WO2006030141A1

WO2006030141A1 - Multimode control method for operating an automated transmission for a motor vehicle and corresponding device

Info

Publication number: WO2006030141A1
Application number: PCT/FR2005/050706
Authority: WO
Inventors: Frédéric Roudeau; Thomas Turpin
Original assignee: Renault S.A.S.
Priority date: 2004-09-10
Filing date: 2005-09-05
Publication date: 2006-03-23
Also published as: FR2875284B1; FR2875284A1

Abstract

The invention concerns a device for controlling an automated transmission of an engine-transmission unit for a motor vehicle, adapted to deliver set point signals of a variable to be applied to the wheels of the motor vehicle, comprising: an input unit (1) delivering input data including parameters defining the characteristics of the motor vehicle (7), the driver's wishes (8) and the surroundings of the motor vehicle (9); a control unit (2) comprising at least two modules based on two operating modes, each of the modes integrating the input data delivered by the input unit (1); a selection module (4) receiving the signals from said input unit (1) and adapted to deliver a signal for selecting (mode) one operating mode module based on the input signals.

Description

METHOD FOR CONTROLLING MULTIPLE MODES OF

OPERATION OF AUTOMATED TRANSMISSION

FOR A MOTOR VEHICLE AND DEVICE

CORRESPONDING

The present invention relates to controlling the operating mode of a powertrain equipped with an automated transmission of a motor vehicle.

Automated transmissions notably concern the so-called Impulse Control Boxes BCI, the Control Boxes

Automatic so-called BVA and Robotic Gearboxes called BVR.

A transmission conventionally comprises a control unit receiving one or more input parameters interpreting the will of the driver. Then, depending on the value of these parameters, this control block delivers a control instruction for application to the wheels of the motor vehicle.

An evolution of such a control block has already been described in document FR-A-2827339, in the name of the Applicant. This document details a device for controlling the operating point of a powertrain. The control performed by this device is a torque control to be applied to the wheels of the motor vehicle. As defined in the document FR-A-2827339, the value of the torque to be applied to the wheels of the motor vehicle, is calculated directly at the wheels of the motor vehicle.

The device of FR-A-2827339 has a driver interpretation module called IVC module.

The IVC module generates a torque setpoint to be applied to the wheels for an OPF operating point optimization block. The latter transmits said torque for a torque control to be applied to the wheels of the motor vehicle. The block OPF simultaneously generates a motor speed setpoint from said torque to be applied to the wheels of the motor vehicle. This torque setpoint is determined to be applied to the wheels of the vehicle according to the will of the driver, the characteristics of the motor vehicle and its environment.

However, in the case of an automated transmission, there are specific modes such as the "Rampage" mode and the "Neutral" mode, related to the automated transmission and that are not found in the case of a transmission. mechanical. The "Rampage" mode corresponds to an idling advance of the motor vehicle, when the shift lever is in the "Drive" or "D" position. "Neutral" mode corresponds to a freewheeling movement of the motor vehicle when the control lever is in the so-called

"Neutral" or "N".

The driver will interpretation module of document FR-A-2827339 does not take into account these particular modes of operation. The present invention aims to overcome this lack in order to respond as close to the will of the driver, especially in the case of the "Neutral" mode or when the motor vehicle is in "Rampage" mode. The invention also aims to allow the passage from one mode of operation to another, while avoiding the phenomenon of mode oscillations, that is to say the rapid alternation of one mode to another due to the oscillation of a parameter around a threshold value.

To this end, the invention proposes a method for controlling an automated transmission of a power unit for a motor vehicle, comprising a step of producing a variable setpoint signal to be applied to the wheels of the motor vehicle. . This variable takes into account input data representative of the characteristics of the motor vehicle, the will of the driver and the environment of the motor vehicle. In addition, according to said input data, at least two different operating modes, capable of delivering said setpoint signal, are selected. The variable to be applied to the wheels is calculated as defined above for the device of document FR-A-2827339, that is to say directly at the wheels of the motor vehicle.

The creation of modes specific to an automated transmission makes it possible to offer to the driver a mode of piloting more appropriate to the use of this one.

Preferably, the operating modes are selected from a "continuous control" mode when the speed of the motor vehicle is greater than a predetermined threshold, a "ramping" mode in the case where the speed of the motor vehicle is less than a second predetermined threshold. , and a "Neutral" mode, in the case where the control lever of the transmission of the motor vehicle is in the "Neutral" or "Parking" position.

In one embodiment, a first mode of "Rampage", referred to as "Rampage in Speed", is selected capable of delivering a setpoint signal monitoring a speed setpoint or a second "Rampage" mode called "Rampage". in torque "able to deliver a set signal when the brake pedal is activated.

A setpoint signal is provided that advantageously comprises a dynamic component and a static component.

In one embodiment, the wheels of the motor vehicle are provided with a value of torque, applied force or power. In one embodiment, the input data are analyzed as a function of a double detection threshold according to the direction of variation of the parameter.

This avoids the phenomena of mode oscillation that could generate small successive variations, for example of the speed of the vehicle, around a single given threshold.

The selected modes and the setpoint value are, for example, determined according to a signal representative of the position of the control lever of the transmission of the motor vehicle. According to another variant, the selected modes and the value of the setpoint are determined according to a signal representative of the activity of the brake of the motor vehicle.

According to a variant, the selected modes and the value of the setpoint are determined according to a signal representative of the depression of the acceleration pedal of the motor vehicle.

According to another variant, the selected modes and the value of the setpoint are determined as a function of the speed of the motor vehicle. The selection of the operating mode can comprise the following steps: analyzing the state of the control lever of the transmission of the motor vehicle,

- comparing on the one hand the depression of the accelerator pedal of the motor vehicle to a predetermined position threshold and the value of the dynamic component of the reference signal of the variable to be applied to the wheels of the motor vehicle, to the current value of the dynamic component of the target signal of the variable in "continuous control" mode and, on the other hand, the value of the speed of the motor vehicle at a first predetermined speed threshold, compare the depression of the acceleration pedal of the vehicle at a predetermined position threshold and the value of the speed of the motor vehicle at a second predetermined speed threshold, analyzing the activity of the brake of the motor vehicle, each step determining a mode of operation or allowing the next step according to the value of the parameter. The invention also relates to a control device of an automated transmission of a powertrain for a motor vehicle. This one is able to deliver signals of set of a variable to apply to the wheels of the motor vehicle. He understands :

an input block delivering the input data comprising a list of parameters defining the characteristics of the motor vehicle, the will of the driver and the environment of the motor vehicle, a control block comprising at least two modules according to two modes of operation. distinct and predetermined, each of the modes taking into account the input data delivered by the input block,

a selection module receiving the signals of said input block and able to deliver a selection signal of an operating mode module as a function of these input signals. In addition, the selection module may comprise at least one means of comparison for the state of the control lever of the motor vehicle, for the depression of the accelerator pedal of the motor vehicle, for the value of the dynamic component of the motor vehicle. setpoint, for the value of the speed of the motor vehicle or for the activity of the brake of the motor vehicle, according to one or two predetermined thresholds.

Other advantages and characteristics of the invention will appear on examining the detailed description of an embodiment of the invention which is in no way limitative, and the attached drawings, in which: FIG. 1 schematically illustrates an example embodiment of a device according to the invention, FIG. 2 diagrammatically and in more detail a part of FIG.

FIG. 3 diagrammatically and in more detail a part of FIG. 1,

- Figure 4 illustrates an example of the different operating steps when selecting an operating mode. In Figure 1, there is shown schematically an example of an embodiment of the device according to the invention. This device can be included in a control box for an automated transmission of a motor vehicle, not shown in the figure. As illustrated in FIG. 1, the control device comprises an input block 1 transmitting data to a control block 2. The latter delivers different setpoints according to each mode of operation to a multiplexer 3. A module of FIG. The selection 4 sends, according to the input data delivered by the input block 1 via the connection 4a, a "mode" command signal to the multiplexer 3 via the connection 4b. The multiplexer 3 selects, from among the different setpoints delivered by the control block 2, the setpoint adapted to the "mode" command signal and delivers the setpoint signal. This signal comprises two components, one static Cs which passes through the connection 6 and the other dynamic Cd which passes through the connection 5.

The static component Cs in the illustrated example, is the maximum value of the torque applicable to the wheels of the motor vehicle that could be demanded by the driver and that the powertrain must make immediately available to the wheels of the motor vehicle. In other embodiments, the quantities developed by the device may be an effort or a power.

The input block 1 comprises three modules 7, 8 and 9 which will develop a data signal from the signals from sensors, not shown, integrated in the motor vehicle. The module 7 is able to elaborate the data concerning the characteristics of the motor vehicle. These are programmed and stored by the manufacturer to characterize the behavior of the vehicle delivered to a customer.

The module 8 is able to elaborate data concerning the will of the driver (human / machine interface, HMI). These data interpret the wishes that the driver conveys. Referring to FIG. 2 which more precisely describes the data produced by the module 8, it is noted that it delivers signals such as a signal passing through the connection 8d corresponding to the control lever of the transmission of the motor vehicle passing through the connection 8a, a signal passing through the connection 8e corresponding to the brake of the motor vehicle 8b, or a signal passing through the connection 8f corresponding to the accelerator pedal of the motor vehicle 8c.

The module 9 is capable of producing signals concerning the environment of the motor vehicle. The latter make it possible to take into account the state of the motor vehicle and its situation in the environment. Referring to FIG. 3 which more precisely describes the data produced by the module 9, it is noted that it delivers signals such as a signal passing through the connection 9d corresponding to the speed of the motor vehicle 9a, a signal transiting through the connection 9e corresponding to the state of the roadway 9b or a signal passing through the connection 9f corresponding to the weather conditions 9c.

The value of the parameters and the state of the variables of the input data transmitted by these three modules are stored in a memory common to each element of the device, not shown.

The control block 2 has four separate modules each corresponding to a particular mode of operation of the motor vehicle. These command blocks receive all the input data of the input block 1 by four separate connections respectively the connection 10 for the first module 14 of the control block 2, the connection 11 for the second module 15, the connection 12 for the second module. the third module 16 and the connection 13 for the fourth module 17.

The four modules of control block 2 are capable of delivering a setpoint signal in four different modes, namely the "Continuous Control" mode, the "Speed Rampage" mode, the "Couple Rampage" mode and the "Neutral" mode. .

Depending on the values of the input parameters, we find ourselves in a first configuration shown in FIG. 1. The mode chosen by the selection module 4 is the "Continuous Control" mode. "DC" mode corresponding to the operating mode module 14. This mode is used when the speed of the motor vehicle is above a certain predetermined threshold. Furthermore, it is necessary for the module of the "Continuous Control" mode to continuously generate its reference to the wheels of the motor vehicle even when it is not chosen by the selection module 4 because the value of the dynamic setpoint in "Control" mode Continuous "serves as a reference value to the selection module 4 to which it is transmitted by the connection 4c. By way of example, reference may be made to FR-A-2827339, this "Continuous Control" mode refers to the driver's will interpretation module, IVC. The "DC" mode is able to generate a dynamic setpoint "Cd_CC" and a static setpoint "Cs_CC" respectively transmitted to a first input of the multiplexer 3 by the connections 18 and 19. In this configuration where the "CC" mode is chosen, the multiplexer 3 then selects said first input by establishing a connection 26 between its first input and its output. The multiplexer 3 can then deliver the static and dynamic instructions Cs and Cd respectively corresponding to the instructions "Cs_CC" and "Cd_CC". Depending on the values of the input parameters, one can end up in a second configuration. The mode chosen by the selection module 4 is the mode "torque ramping" said mode "RC" corresponding to the operating mode module 15 and which is an additional mode compared to the document FR-A-2827339. "RC" mode is activated when the vehicle is idling with the brake on. It makes it possible to generate a dynamic setpoint "Cd_RC" and a static setpoint "Cs_RC" respectively transmitted by the connections 20 and 21 to a second input of the multiplexer 3. In this configuration where the "RC" mode is chosen, the multiplexer 3 selects the said second input by establishing a connection 27 between its second input and its output. The multiplexer 3 can then deliver the static and dynamic instructions Cs and Cd respectively corresponding to the instructions "Cs_RC" and "Cd_RC". Depending on the values of the input parameters, one can end up in a third configuration. The mode chosen by the selection module 4 is the mode "Speed Rampage" said mode "RV" corresponding to the operating mode module 16 and which is also an additional mode compared to the document FR-A-

2827339. The "RV" mode is activated when the motor vehicle is idling but with the brake inactive. It makes it possible to generate a dynamic setpoint "Cd_RV" and a static setpoint "Cs_RV" respectively transmitted by the connections 22 and 23 to a third input of the multiplexer 3. In this configuration where the "RV" mode is chosen, the multiplexer 3 selects the said third input by establishing a connection 28 between its third input and its output. The multiplexer 3 can then deliver the static and dynamic instructions Cs and Cd respectively corresponding to the instructions "Cs_RV" and "Cd_RV".

Depending on the values of the input parameters, one can end up in a fourth configuration. The mode chosen by the selection module 4 is the "Neutral" mode corresponding to the operating mode module 17 and which is also an additional mode compared to the document FR-A-2827339. The mode

"Neutral" is activated when the control lever of the automated transmission is in the "parking" position, called "P", that is to say in the locked position, or in the "Neutral" position, called "N". that is, when the motor vehicle is freewheeling. It allows to generate a dynamic setpoint "Cd_Neutre" and a static setpoint

"Cs_Neutre" respectively transmitted by the connections 24 and 25 to a fourth input of the multiplexer 3. In this configuration where the "Neutral" mode is chosen, the multiplexer 3 selects said fourth input by establishing a connection 29 between its fourth input and its output . The multiplexer 3 can then deliver the static and dynamic instructions Cs and Cd respectively corresponding to the instructions "Cs_Neutre" and "Cd_Neutre". The non-selected operating mode modules are capable of generating a default setpoint however according to a variant of the invention, they could also generate a setpoint only if they were selected, except the module 14 of the "Continuous Control" mode. who must issue a deposit in all cases.

Figure 4 illustrates the operation of the selection module 4 when choosing the operating mode.

First, the selection module 4 adopts a sequential operating mode. The update of the value of the input parameters is carried out periodically. For example, it can be done every 20ms (50Hz).

The flowchart shown in FIG. 4 shows the different analysis and comparison tests carried out on the data produced by the input block 1 and transmitted via the connection 4a. These tests are performed by different means of comparison according to the following process.

At each refresh, a first step 30 is to check the state of the control lever. If it is in the position called "Parking" or "P", or said "Neutral" or "N" ((lever in P OR lever in N), then one chooses the Neutral mode 31.

If the control lever of the motor vehicle is neither in the "Parking" position nor in the "Neutral" position, the selection module proceeds to a step 32 and verifies the depression of the Pedacc accelerator pedal, the value of the dynamic component of the current setpoint Cd and the speed of the Vveh motor vehicle.

To validate this step 32, the depression of the acceleration pedal of the motor vehicle is strictly greater than a predetermined threshold of depression of the accelerator pedal and, simultaneously, the dynamic component of the current setpoint is strictly less than the dynamic component of the setpoint emitted by the "Continuous Control" mode, ie the speed of the motor vehicle is strictly greater than a first predetermined speed threshold ((Pedacc> threshold_ped AND Cd_CC <Cd) OR Vveh> Cd). The The selected mode is then the "Continuous Control" mode 33. Otherwise, the next test step 34 is taken.

In step 34, it tests the depression of the accelerator pedal of the motor vehicle Pedacc and the speed of the motor vehicle Vveh. If the depression of the acceleration pedal of the motor vehicle is less than or equal to the predetermined threshold of depression of the accelerator pedal and, simultaneously, if the speed of the motor vehicle is strictly less than a second predetermined speed threshold ( Pedacc <= threshold_ped AND Vveh <threshold_vv_in) then proceed to a next test step 36.

If we do not find these conditions then we keep the current mode.

In step 36, the activity of the brake of the motor vehicle brake is considered. If this one is active (active brake), then one chooses the mode "Rampage in Couple" 37, if one chooses the mode "Rampage in Speed" 38.

The two predetermined and distinct threshold thresholds_vv_in and threshold_vv_out make it possible to avoid the hysteresis phenomena to which the device could be sensitive, that is to say the phenomena of oscillations between two modes of operation due to the oscillation of the value of a parameter around a predetermined threshold.

Conventionally, a hysteresis curve has two trigger thresholds that allow a given output variable to change values. Indeed, if there is a single decision threshold, the smallest variation of the value of the input variable, due for example to noise, would oscillate the output variable between the two values.

Also, the first threshold of the hysteresis curve allows the output variable to change its value if the input variable decreases, and the second threshold if the input variable increases, the value of the second threshold being higher than that of the first threshold.

Claims

A method for controlling an automated powertrain transmission for a motor vehicle, comprising a step of generating a variable setpoint signal to be applied to the wheels of the motor vehicle, taking into account data from a motor vehicle. input representative of the characteristics of the motor vehicle, the will of the driver and the environment of the motor vehicle, characterized in that, according to said input data, at least two different modes of operation, capable of delivering said setpoint signal.

2. Method according to claim 1, characterized in that the operating modes are selected from a "Continuous Control" mode when the speed of the motor vehicle is greater than a predetermined threshold, a "Rampage" mode in the case where the speed of the motor vehicle is less than a second predetermined threshold, and a "Neutral" mode, in the case where the control lever of the transmission of the motor vehicle is in the "Neutral" or "Parking" position.

3. Method according to claim 2, characterized in that one selects a first mode of "Rampage" said "Rampage Speed" capable of delivering a setpoint signal monitoring a speed setpoint or a second mode of "Rampage" says "Rampage in Torque" able to deliver a setpoint signal when the brake pedal is activated.

4. Method according to claim 3, characterized in that it delivers a setpoint signal which comprises a dynamic component (5) and a static component (6).

5. Method according to claim 4, characterized in that one delivers to the wheels of the motor vehicle a value of torque, applied force or power.

6. Method according to claim 5, characterized in that the input data is analyzed as a function of a double detection threshold according to the direction of variation of the parameter.

7. Method according to claim 6, characterized in that the selected modes and the value of the setpoint are determined according to a signal representative of the position of the control lever of the transmission of the motor vehicle.

8. Method according to claim 7, characterized in that the selected modes and the value of the setpoint are determined according to a signal representative of the activity of the brake of the motor vehicle.

9. A method according to claim 8, characterized in that the selected modes and the value of the setpoint are determined according to a signal representative of the depression of the accelerator pedal of the motor vehicle.

10. The method of claim 9, characterized in that the selected modes and the value of the setpoint are determined as a function of the speed of the motor vehicle.

11. The method of claim 10, characterized in that the selection of the operating mode comprises the following steps:

analyzing the state of the control lever of the transmission of the motor vehicle (30),

- comparing on the one hand the depression of the accelerator pedal of the motor vehicle to a predetermined position threshold and the value of the dynamic component of the reference signal of the variable to be applied to the wheels of the motor vehicle, to the current value the dynamic component of the target signal of the variable in continuous control mode and the value of the speed of the motor vehicle at a first predetermined speed threshold (32), compare the depression of the acceleration pedal of the motor vehicle with a predetermined threshold of position and the value of the speed of the motor vehicle with a second predetermined speed threshold (34), analyze the activity of the brake of the motor vehicle (36), each step determining a mode of operation or allowing the next step depending on the value of the parameters.

12. Control device for an automated transmission of a powertrain for a motor vehicle, capable of delivering setpoint signals of a variable calculated at the wheel of the motor vehicle, characterized in that it comprises:

an input block (1) delivering input data comprising a list of parameters defining the characteristics of the motor vehicle (7), the will of the driver (8) and the environment of the motor vehicle (9),

a control block (2) comprising at least two modules according to two distinct and predetermined modes of operation, each of the modes taking into account the input data delivered by the input block (1), - a selection module (4). ) receiving the signals from said input block (1) and able to output a selection signal (mode) of an operating mode module according to these input signals.

13. Device according to claim 12, characterized in that the selection module comprises at least one comparison means for the state of the control lever of the motor vehicle, for the depression of the accelerator pedal of the motor vehicle, for the value of the dynamic component of the setpoint, for the value of the speed of the motor vehicle or for the activity of the brake of the motor vehicle, as a function of one or two predetermined thresholds.