V cons) is outside a predetermined variation range defined to ensure automatic control, at least one auxiliary torque (C Prel EA) requested by an auxiliary element is identified, the auxiliary torque (C Prel EA) being taken from the engine torque. When the auxiliary torque (C Prel EA) is identified, the auxiliary torque (C Prel EA) is completely or partially offloaded with a sufficient reduction in order to reach the torque setpoint (V cons).

Description

TORQUE RECOVERY METHOD FOR MOTOR DURING ONE

AUTOMATIC PILOTAGE

The present invention relates to a torque recovery process for a powertrain comprising a motor vehicle engine, via requests for freeze / unloading, during an autopilot. The present invention also relates to a motor vehicle comprising an automatic control system implementing such a method, including an automatic control system for the longitudinal mobility of the vehicle. The engine may be a heat engine or not, being associated or not with a motor providing non-thermal propulsion.

For example, the motor vehicle can be equipped with a radar or camera system to ensure the automatic movement of a vehicle and / or an automatic parking system.

Such an autopilot system can drive the powertrain in a range, which corresponds to its minimum and maximum capacity, for example the delivery of a minimum torque corresponding to the engine friction torque during a foot lift of the throttle pedal driver and maximum torque corresponding to a full load for the power train.

This range may be disturbed by a need induced by other torque consumers, for example auxiliary elements such as air conditioning or alternator that can be active at the same time the unfolding of the automatic maneuver, with consequences on the automatic maneuver. Indeed, the automatic maneuver can no longer be performed at the level of the expected service for the function.

[0005] There can be two main effects induced by the consumers. The first effect is that the consumer auxiliary element draws torque that should be made available for the maneuver. The second effect is that the auxiliary consumer element generates a disturbance on the torque actually delivered to the wheel.

The known solutions for building requests for freezing and / or unloading to the auxiliary elements are based on the information commonly known as "reconstructed accelerator pedal". This information corresponds to the coordination between a will of the driver requested to the pedal and a set torque in automatic control, reported in the reference of the accelerator pedal. The difficulties created by this last information are as follows. Its transposition in the pedal reference system does not respect the precision needs required by an automatic regulation. In addition, the latter information is based on the torque setpoint requested by the autopilot system, which is itself indirectly disturbed by the auxiliary elements.

Therefore, the problem underlying the invention is to supervise the torque production capabilities actually delivered to the wheel of the powertrain and sending requests for load shedding and / or freezing of consumers to, d on the one hand, to recover the necessary torque to perform the automatic maneuver by this or these actions of shedding and / or freezing and, on the other hand, to prevent the torque delivered to the wheel being automatically maneuvered from being disturbed by auxiliary consumer elements present in the motor vehicle.

To achieve this objective, it is provided according to the invention a torque recovery process for a powertrain comprising a motor vehicle engine during an automatic control of the vehicle delivering a torque setpoint for the engine, characterized in that monitoring supervision of a torque generating capacity at at least one driving wheel of the vehicle is established with comparison of the torque setpoint and a torque actually delivered to said at least one driving wheel and, when a difference of torque actually delivered with the torque setpoint is outside a predetermined range of variation defined to ensure the automatic control, it is proceeded to an identification of at least one auxiliary torque requested by at least one auxiliary element, present in the vehicle motor and the motor, said at least one auxiliary torque being taken from the torque actually delivered, and, when said at least one auxiliary torque is identified, it is performed a complete or partial shedding of said at least one auxiliary torque on the torque actually delivered with a decrease sufficient to reach the torque setpoint.

The complete load shedding may concern a freeze of a consumption demand for an auxiliary element and not only the stop of a consumption. The shedding can be complete, that is to say that the consumption by the auxiliary element is suspended or decreased.

[001 1] The technical effect is obtained by identifying life situations that are disturbed by accessory torque requests and then by the construction of requests freezing and / or offloading energy supply taken from the engine torque for consumer auxiliary elements in order to recover the torque actually delivered to perform the automatic operation. Disturbance torques are removed or decreased, which facilitates automatic maneuvering. The torque consumption requests are communicated to a coordinator forming part of the autopilot system so that it can perform the best compromise between multi-benefits comfort, for example that of the passenger compartment of the motor vehicle and in particular of its air conditioning and the pleasure of automatic driving, including its ease and acoustics for the driver and passengers of the vehicle during an automatic maneuver. It is also provided protection or less stress of the powertrain members implemented during the automatic maneuver.

The identification of the need for freezing and / or load shedding of the auxiliary consumer elements in the case of automatic driving of the powertrain is carried out more precisely than with respect to a system of the state of the art based on the pedal reconstructed acceleration.

A cancellation of the automatic maneuver or a difficulty of completion of the automatic maneuver are avoided in cases of critical life for too high parasitic consumption adversely affecting the automatic maneuver, via the recovery at least partial torque taken by the elements. auxiliary consumers interfering with the motor torque actually delivered.

The engine object of the present invention may be a heat engine, an electric machine or a combination of a heat engine and a non-thermal propulsion engine, the non-thermal propulsion engine replacing and / or cooperating with the engine for the propulsion of the vehicle.

Advantageously, when several auxiliary pairs attached to different auxiliary elements are identified, the shedding is done according to a previously stored load shed priority list for the auxiliary elements according to a priority classification of these auxiliary elements, the load shedding consisting of in one or more complete or partial load shedding of at least a portion of the auxiliary pairs according to different shedding percentages specific to each auxiliary torque, the auxiliary torque or pairs associated with a respective auxiliary element being classified as a priority being less diminished or maintained unchanged from the auxiliary pairs associated with an auxiliary element classified as a lower priority.

Advantageously, the shedding of said at least one auxiliary torque is followed by a freezing of said at least one auxiliary torque to a constant level and, when at least one auxiliary torque is maintained without load shedding, said at least one auxiliary torque without load shedding is also frozen.

Advantageously, for the delivery of the torque setpoint during the autopilot, external conditions and / or driving conditions of the motor vehicle are taken into account from among the following conditions, taken individually or in combination: an outside temperature, an altitude, a gradient of the rolling plane of the vehicle, a temperature of the engine coolant, when the engine is a heat engine, a lubricating oil temperature of the engine, when the engine is a heat engine, and an automatic gearbox of the powertrain, a speed of movement of the vehicle lower than a threshold which can be between 5 and 10 km / h.

Advantageously, during the monitoring supervision of a torque production capacity, a reference torque gradient is taken into account at the said at least one drive wheel, and when this gradient is frozen at the maximum torque at said at least one drive wheel corresponding to the full load torque, the complete or partial unloading of said at least one auxiliary torque with a decrease sufficient to reach the torque setpoint at said at least one driving wheel is confirmed.

Advantageously, a complete or partial unloading start of said at least one auxiliary torque with a decrease sufficient to reach the torque setpoint at said at least one driving wheel is performed after at least one confirmation delay and an end of the load shedding is performed after at least one end of confirmation delay.

[0021] Advantageously, the method comprises an initial step of checking the beginning of automatic piloting.

The invention also relates to a motor vehicle comprising a powertrain comprising a motor, auxiliary elements and an automatic vehicle control system, the automatic vehicle control system, when operational after an activation of the driver of the vehicle by the vehicle. intermediary human / machine interface, issuing a torque command request to at least one wheel to the engine by a coordinator of the automatic instructions to the powertrain, the motor vehicle implementing such a torque recovery method, characterized in that the coordinator of the automatic locks comprises means for receiving, on the one hand, the torque setpoint supplied by the automatic control system, and, on the other hand, the torque actually delivered by the engine, means for comparing the setpoint of torque and the torque actually delivered, means for identifying at least one auxiliary torque requested by at least one auxiliary element by being taken from the torque at said at least one driving wheel and means for fully or partially unloading said minus an auxiliary torque on the torque actually delivered by a coordinator for auxiliary elements.

Advantageously, said at least one auxiliary element is taken individually or in combination from an air conditioner of a passenger compartment of the motor vehicle and an alternator connected to a battery and associated with the engine for a recovery of mechanical energy produced by the engine. an electrical energy.

Advantageously, the vehicle comprises an automatic gearbox associated with the engine and a powertrain coordinator in charge of the operation of the engine and the automatic gearbox, a report of the automatic gearbox being controlled by the coordinator of the engine. automatic commands during the automatic control of the vehicle, the automatic control system and / or the powertrain coordinator having means for receiving one or more operating parameters of the powertrain by being connected to sensors communicating to them parameters of driving or outside conditions in a vehicle environment. Other features, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the accompanying drawings given by way of non-limiting examples and in which:

FIG. 1 is a schematic representation of a motor vehicle with a motor and an automatic control system, such a vehicle being able to implement the torque recovery method according to the present invention,

FIG. 2 illustrates a timing diagram illustrating various parameters taken into account during the implementation of the method according to the invention,

FIG. 3 shows a comparison between the results obtained respectively according to the implementation of a method according to the present invention and a method according to the state of the art, essentially on the difference between the torque setpoint and the torque at the vehicle wheel.

It is to be borne in mind that the figures are given by way of examples and are not limiting of the invention. They constitute schematic representations of principle intended to facilitate the understanding of the invention and are not necessarily at the scale of practical applications. In particular, the dimensions of the various elements illustrated are not representative of reality.

In what follows, reference is made to all the figures taken in combination. When reference is made to one or more specific figures, these figures are to be taken in combination with the other figures for the recognition of the designated reference numerals.

Referring more particularly to Figure 1, the motor vehicle for the implementation of a torque recovery process for a powertrain comprising a motor vehicle engine 1 during an automatic control object of the present invention, the vehicle is equipped with at least the following elements in addition to the engine 1.

The engine may be a heat engine, for example a compression ignition engine, including a diesel engine or diesel engine or a spark ignition engine, including a gasoline or gasoline-containing fuel engine. The engine may be other than a heat engine and the motor vehicle may be a hybrid vehicle or not.

The vehicle comprises auxiliary elements 2 other than the engine 1, preferably associated with the engine 1 but not only associated. Without being limiting, the auxiliary element or elements 2 may be taken individually or in combination from an air conditioner of a passenger compartment of the motor vehicle and an alternator connected to a battery and associated with the engine 1 for a recovery of mechanical energy produced by the motor 1 in electrical energy. The vehicle comprises a coupling system 3 of the engine 1 to the wheels of the vehicle, via a clutch and an automated gearbox. The automatic gearbox associated with the engine 1 can be controlled by a powertrain coordinator 4, also known as engine control unit, in charge of the operation of the engine 1 and the automatic gearbox. During an automatic maneuver, a report of the automatic gearbox can be controlled by a coordinator of the automatic lockers 5 towards the powertrain during the automatic piloting of the vehicle associated with or forming part of an automatic piloting system 6. [0032 The powertrain coordinator 4, the automatic command coordinator 5 and / or the automatic piloting system 6 may have means for receiving one or more operating parameters of the powertrain possibly communicated by the powertrain coordinator. The coordinator of the automatic instructions 5, the automatic control system 6 and / or the coordinator of the powertrain 4 as engine control unit can be connected to sensors communicating to them rolling parameters or external conditions. in a vehicle environment. The automatic lock coordinator 5 can be part of the automatic piloting system 6 and the automatic piloting system 6 can be integrated in the powertrain coordinator 4 as shown in FIG. 1.

The vehicle thus comprises an automatic control system 6 for sending torque instructions to the powertrain by the coordinator of the automatic lockers 5 to manage the autopilot, including the longitudinal dynamics. The automatic piloting system 6 is integrated into the powertrain coordinator 4 by being housed on one or more computers, allowing automated management of the maneuvers and actions of the powertrain.

Among these actions, one can find, for example a monitoring of the conditions adapted to the control of the longitudinal dynamics, a receipt of the instructions in torque to the wheel and or the desire to stop and / or redécoller the vehicle of the part of the piloting system, to take off again, meaning a resumption of driving the vehicle with a passage of speed.

The coordinator of the powertrain 4 or engine control unit can also integrate a coordinator of the automatic lockers 5 towards the powertrain, in particular to the engine 1, for example a suitable gearbox ratio for the application of the pair instructions that the automatic lockpoint coordinator 5 addresses to the engine 1. According to the invention, the automatic control system 6 integrates or is associated with a coordinator 7 for auxiliary elements 2 of the motor vehicle, for example auxiliary elements 2 present in the passenger compartment of the motor vehicle or part of the network. electrical board. This coordinator 7 of auxiliary elements 2 controls the stopping and restarting of the auxiliary elements 2, for example cabin comfort in the passenger compartment, including air conditioning and management of the onboard electrical network, for example the battery and the alternator, the latter taking torque from the torque delivered by the engine.

The object of the present invention relates to the introduction of new powertrain monitoring strategies in the powertrain coordinator for conventional engines with an automatic gearbox, these new strategies resulting from a recovery process of torque for a power train according to the present invention.

The method according to the invention takes place during a driving or automatic operation of the vehicle by delivering a torque setpoint V cons for the engine 1 and passing an automatic gearbox speed adapted to the automatic maneuver.

According to the invention, a monitoring supervision of a torque production capacity to at least one driving wheel of the vehicle is established with comparison of the torque setpoint V cons and a torque actually delivered CR to the said less a driving wheel.

When a difference in the actual delivered torque CR with the torque setpoint V cons is outside a predetermined range of variation defined to ensure the autopilot, which is the case when excessive demands for sampling of engine torque by auxiliary elements 2, an identification is made of at least one auxiliary torque C Prel EA requested by at least one auxiliary element 2, present in the motor vehicle and different from the engine 1, said at least one auxiliary torque C Prel EA being taken from the torque at said at least one driving wheel.

When said at least one auxiliary pair C Prel EA is identified, it is carried out a complete or partial unloading of said at least one auxiliary torque C Prel EA on the actually delivered torque CR with a decrease sufficient to reach the torque set point V cons at said at least one driving wheel, which allows the automatic maneuver to unfold in better conditions. FIG. 2, while referring to FIG. 1 for the missing references in FIG. 2, shows the detail of various operating parameters of the method according to the invention as a function of the time t (s) expressed in seconds according to time intervals t1 to t10. The reference 9 relates to the autopilot system 6 with piloting capabilities in course Pil, determination of piloting Pil and lack of pilot N pil. The reference 10 relates to the state of the power train coordinator with active state A, waiting state At and inhibited state Inh.

The reference 1 1 relates to the identification of automatic start of operation in progress, that is to say, a take-off or an automatic exit of the place, the vehicle at the beginning of maneuver being referenced dman and the vehicle n 'not being at the beginning of maneuver being referenced Ndman. Reference 12 relates to the identification of cext environmental conditions which may induce the use of auxiliary elements 2 consumers in the vehicle or affect the efficiency. Adequate and unsuitable external conditions are respectively referenced cext and Ncext. The reference 13 relates to the monitoring of the realization of the torque. The realization of the critical torque and the realization of the non-critical torque are respectively referenced cnc and cnNc. The reference 14 relates to the confirmation delay of sending the load shedding request, with a maximum confirmation time referenced tmax. The reference 15 relates to a request for freezing and / or unloading with the respective references D and ND respectively for a request for freezing and / or unloading and for any unloading request. The reference 16 relates to the coordination of the auxiliary elements 2 in the passenger compartment, mainly the air conditioning and the onboard network, mainly the alternator and the battery. The torque sampling and the absence of torque sampling are respectively referenced prelC and NPrel C. [0046] At the beginning of automatic maneuvering, between times 0 and t1, the automatic piloting system 6 identifies a phase of preparation on demand. piloting. The method according to the invention may comprise an initial step of checking the start of automatic piloting.

During this phase, the driver has the hand on the system: this can be reflected, for example, via a search phase of maneuvering or via the activation of the wheel automatic function. This phase is thus subject to the monitoring of the status of the powertrain supervisor, who must be waiting to be able to receive torque instructions and not to an inhibition for other conditions that could prevent the successful completion of the autopilot. When the autopilot system 6 actually begins to request torque to the powertrain between times t3 and t4, according to the method according to the present invention, it is started monitoring.

The elements subject to evaluation are first an internal state of coordination of the automatic lockers to the powertrain, to verify that the powertrain is actually receiving torque requests by the autopilot system 6.

In the second, the overall dynamics of the vehicle is evaluated by the following question: "the autopilot system 6 is driving the powertrain in a low-speed life situation? ". Low-speed automatic displacements cause sources of noise on the precision of the torque control because of the phenomena of engine friction or tires against the ground, which are greater compared to those that have high speed. These phenomena also induce a subsequent load for the movement of the vehicle. In third, it is evaluated a presence or no environmental conditions that can induce the actuation of auxiliary elements 2. Via sensors in the vehicle, the coordinator can take notice if the vehicle is on very large slopes that induce heavy loads, if the vehicle is at altitude, the delivered torque being impacted by the lack of oxidant in the combustion chamber and if the coolant temperature of the engine is too cold, in the case of a heat engine, which can induce a bad combustion and, consequently, a reduced available torque.

In addition, a temperature of a thermal engine too cold, but also too hot, for a long enough time can be an indicator of equivalent external conditions. These conditions may encourage the driver to turn on the air conditioning to warm or cool his cabin and create a torque sample on the torque to said at least one wheel.

In fourth, it can be done a monitoring of the torque tracking by answering the question: "Is the torque tracking is taking place with the necessary dynamics and precision that allow the autopilot system? 6 to make the vehicle move forward in accordance with safety standards and driver comfort? ". Thus, for the delivery of the torque setpoint V cons during the autopilot, it may be taken into account external conditions and / or driving conditions of the motor vehicle. The following conditions can be cited, taken singly or in combination: an outside temperature, an altitude, a gradient of the vehicle rolling plane, a temperature of the engine coolant 1 for a heat engine a temperature of the engine oil for a heat engine and an oil gearbox, a vehicle speed of travel below a determined speed threshold, this threshold being between 5 and 10 km / h. Monitoring the torque tracking is done by looking especially if the error between the setpoint V cons and the actually delivered torque CR or actual torque is outside the nominal ranges. This may mean that there is at least one consumer auxiliary element 2 which is adding noise on the realization of the torque to the wheel.

Monitoring the torque monitoring is also done by looking if the gradient of the torque setpoint is not too large and already saturated to the maximum torque, that is to say frozen at the maximum torque available. by the powertrain. In view of the temperature monitoring condition, this may also mean that the maximum powertrain torque is reduced because of losses due to the power supply of auxiliary elements then consuming energy. If all of the above conditions are verified, then the coordinator for the automatic control of the powertrain can raise at least one request, or two requests, to the coordinator of the auxiliary elements 7, including the passenger compartment and the network, which is done at time t5 in Figure 2.

The first request is a load shedding request of the auxiliary elements 2, referenced 15, to recover the torque for the powertrain and make it available to the automatic control system 6 in order to perform its maneuver at high load. This meets a need for the autopilot system 6.

It can be carried out unloading or a gel of one or more auxiliary elements 2. When several auxiliary pairs C Prel EA attached to different auxiliary elements 2 are identified, the load shedding can be done according to a list priority of load shedding previously memorized for the auxiliary elements 2 according to a priority classification of these auxiliary elements 2. The or each load shedding may consist of one or more complete or partial load shedding of at least a portion of the auxiliary C Prel EA pairs according to different shedding percentages specific to each C Prel EA auxiliary torque. The auxiliary pair or pairs C Prel EA associated with a respective auxiliary element 2 may be classified as priority by being less diminished or kept unchanged with respect to the auxiliary pairs C Prel EA associated with an auxiliary element 2 classified as a lower priority.

A second possible request is a request to freeze the torque taken by one or more auxiliary elements 2 consumers to eliminate disturbances, including electrical nature, the actual torque delivered CR transmitted to said at least one wheel and allow driving more precise. This answers a need for precision of the autopilot system 6.

Thus a load shedding of one or more auxiliary pairs C Prel EA can be followed by a freezing of said at least one auxiliary pair C Prel EA and other auxiliary pairs C Prel EA then held at a constant level. When at least one auxiliary pair C Prel EA is maintained without load shedding, said at least one auxiliary pair C Prel EA without shedding can also be fixed.

These two requests can be issued simultaneously or independently, but they will have priority over other requests in the coordinator 7 of the auxiliary elements 2. These requests are not sent permanently, but with delays Tmax of confirmation, on the line referenced 13 and issued between instants t3 and t4 in Figure 2 and end of confirmation or deconfirmation, issued between times t6 and t7.

These timers Tmax make it possible to avoid, on the one hand, permanently disturbing the proper functioning of the auxiliary elements 2 and the activation and deactivation elements of the auxiliary elements 2 with the risk of damage to the auxiliary elements 2 and their activation members if over-solicited and, on the other hand, to compromise the benefit of living comfort, removing the accessibility to air conditioning by the driver. Thus, a complete or partial unloading start of said at least one auxiliary pair C Prel EA with a sufficient decrease to reach the setpoint of torque V cons at said at least one driving wheel can be performed after at least one confirmation time Tmax and an end of load shedding can be performed after at least one end of confirmation delay.

The response to these two constraints is visible in Figure 2 between times t8 and t9. Although all the previously stated conditions for load shedding are verified, there is no sending of requests.

Figure 3 illustrates the benefit of the present invention compared to the state of the art on the provision of torque by the powertrain. For the description of this figure, reference will be made to FIGS. 1 and 2 when not present in FIG. 3. FIG. 3 illustrates a comparison in time t (s) measured in seconds, on the one hand, the torque taken by the auxiliary consumer elements C Prel EA and, secondly, the torque tracking SC during the implementation of a method according to the present invention, referenced AP and shown at the bottom of the figure and at the the implementation of a method according to the state of the art, referenced AV and shown in the illustration at the top of the figure.

For each implementation, it is shown a powertrain engine torque without loss by consumption of auxiliary elements C GMP s, a powertrain engine torque with loss of consumption of auxiliary elements C GMP, a value torque setpoint V cons from the automatic control system 6 and a foldback value Vr. It is shown at the top of FIG. 3 a torque setpoint curve towards the powertrain according to the state of the art V cons And at the bottom of FIG. 3 a torque setpoint curve towards the powertrain according to the invention V cons inv.

CR refers to the torque actually delivered to said at least one wheel or actual torque and the difference obtained according to the invention between the torque setpoint to the powertrain according to the invention V cons Inv and the actual torque CR is referenced E Inv. The difference obtained according to the state of the art between the torque setpoint to the powertrain according to the state of the art V cons And and the actual torque CR is referenced E Et. According to the state of the art the value of the setpoint torque V cons And requested by the autopilot rises quickly enough and this Vcons AND setpoint is saturated or frozen at the maximum torque available by the powertrain. So the difference E and on the realization of the torque is very important because of the limitations provided by the auxiliary element or elements while consuming energy on the supply of torque to said at least one wheel.

According to the invention, it is recovered an additional torque, which can be made available to the automatic control system 6 for the torque delivered by the powertrain to said at least one wheel. The torque taken by the auxiliary elements 2 C Prel EA is reduced or canceled. It is thus gained in precision in the follow-up of torque.

Thus according to the present invention, it is guaranteed a standard of comfort, an expected service and a level of safety required by vehicles when boarding the powertrain automatic steering systems.

Referring to all the figures, the invention also relates to a motor vehicle comprising a powertrain comprising a motor 1, auxiliary elements 2 and an automatic control system 6 of the vehicle. The automatic vehicle control system 6, when operational after an activation of the driver of the vehicle via a man / machine interface, sends a torque command request to at least one wheel to the engine 1 by a coordinator of the vehicle. automatic lockers 5 to the power train.

According to the invention, the motor vehicle implements a torque recovery method as previously described. The coordinator of the automatic instructions 5 comprises means for receiving, on the one hand, the torque setpoint V cons supplied by the automatic control system 6 and, on the other hand, the torque actually delivered CR by the engine 1.

The coordinator of the automatic lockers 5 also comprises means for comparing the torque setpoint V cons and the actually delivered torque CR, means for identifying at least one auxiliary pair C Prel EA requested by at least one element. auxiliary 2 being taken from the actual torque CR delivered to said at least one drive wheel, and means for completely or partially unloading said at least one auxiliary torque C Prel EA on the actually delivered torque CR, this being obtained by a coordinator for auxiliary elements 7.

The invention is not limited to the described and illustrated embodiments which have been given only as examples.

Claims

claims

Torque recovery process for a powertrain comprising a motor vehicle engine (1) during an automatic vehicle control delivering a torque setpoint (V cons) for the engine (1), characterized in that a supervisory supervision of a torque production capacity to at least one driving wheel of the vehicle is established with comparison of the torque setpoint (V cons) and a torque actually delivered (CR) to said at least one driving wheel and, when a difference of the actually delivered torque (CR) with the torque setpoint (V cons) is outside a predetermined variation range defined to guarantee the automatic control, an identification of at least one auxiliary torque is performed (C Prel EA ) requested by at least one auxiliary element (2), present in the motor vehicle and different from the motor (1), said at least one auxiliary torque (C Prel EA) being taken from the effect torque delivered (CR), and when said at least one auxiliary torque (C Prel EA) is identified, a complete or partial unloading of said at least one auxiliary torque (C Prel EA) on the actually delivered torque (CR) is performed with a sufficient decrease to reach the torque setpoint (V cons).

Method according to the preceding claim, in which, when several auxiliary pairs (C Prel EA) attached to different auxiliary elements (2) are identified, the unloading is done according to a previously stored load shed priority list for the auxiliary elements (2) according to a priority classification of these auxiliary elements (2), the load shedding consisting of one or more complete or partial load shedding of at least a portion of the auxiliary pairs (C Prel EA) according to different shedding percentages specific to each auxiliary torque (C Prel EA), the auxiliary coupling (s) (C Prel EA) associated with a respective auxiliary element (2) being classified as a priority being less diminished or kept unchanged relative to the auxiliary pairs (C Prel EA) associated with an auxiliary element (2) classified as a lower priority.

A method according to any one of claims 1 or 2, wherein the shedding of said at least one auxiliary torque (C Prel EA) is followed by a freezing of said at least one auxiliary torque (C Prel EA) to a constant level and, when at least one auxiliary torque (C Prel EA) is maintained without load shedding, said at least one auxiliary torque (C Prel EA) without load shedding is also fixed. Method according to any one of the preceding claims, in which, for the delivery of the torque setpoint (V cons) during the automatic piloting, external conditions and / or driving conditions of the motor vehicle are taken into account among the conditions following, taken individually or in combination: an outside temperature, an altitude, a declivity of the rolling plane of the vehicle, a temperature of the engine coolant (1), when the engine is a heat engine, an oil temperature of engine lubrication (1), when the engine is a thermal engine, and an automatic transmission of the powertrain, a vehicle movement speed below a threshold that can be between 5 and 10 km / h.

A method as claimed in any one of the preceding claims, wherein, during supervisory supervision of a torque generating capability, a torque setpoint gradient is taken into account at said at least one driving wheel, and when this gradient is fixed to the maximum torque at said at least one driving wheel corresponding to the torque at full load, the complete or partial shedding of said at least one auxiliary torque (C Prel EA) with a decrease sufficient to reach the torque setpoint (V cons ) to said at least one driving wheel is confirmed.

Method according to any one of the preceding claims, in which a complete or partial unloading start of said at least one auxiliary torque (C Prel EA) with a decrease sufficient to reach the torque setpoint (V cons) at said at least one wheel motor is performed after at least one confirmation delay (Tmax) and an end of the unloading is performed after at least one end of confirmation delay.

A method as claimed in any one of the preceding claims, which comprises an initial step of checking the start of autopilot.

Motor vehicle comprising a power train comprising a motor (1), auxiliary elements and an automatic steering system (6) of the vehicle, the automatic control system (6) of the vehicle, when operational after an activation of the driver of the vehicle by the intermediate of a man / machine interface, issuing a torque command request to at least one wheel to the engine (1) by a coordinator of the automatic instructions (5) to the powertrain, the motor vehicle implementing a method torque recovery device according to any one of the preceding claims, characterized in that the coordinator of the automatic instructions (5) comprises means for receiving, on the one hand, the torque instruction (V cons) supplied by the automatic control system (6) and, on the other hand, the torque actually delivered (CR) by the engine (1), means for comparing the torque setpoint (V cons) and the actual delivered torque (CR), means for identifying at least one auxiliary torque (C Prel EA) requested by at least one auxiliary element (2) from the the actually delivered torque (CR) and means for completely or partially unloading said at least one auxiliary torque (C Prel EA) on the actually delivered torque (CR) by a coordinator for auxiliary elements (7).

Vehicle according to the preceding claim, wherein said at least one auxiliary element (2) is taken individually or in combination from an air conditioner of a passenger compartment of the motor vehicle and an alternator connected to a battery and associated with the engine (1) for recovery mechanical energy produced by the motor (1) into electrical energy.

Vehicle according to any one of the two preceding claims, which comprises an automatic gearbox associated with the engine (1) and a powertrain coordinator (4) in charge of the operation of the engine (1) and of the automatic gearbox, a report of the automatic gearbox being controlled by the coordinator of the automatic lockers (5) during the automatic piloting of the vehicle, the coordinator of the automatic lockers (5), the automatic piloting system (6) and / or the coordinator of the group powertrain (4) having means for receiving one or more operating parameters of the powertrain by being connected to sensors communicating to them rolling parameters or external conditions in a vehicle environment.