EP1753635A1 - Device and method for controlling torque applied to wheels of a vehicle - Google Patents

Device and method for controlling torque applied to wheels of a vehicle

Info

Publication number
EP1753635A1
EP1753635A1 EP05766710A EP05766710A EP1753635A1 EP 1753635 A1 EP1753635 A1 EP 1753635A1 EP 05766710 A EP05766710 A EP 05766710A EP 05766710 A EP05766710 A EP 05766710A EP 1753635 A1 EP1753635 A1 EP 1753635A1
Authority
EP
European Patent Office
Prior art keywords
accelerator pedal
depressing
representative
limitation
pedal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP05766710A
Other languages
German (de)
French (fr)
Other versions
EP1753635B1 (en
EP1753635B8 (en
Inventor
Frédéric Roudeau
Jean Bretheau
Vincent Vermuse
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Original Assignee
Renault Technocentre
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault Technocentre filed Critical Renault Technocentre
Publication of EP1753635A1 publication Critical patent/EP1753635A1/en
Publication of EP1753635B1 publication Critical patent/EP1753635B1/en
Application granted granted Critical
Publication of EP1753635B8 publication Critical patent/EP1753635B8/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables

Definitions

  • the present invention relates to a device for controlling a powerplant capable of delivering torque reference signals to be applied to the wheels of a motor vehicle, and an associated method.
  • the invention relates more particularly to a device for controlling a power train, which can be adapted to any type of motor vehicle and making it possible to control the variations in the engine speed of said group in order to improve the acoustics felt by the driver. and passengers in the motor vehicle.
  • a device for controlling a power train which can be adapted to any type of motor vehicle and making it possible to control the variations in the engine speed of said group in order to improve the acoustics felt by the driver. and passengers in the motor vehicle.
  • it is sought to reduce as much as possible the noise nuisance caused by the power train of the motor vehicle.
  • the applicant has developed a device for controlling the operating point of a motor-propulsion unit for motor vehicles, described in document FR-A-2 827 339.
  • the control carried out by this device is a torque control applied to the wheels of the motor vehicle.
  • 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.
  • Such a device is equipped with a module for interpreting the driver's wishes, known as the IVC module, comprising in particular a generator making it possible to generate a signal representative of an imitation of variation of the speed of the powertrain capable of reducing the acoustic variations of the powertrain that the driver is likely to hear.
  • Said signal is transmitted to an optimization block of the powertrain for the purpose of controlling the torque to be applied to the wheels of the vehicle, the optimization block allowing the determination of an operating point in an optimal operating range. of the powertrain on the basis of driving pleasure constraint.
  • the determination of the signal representative of a limitation of the engine speed of the power train capable of reducing the acoustically annoying variations of the power train is carried out as a function of the degree of activity of the driver and of the speed of the motor vehicle.
  • a te! device capable of improving the acousti that felt by people within the passenger compartment, has the drawback of not allowing to correctly take into account the variations in torque demand to be applied to the wheels, the signal being determined mainly by the speed of the motor vehicle.
  • the object of the present invention is therefore to resolve this drawback and to provide a control device for a powerplant which can take into account in a particularly precise manner the variations in torque demand, and therefore indirectly of the regime. of the powertrain, making it possible to determine suitable limitations of the powertrain.
  • the control device of a motor vehicle power unit capable of delivering torque setpoint signals to be applied to the wheels of the motor vehicle comprises means for generating a signal representative of a limitation of variation of the engine speed integrated in the powertrain capable of reducing annoying variations from an acoustic point of view of said group, and a means of determining an operating point of the powertrain in a optimal operating range of the powertrain as a function of the representative speed limitation signal.
  • the means for generating the signal representative of a variation limitation of the speed of the heat engine integrated in the powerplant is supplied with input by parameters representative of the characteristics of the motor vehicle and parameters representative of the driver's wishes.
  • the torque setpoint to be applied to the wheels is calculated directly at the wheels of the motor vehicle.
  • the device makes it possible, also, to have an acoustics of the powertrain dependent not only on the speed of the motor vehicle, but also on the will of the driver. In other words, the device makes it possible to take into account variations in the position of the accelerator pedal in order to generate engine speed limits for the engine, in addition to acceleration or vehicle deceleration.
  • the parameters representative of the characteristics of the motor vehicle can comprise a parameter representative of the estimated or measured degree of activity of the driver Acond, and a parameter representative of the speed of the motor vehicle Vveh.
  • the parameters representative of the driver's will include parameters representative of the position of the Pedacc accelerator pedal and parameters representative of the position of the Pedokon brake pedal.
  • the parameters representative of the will of the driver include, in addition, a parameter representative of the gradient of the position of the accelerator pedal Pedacc ⁇ grd.
  • the parameter representing the gradient of the position of the accelerator pedal Pedacc_grd has been filtered by a filtering means and / or timed by a delaying means before the supply of the generation means by said parameter Pedacc_grd.
  • the invention also relates to a method for controlling a motor-propulsion unit of a motor vehicle capable of delivering torque setpoint signals to be applied to the wheels of the motor vehicle, in which a signal representative of a limitation of the engine speed is generated.
  • a point of operation of the powertrain is determined in an optimal operating range of the powertrain in function of the representative speed limitation signal.
  • Generating said signal representative of a limitation of variation of the speed of the internal combustion engine powertrain based on input parameters representative of the characteristics of the motor vehicle and parameters representative of the driver's wishes.
  • a limitation of the speed of the thermal engine integrated in the powertrain is generated as a function of the depressing of the Pedacc accelerator pedal. Said limitation can also be generated as a function of the application of the vehicle brake and / or as a function of the gradient of the position of the accelerator pedal Pacc_grd.
  • the limitation of the speed of the thermal engine integrated in the powertrain comprises at least one of the following steps: - the depression of the accelerator pedal is compared to a first position threshold predetermined corresponding to a depressing state beyond the hard point of the accelerator pedal, - the depressing of the accelerating pedal is compared to a second predetermined position threshold corresponding to a significant depressing state of the pedal but less than the first threshold, - the depression of the acceleration pedal is compared to a third predetermined position threshold corresponding to a state of depression of the pedal less than the second threshold, - the gradient of the depression is compared from the acceleration pedal to a fourth predetermined position variation threshold corresponding to rapid depressing of said pedal, - the gradient of enf oncing the accelerator pedal to a fifth predetermined position variation threshold corresponding to a rapid raising of said pedal, each step determining a limitation of the engine speed between operating limit values or authorizing the next step according to the value of the parameters.
  • FIG. 1 is a block diagram of a control device according to the present invention
  • FIG. 2 is a block diagram of a means for generating a signal of the control device of Figure 1
  • - Figure 3 schematically illustrates the different stages of operation of a generation means of Figure 2.
  • a control device comprising a means of interpretation 1 of the will of the driver, a means 2 for determining an operating point in an optimal operating range of a motorcycle group propellant 3 and an embodiment 4 of the determined operating point.
  • the means 1 is connected to three input modules 5, 6 and 7, respectively via connections 8, 9 and 10, capable of producing a signal representative of a quantity measured by sensors
  • Module 5 provides the characteristics of the vehicle, in particular the behavior profiles of the vehicle programmed by the manufacturer to characterize the behavior of the vehicle delivered to a customer.
  • the module 6 is capable of processing data by performing the interface between the human driver and the rest of the motor vehicle according to the technique of man / machine interfaces.
  • the module 7 is capable of producing signals relating to the environment of the motor vehicle. These allow to take into account the state of the motor vehicle and its situation in the environment, for example the speed of the motor vehicle, road conditions or weather conditions.
  • the value of the parameters and the state of the variables of the input data transmitted by these three modules can be stored in a memory common to each element of the device.
  • the means 1 comprises a generator 1 1 of torque setpoint to be applied to the wheels comprising a static component, called the static torque Cs, and a torque setpoint generator 12 to be applied to the wheels comprising a dynamic component, called the dynamic torque
  • the means 1 also comprises a means of generation 13 for limiting the variation in speed of the engine of the group motor-propellant capable of generating two signals of limitation sign 21, 22, said positive speed limit lim_var_rpm_pos to limit the variations in speed towards the direction of increase, and negative speed limit lim_var_rpm_neg to limit the variations in speed motor in the direction of reduction.
  • the speed variation limitation defines the variation of engine speed during a determined time interval.
  • the generation means 13 receives as input data representative of the driver's wishes as well as data representative of the characteristics of the motor vehicle. Data representative of the driver's wishes, transmitted respectively by connections 14, 15a, 16 and
  • - Pedacc the information representative of the depressing state of the accelerator pedal of the vehicle, by means of a sensor (not shown)
  • - Pedacc _grd the gradient of the position of the accelerator pedal from the depressing state of the accelerator pedal compared to a previous depressing state, said gradient being calculated by means of a specific operator (not shown) calculating a derivative of successive positions of the accelerator pedal
  • - Kick depressing the accelerator pedal beyond a physical stop called also the hard point of the accelerator, in particular allow, on an automatic transmission of the conventional type with discrete ratios, to force the downshift to the lower ratio in order to obtain a momentary additional acceleration which may be necessary for example when overtaking
  • - Pedokok representative information the depressed state of the vehicle brake pedal, by means of a sensor (not shown).
  • the data representative of the gradient of the accelerator pedal can advantageously be filtered by a filtering means 20, such as a filter, before being transmitted by the connection 15b to the generation means 13 in order to suppress any noise.
  • a filtering means 20 such as a filter
  • a time delay means capable of storing a maximum value of the gradient of the position of the pedal during a given time interval to transmit it to the generation means 13.
  • Data representative of the characteristics of the vehicle automobile, transmitted respectively by connections 1 S and 19 are: - Acond: the degree of driver activity (in%) estimated or measured, which can be read in the memory recording the driver activity, - Vveh: the vehicle speed (in km / h), which can be read or interpreted on the memories or state variables representing signals representing the vehicle speed.
  • the generation means 13 makes it possible to determine the limitation of variation in speed in order to improve the acoustics within the passenger compartment of the motor vehicle, by transmitting the setpoint signals for limiting variations in speed towards the direction of increase lim_var_rpm_pos and speed limitation towards the direction of reduction lim_yar_rpm_neg, respectively by the connecti ons 21 and 22, by means of determination 2 of the operating point of the powertrain.
  • the flowchart represented in FIG. 3 shows the various analysis and comparison tests carried out on the data transmitted by the connections 14 to 19 (FIG. 2). These tests are carried out by different comparison means, for example comparators, according to the following process.
  • a first step 23 consists in determining whether the accelerator pedal is depressed beyond a first threshold, i ci beyond the hard point of the accelerator called kick. If the depressing of the accelerator pedal PedAcc is greater than the depressing corresponding to the hard kick point then the generation means 13 chooses a first mode 24 in which the variable lim_var_rpm_pos takes the cal ibrable value Ni_grd_max and the variable lim_var_rpm_neg takes the cal ibrabl e Ni__grd_min value, where Ni represents a speed setpoint for the internal combustion engine integrated in the powertrain 3 (figure 1), predetermined in order to obtain a limitation of the operating point allowing the maximum performance of the said group to be reached powerplant 3 while having improved acoustics for people inside the passenger compartment of the motor vehicle.
  • the generation means 13 goes to step 25 and checks if the depressing of the accelerator pedal Pedacc is greater than one second threshold threshold_PedaccF corresponding to a depressing of the accelerator pedal close to 100%, which may for example be 95%.
  • the generation means 13 passes to a second mode 26 in which the variable lim_var_rpm_pos is calculated from a calibratable map p _P 'edaccF and the variable lim_var_rpm_neg is calculated from a calibratable map n_ PedaccF.
  • the variable lim_var_rpm_pos is calculated from a calibratable map p _P 'edaccF
  • the variable lim_var_rpm_neg is calculated from a calibratable map n_ PedaccF.
  • the generation means 1 3 goes to step 27 and checks whether the depressing of the accelerator pedal Pedacc is less than a third threshold threshold_PedaccL corresponding to depressing the accelerator pedal close to 0%, which may for example be 10%.
  • the depressing of the acceleration pedal of the motor vehicle is strictly lower than the predetermined threshold for depressing the acceleration pedal (Pedacc ⁇ threshold_Pedacc) while the generation means 13 pass to a third mode 28 in which the variable e lim_var_rpm_pos is calculated from a calibratable map p_PedaccL and the variable lim_var_rpm_neg is calculated from a calibratable map n_PedaccL.
  • the variable e lim_var_rpm_pos is calculated from a calibratable map p_PedaccL
  • the variable lim_var_rpm_neg is calculated from a calibratable map n_PedaccL.
  • the generation means 13 goes to step 29 and checks if the filtered gradient of the depressing of the accelerator pedal Pedacc_grd_fil is greater than one fourth threshold PedaccFD corresponding to rapid depressing of the accelerator pedal without, however, the position of the accelerator pedal reaching the second threshold threshold __P e ⁇ AccF.
  • the generation means 13 passes to a fourth mode 30 in which the variable lim_var_rpm_pos is calculated from 'a cali brabl e p___PedaccFD map and the variable Um_var_rpm_neg is calculated from a calibratable map n__PedaccFD. These two maps depend on the activity information of the Acond driver and the speed of the Vveh motor vehicle.
  • the generation means 1 3 goes to step 3 1 and checks whether the filtered gradient of the depressing of the accelerator pedal Pedacc _grd_fil is less than a fifth threshold threshold _P 'edaccLD corresponding to a rapid reading of the accelerator pedal without however reaching the second threshold threshold _PedaccL.
  • the generation means 13 goes to a fifth mode 32 in which the variable lim__var_rpm_pos is calculated from a calibratable map p_PedaccLD and the variable lim_ ar_rpm_neg is calculated from a calibratable map n_PedaccLD. These two maps depend on the Acond driver activity information and the speed of the Vveh motor vehicle.
  • the generation means 1 3 passes to a sixth mode 33 in which the variable lim_var_rpm_ ⁇ os is calculated from a calibratable mapping p_PedaccS and the variable lim_var_rpm_neg is calculated from a calibratable mapping n_PedaccS.
  • p_PedaccS a calibratable mapping p_PedaccS
  • lim_var_rpm_neg a calibratable mapping n_PedaccS.
  • the generation means 13 thus makes it possible to transmit a limitation of variation of the speed of the heat engine to the determination means 2 in order to improve the acoustics within the passenger compartment of the motor vehicle, by transmitting the setpoint signals for limiting the variations of the engine speed in the direction of the increase lim_var_rpm_pos and of limiting the speed in the direction of the reduction lim_var_rpm_neg, by means of determination 2.
  • Said variable limitation signals thus take into account the variations in the demand for torque generated from the accelerator pedal
  • the determination means 2 also receives a static torque setpoint Cs from the generator 1 1 via the connection 34 and a static coupling setpoint Cd from the generator 1 2 via of the connection 35.
  • the means 2 for determining the operating point of the propulsion unit 3 thus receives four control signals lim__var_rpm_pos, lim_var_rptn_neg, Cs and Cd. The means of determination 2 thus allows independent parameterization of the modules
  • the module 36 delivering a torque signal to the wheel C, the module 37 a battery power signal Pbat, and the module 38 a signal for controlling engine speed N.
  • Said signals are transmitted, respectively via connections 39, 40 and 41, to the module 4 for producing the operating point of the propulsion unit 3 making it possible to control the control members of the propulsion unit 3 via connection 42 and the driving wheels 43 by the connection 44 in a manner analogous to patent application FR-A-2 827 339 in the name of the applicant.
  • the present invention thus makes it possible to carry out a control applied to the wheel of the operating point of the powertrain making it possible to generate limit setpoints for the speed of said thermal engine integrated in the powertrain directly dependent on the state of the vehicle but also adapted to the will of the driver, in particular by means of the accelerator pedal, in order to obtain an improved driving pleasure.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

A motor vehicle power train control device capable of furnishing set signals of torque applied to wheels of the motor vehicle. The control device includes a mechanism to generate a signal representing a limitation of variation in speed of a heat engine integrated in a power train capable of reducing variations that are disturbing with regard to acoustics of the power train, and includes a mechanism to determine an operating point of the power train in an optimal operating range according to the signal that represents limitation of speed. The mechanism for generating the signal that represents a limitation of variation in the speed of the heat engine integrated in the power train is furnished, at an input, by parameters that represent characteristics of the motor vehicle and by parameters that represent the driver's wishes.

Description

DISPOSITIF ET PROCÉDÉ DE CONTROLE DU COUPLE APPLIQUÉ AUX ROUES D' UN VÉHICULEDEVICE AND METHOD FOR CONTROLLING THE TORQUE APPLIED TO THE WHEELS OF A VEHICLE
La présente invention concerne un di spositif de commande d' un groupe moto-propulseur apte à délivrer des signaux de consigne de couple à appliquer aux roues de véhicule automobile, et un procédé associé. L' invention concerne plus particulièrement un di spositif de commande d' un groupe moto-propulseur, pouvant être adapté sur tout type de véhicule automobile et permettant de maîtriser les variations du régime moteur dudit groupe afi n d ' améliorer l 'acoustique ressentie par le conducteur et les passagers du véhicul e automobile. A l ' heure actuelle, afin d' obtenir un agrément de conduite particuli èrement sati sfaisant on cherche à diminuer au maximum les nui sances sonores provoquées par le groupe moto-propulseur du véhicule automobile. A cet effet, la demanderesse a mis au point un dispositif de contrôle du poi nt de fonctionnement d' un groupe moto-propulseur du véhi ule automobile, décrit dans le document FR-A-2 827 339. Le contrôle réali sé par ce dispositif est un contrôle en couple appliqué aux roues du véhicule automobile. La valeur du couple à appliquer aux roues du véhicule automobi l e, est calculée directement au niveau des roues du véhicule automobile. Un tel dispositif est équipé d ' un module d' interprétation de la volonté du conducteur, dit module IVC, comprenant notamment un générateur permettant de générer un signal représentatif d ' une l imitation de variation du régime du groupe moto- propulseur apte à réd uire les variations acoustiques du groupe moto- propulseur que le conducteur est susceptible d'entendre. Ledit signal est transmis à un bloc d 'optimisation du groupe moto-propulseur en vue d' un contrôle du couple à appliquer aux roues du véhicule, le bloc d' optimisation permettant la détermination d ' un point de fonctionnement dans un domaine de fonctionnement optimal du groupe moto-propulseur sur la base de contrainte d' agrément de conduite. La détermination du signal représentatif d 'une limitation du régime du groupe moto-propulseur apte à réduire les variations acoustiquement gênantes du groupe moto-propul seur est réalisée en fonction du degré d ' activité du conducteur et de la vitesse du véhicule automobile. Un te! dispositif, apte à améliorer l ' acousti que ressenti e par l es personnes au sein de l'habitacle, présente l ' inconvénient de ne pas permettre de prendre en compte correctement les variations de demande de couple à appl iquer aux roues, le signal étant détermi né principalement par la vitesse du véhicule automobile. La présente invention a donc pour objet de résoudre cet inconvéni ent et de prévoir un dispositif de commande d 'un groupe moto-propulseur qui puisse prendre en compte de manière particuli èrement précise les variati ons de demande en couple, et donc indirectement du régi me du groupe moto-propul seur, permettant de détermi ner des limitations du groupe moto propulseur adaptées. A cet effet, le dispositif de commande d' un groupe moto- propulseur de véhicule automobile apte à délivrer des signaux de consigne de couple à appliquer aux roues du véhicule automobile, comprend un moyen de génération d' un signal représentatif d'une limitation de variation du régime du moteur thermique intégré au groupe moto-propulseur apte à réduire les variations gênantes d ' un poi nt de vue acoustique dudit groupe, et un moyen de détermination d ' un point de fonctionnement du groupe moto-propulseur dans un domaine de fonctionnement optimal du groupe moto-propulseur en fonction du signal représentatif de limitation de régime. Le moyen de génération du signal représentatif d'une limitation de variation du régime du moteur thermique intégré au groupe moto-propulseur est alimenté en entrée par des paramètres représentatifs des caractéristiques du véhicule automobile et des paramètres représentatifs de la volonté du conducteur. La consigne de couple à appliquer aux roues est cal culée directement au niveau des roues du véhicule automobile. Avec un tel dispositif, il devient ainsi possible de prévoir un dispositif permettant de déterminer le domaine de fonctionnement du groupe moto-propulseur permettant un agrément de conduite directement adapté à la vol onté du conducteur émi se, notamment au travers de la pédal e d 'accélérateur. Le dispositif permet, ai nsi, d' avoir une acoustique du groupe moto-propulseur dépendante non seulement de la vitesse du véhicule automobile, mais également de la volonté du conducteur. En d'autres termes, le dispositif permet de prendre en compte les variations de la position de la pédale d 'accélérateur dans le but de générer des limitations de régime du moteur thermique du groupe moto-propulseur, en plus de l 'accélération ou de la décélération du véhicule. Les paramètres représentatifs des caractéristiques du véhicule automobile peuvent comprendre un paramètre représentatif du degré d'activité estimé ou mesuré du conducteur Acond, et un paramètre représentatif de la vitesse du véhicule automobile Vveh. De préférence, les paramètres représentatifs de la volonté du conducteur comprennent des paramètres représentatifs de la position de la pédale d' accélérateur Pedacc et des paramètres représentatifs de la position de la pédale de frein Pedfrein. Avantageusement, les paramètres représentatifs de la volonté du conducteur comprennent, en outre, un paramètre représentatif du gradient de la position de la pédale d ' accélérateur Pedacc^grd. Dans un mode de réali sation, le paramètre représentatif du gradient de la position de la pédale d' accélérateur Pedacc_grd a été filtré par un moyen de filtrage et/ou temporisé par un moyen de temporisation avant l ' alimentation du moyen de génération par ledit paramètre Pedacc_grd. Le moyen de génération produit avantageusement deux signaux de limitation lim_var_rpm_pos, lim_var_rpm_neg définis par les rel ations : lim_var_rpm_pos = FI (Acond, Vveh) lim_var_rpm_pos = F2 (Acond, Vveh) dans l esquelles les fonctions variables FI et F2 dépendent de la position de la pédale d ' accélérateur et du gradient de la position de ladite pédale, lesdites fonctions étant déterminées par des tables d ' i nterpolation dont les paramètres sont déterminés de manière définitive lors de la mise au point du véhicule. L' invention concerne également un procédé de commande d'un groupe moto-propulseur de véhicule automobile apte à délivrer des signaux de consigne de couple à appliquer aux roues du véhicule automobile, dans lequel on génère un signal représentatif d' une limitation du régime du moteur thermique intégré au groupe moto- propulseur apte à réduire l es variations gênantes d ' un point de vue acoustique dudit groupe, on détermine un point de fonctionnement du groupe moto-propulseur dans un domaine de fonctionnement optimal du groupe moto-propul seur en fonction du signal représentatif de limitation de régime. On génère ledit signal représentatif d ' une limitation de variation du régime du moteur thermique intégré au groupe moto-propulseur en fonction de paramètres d 'entrée représentatifs des caractéristiques du véhicule automobil e et des paramètres représentatifs de la volonté du conducteur. Avantageusement, on génère une limitation du régime du moteur thermique intégré au groupe moto-propulseur en fonction de l ' enfoncement de la pédale d'accélérateur Pedacc. Ladite limitation peut également être générée en fonction de l 'enfoncement du frein du véhicule et/ou en fonction du gradient de la position de la pédale d ' accélérateur Pacc_grd. Dans un mode de mise en œuvre, la limitation du régime du moteur thermique intégré au groupe moto-propulseur comprend au moins l ' une des étapes suivantes : - on compare l ' enfoncement de la pédale d 'accél ération à un premier seuil de position prédéterminé correspondant à un état d'enfoncement au-delà du point dur de la pédale d ' accélérateur, - on compare l 'enfoncement de la pédale d ' accél ération à un second seuil de position prédéterminé correspondant à un état d ' enfoncement important de la pédale mais inférieur au premier seuil, - on compare l ' enfoncement de la pédale d' accélération à un troisième seuil de position prédéterminé correspondant à un état d'enfoncement de la pédale inférieur au second seuil , - on compare le gradient d 'enfoncement de la pédale d ' accélération à un quatrième seuil de variation de position prédéterminé correspondant à un enfoncement rapide de ladite pédale, - on compare le gradient d ' enfoncement de la pédale d ' accélération à un cinquième seuil de variation de position prédéterminé correspondant à un relèvement rapide de ladite pédale, chaque étape déterminant une limitation du régime du moteur thermique entre des valeurs limites de fonctionnement ou autorisant l ' étape suivante selon la valeur des paramètres. L' i nvention et ses avantages seront mieux compris à l ' étude de la description d' un mode de réalisation nullement limitatif, et illustré par les dessins annexés sur lesquels : - la figure 1 est un schéma bloc d ' un dispositif de commande selon la présente invention, - la figure 2 est un schéma bloc d' un moyen de génération d' un signal du dispositif de commande de la figure 1 , et - la figure 3 ill ustre schématiquement les différents étapes de fonctionnement d ' un moyen de génération de la figure 2. Sur la figure 1 est représenté un dispositif de commande comprenant un moyen d ' interprétation 1 de la volonté du conducteur, un moyen de détermination 2 d' un point de fonctionnement dans un domaine de fonctionnement optimal d ' un groupe moto-propulseur 3 et un moyen de réalisation 4 du point de fonctionnement déterminé. Le moyen 1 est connecté à troi s modules d'entrée 5, 6 et 7, respectivement par l ' intermédiaire de connexions 8, 9 et 10, aptes à élaborer un signal représentatif d' une grandeur mesurée par des capteursThe present invention relates to a device for controlling a powerplant capable of delivering torque reference signals to be applied to the wheels of a motor vehicle, and an associated method. The invention relates more particularly to a device for controlling a power train, which can be adapted to any type of motor vehicle and making it possible to control the variations in the engine speed of said group in order to improve the acoustics felt by the driver. and passengers in the motor vehicle. At present, in order to obtain a particularly satisfactory driving pleasure, it is sought to reduce as much as possible the noise nuisance caused by the power train of the motor vehicle. To this end, the applicant has developed a device for controlling the operating point of a motor-propulsion unit for motor vehicles, described in document FR-A-2 827 339. The control carried out by this device is a torque control applied to the wheels of the motor vehicle. 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. Such a device is equipped with a module for interpreting the driver's wishes, known as the IVC module, comprising in particular a generator making it possible to generate a signal representative of an imitation of variation of the speed of the powertrain capable of reducing the acoustic variations of the powertrain that the driver is likely to hear. Said signal is transmitted to an optimization block of the powertrain for the purpose of controlling the torque to be applied to the wheels of the vehicle, the optimization block allowing the determination of an operating point in an optimal operating range. of the powertrain on the basis of driving pleasure constraint. The determination of the signal representative of a limitation of the engine speed of the power train capable of reducing the acoustically annoying variations of the power train is carried out as a function of the degree of activity of the driver and of the speed of the motor vehicle. A te! device, capable of improving the acousti that felt by people within the passenger compartment, has the drawback of not allowing to correctly take into account the variations in torque demand to be applied to the wheels, the signal being determined mainly by the speed of the motor vehicle. The object of the present invention is therefore to resolve this drawback and to provide a control device for a powerplant which can take into account in a particularly precise manner the variations in torque demand, and therefore indirectly of the regime. of the powertrain, making it possible to determine suitable limitations of the powertrain. To this end, the control device of a motor vehicle power unit capable of delivering torque setpoint signals to be applied to the wheels of the motor vehicle, comprises means for generating a signal representative of a limitation of variation of the engine speed integrated in the powertrain capable of reducing annoying variations from an acoustic point of view of said group, and a means of determining an operating point of the powertrain in a optimal operating range of the powertrain as a function of the representative speed limitation signal. The means for generating the signal representative of a variation limitation of the speed of the heat engine integrated in the powerplant is supplied with input by parameters representative of the characteristics of the motor vehicle and parameters representative of the driver's wishes. The torque setpoint to be applied to the wheels is calculated directly at the wheels of the motor vehicle. With such a device, it thus becomes possible to provide a device making it possible to determine the operating domain of the powerplant allowing driving pleasure directly adapted to the flight of the emissive driver, in particular through the accelerator pedal. . The device makes it possible, also, to have an acoustics of the powertrain dependent not only on the speed of the motor vehicle, but also on the will of the driver. In other words, the device makes it possible to take into account variations in the position of the accelerator pedal in order to generate engine speed limits for the engine, in addition to acceleration or vehicle deceleration. The parameters representative of the characteristics of the motor vehicle can comprise a parameter representative of the estimated or measured degree of activity of the driver Acond, and a parameter representative of the speed of the motor vehicle Vveh. Preferably, the parameters representative of the driver's will include parameters representative of the position of the Pedacc accelerator pedal and parameters representative of the position of the Pedfrein brake pedal. Advantageously, the parameters representative of the will of the driver include, in addition, a parameter representative of the gradient of the position of the accelerator pedal Pedacc ^ grd. In one embodiment, the parameter representing the gradient of the position of the accelerator pedal Pedacc_grd has been filtered by a filtering means and / or timed by a delaying means before the supply of the generation means by said parameter Pedacc_grd. The generation means advantageously produces two limitation signals lim_var_rpm_pos, lim_var_rpm_neg defined by the relationships: lim_var_rpm_pos = FI (Acond, Vveh) lim_var_rpm_pos = F2 (Acond, Vveh) in which the variable functions FI and F2 depend on the position of the accelerator pedal and the gradient of the position of said pedal, said functions being determined by interpolation tables whose parameters are determined definitively when the vehicle is tuned up. The invention also relates to a method for controlling a motor-propulsion unit of a motor vehicle capable of delivering torque setpoint signals to be applied to the wheels of the motor vehicle, in which a signal representative of a limitation of the engine speed is generated. internal combustion engine integrated in the powertrain capable of reducing annoying variations from an acoustic point of view of said group, a point of operation of the powertrain is determined in an optimal operating range of the powertrain in function of the representative speed limitation signal. Generating said signal representative of a limitation of variation of the speed of the internal combustion engine powertrain based on input parameters representative of the characteristics of the motor vehicle and parameters representative of the driver's wishes. Advantageously, a limitation of the speed of the thermal engine integrated in the powertrain is generated as a function of the depressing of the Pedacc accelerator pedal. Said limitation can also be generated as a function of the application of the vehicle brake and / or as a function of the gradient of the position of the accelerator pedal Pacc_grd. In one embodiment, the limitation of the speed of the thermal engine integrated in the powertrain comprises at least one of the following steps: - the depression of the accelerator pedal is compared to a first position threshold predetermined corresponding to a depressing state beyond the hard point of the accelerator pedal, - the depressing of the accelerating pedal is compared to a second predetermined position threshold corresponding to a significant depressing state of the pedal but less than the first threshold, - the depression of the acceleration pedal is compared to a third predetermined position threshold corresponding to a state of depression of the pedal less than the second threshold, - the gradient of the depression is compared from the acceleration pedal to a fourth predetermined position variation threshold corresponding to rapid depressing of said pedal, - the gradient of enf oncing the accelerator pedal to a fifth predetermined position variation threshold corresponding to a rapid raising of said pedal, each step determining a limitation of the engine speed between operating limit values or authorizing the next step according to the value of the parameters. The invention and its advantages will be better understood on studying the description of an embodiment which is in no way limitative, and illustrated by the appended drawings in which: - Figure 1 is a block diagram of a control device according to the present invention, - Figure 2 is a block diagram of a means for generating a signal of the control device of Figure 1, and - Figure 3 schematically illustrates the different stages of operation of a generation means of Figure 2. In Figure 1 is shown a control device comprising a means of interpretation 1 of the will of the driver, a means 2 for determining an operating point in an optimal operating range of a motorcycle group propellant 3 and an embodiment 4 of the determined operating point. The means 1 is connected to three input modules 5, 6 and 7, respectively via connections 8, 9 and 10, capable of producing a signal representative of a quantity measured by sensors
(non représentés) montés sur le véhicule. Le module 5 fournit les caractéristiques du véhicule, en particulier les profils de comportement du véhicule programmés par l e constructeur pour caractériser le comportement du véhicule livré à un client. Le module 6 est capable d'élaborer des données en réalisant l ' i nterface entre le conducteur humain et le reste du véhicule automobile sel on la technique des interfaces homme/machine. Le module 7 est capable d' élaborer des signaux concernant l ' environnement du véhicule automobile. Ces derniers permettent de tenir compte de l ' état du véhicule automobi le et de sa situation dans l 'environnement, par exemple la vitesse du véhicule automobile, l ' état de la chaussée ou les conditions météorologiques. La valeur des paramètres et l ' état des variables des données d' entrée transmises par ces trois modules peuvent être stockés dans une mémoi re commune à chaque élément du dispositif(not shown) mounted on the vehicle. Module 5 provides the characteristics of the vehicle, in particular the behavior profiles of the vehicle programmed by the manufacturer to characterize the behavior of the vehicle delivered to a customer. The module 6 is capable of processing data by performing the interface between the human driver and the rest of the motor vehicle according to the technique of man / machine interfaces. The module 7 is capable of producing signals relating to the environment of the motor vehicle. These allow to take into account the state of the motor vehicle and its situation in the environment, for example the speed of the motor vehicle, road conditions or weather conditions. The value of the parameters and the state of the variables of the input data transmitted by these three modules can be stored in a memory common to each element of the device.
(non représentée). Le moyen 1 comprend un générateur 1 1 de consigne de couple à appliquer aux roues comprenant une composante statique, dite couple statique Cs, et un générateur 12 de consigne de couple à appliquer aux roues comprenant une composante dynamique, dite couple dynamique(not shown). The means 1 comprises a generator 1 1 of torque setpoint to be applied to the wheels comprising a static component, called the static torque Cs, and a torque setpoint generator 12 to be applied to the wheels comprising a dynamic component, called the dynamic torque
Cd. De tels générateurs de consigne de couple peuvent être par exemple des générateurs tels que décrit dans la demande FR-A-2 827 339. Le moyen 1 comprend également un moyen de génération 13 de limitation de variation de régime du moteur thermique du groupe moto- propulseur apte à générer deux si gnaux de con signe de limitation 21 , 22, dit limite de régime positive lim_var_rpm_pos pour limiter les variations de régime vers le sens de l ' augmentation, et limite de régime négative lim_var_rpm_neg pour limiter les variations du régime moteur dans le sens de la réduction. La limitation de variation de régime définit la vari ation de régime moteur pendant un intervalle de temps déterminé. Comme illustré à la figure 2, le moyen de génération 13 reçoit en entrée des données représentatives de la volonté du conducteur ainsi que des données représentatives des caractéristiques du véhicule automobi le. Les données représentatives de la volonté du conducteur, transmises respectivement par les connexions 14, 15a, 16 etCd. Such torque setpoint generators can be, for example, generators as described in application FR-A-2 827 339. The means 1 also comprises a means of generation 13 for limiting the variation in speed of the engine of the group motor-propellant capable of generating two signals of limitation sign 21, 22, said positive speed limit lim_var_rpm_pos to limit the variations in speed towards the direction of increase, and negative speed limit lim_var_rpm_neg to limit the variations in speed motor in the direction of reduction. The speed variation limitation defines the variation of engine speed during a determined time interval. As illustrated in FIG. 2, the generation means 13 receives as input data representative of the driver's wishes as well as data representative of the characteristics of the motor vehicle. Data representative of the driver's wishes, transmitted respectively by connections 14, 15a, 16 and
17, sont : - Pedacc : l 'information représentative de l'état d'enfoncement de la pédale d' accélérateur du véhicule, par l ' intermédiaire d' un capteur (non représenté), - Pedacc _grd : le gradient de la position de la pédale d'accélérateur à partir de l ' état d ' enfoncement de la pédale d' accélérateur par rapport à un état d' enfoncement précédent, ledit gradient étant calculée par l 'intermédiaire d' un opérateur spécifique (non représenté) calculant une dérivée de positions successives de la pédale d ' accélérateur, - Kick : l 'enfoncement de la pédale d' accélérateur au-delà d ' une butée physique appelée aussi point dur de l ' accélérateur, pouvant notamment permettre, sur une transmissi on automatique de type conventionnelle à rapport discrets, de forcer le rétrogradage au rapport inférieur afin d'obtenir un surcroît d' accélération momentané pouvant être nécessaire par exemple lors d ' un dépassement, - Pedfrein : l 'information représentative de l ' état d 'enfoncement de la pédale de frein du véhicule, par l 'intermédiaire d' un capteur (non représenté). Les données représentatives du gradient de la pédal e d' accélérateur peuvent avantageusement être filtrées par un moyen de filtrage 20, tel qu ' un filtre, avant d' être transmi ses par la connexion 15b au moyen de génération 13 afin de supprimer les éventuels bruits parasites. Il est également envisageable de prévoir un moyen de temporisation (non représenté) apte à mémoriser une valeur maximale du gradient de la position de la pédale pendant un intervalle de temps donné pour la transmettre au moyen de génération 13. Les données représentatives des caractéristiques du véhicule automobile, transmises respectivement par les connexions 1 S et 19 sont : - Acond : le degré d 'activité du conducteur (en %) estimé ou mesuré, pouvant être lu dans la mémoire enregistrant l ' activité du conducteur, - Vveh : la vitesse du véhicule (en km/h), pouvant être l ue ou interprétée sur les mémoires ou variables d'état représentant des signaux représentant la vitesse du véhicule. A partir des données reçues en entrée, le moyen de génération 13 permet de déterminer la limitation de variation de régime afin d' améliorer l'acoustique au sein de l'habitacle du véhicule automobile, en transmettant les signaux de consigne de limitation des variations du régime vers le sens de l' augmentation lim_var_rpm_pos et de limitation du régime vers le sens de la réduction lim_yar_rpm_neg, respectivement par les connexi ons 21 et 22, au moyen de détermination 2 du point de fonctionnement du groupe moto-propulseur. L'organigramme représenté sur la figure 3 , montre les différents tests d 'analyse et de comparaison réalisés sur les données transmises par les connexions 14 à 19 (figure 2). Ces tests sont réalisés par différents moyens de comparaison, par exemple des comparateurs, selon le processus suivant. Une première étape 23 consiste à déterminer si la pédale d' accélérateur est enfoncée au-delà d 'un premier seuil, i ci au-delà du poi nt dur de l ' accélérateur dit kick. Si l 'enfoncement de la pédale d' accélérateur PedAcc est supérieur à l 'enfoncement correspondant au point dur kick alors le moyen de génération 13 choisit un premier mode 24 dans lequel la variable lim_var_rpm_pos prend la valeur cal ibrable Ni_grd_max et la variable lim_var_rpm_neg prend la valeur cal ibrabl e Ni__grd_min, où Ni représente une consigne de régime du moteur thermique intégré au groupe moto-propul seur 3 (figure 1 ), prédéterminées afin d 'obtenir une limitation du poi nt de fonctionnement permettant d'atteindre les performances maximales dudit groupe moto- propulseur 3 tout en ayant une acoustique améliorée pour les personnes se trouvant à l 'intérieur de l'habitacle du véhicule automobile. Si l' enfoncement de la pédale d' accélérateur est inférieur à l'enfoncement correspondant au point dur kick alors le moyen de génération 13 passe à l 'étape 25 et vérifie si l 'enfoncement de la pédale d'accélération Pedacc est supérieur à un second seuil seuil_PedaccF correspondant à un enfoncement de la pédale d ' accélérateur proche de 100% , pouvant être par exemple 95 %. Si l ' enfoncement de l a pédale d'accélération du véhicule automobile est strictement supérieur au seuil prédéterminé d' enfoncement de la pédale d'accélération (PedacO seuil _PedaccF) alors le moyen de génération 13 passe à un second mode 26 dans lequel la variable lim_var_rpm_pos est calculée à partir d' une cartographie calibrable p _P 'edaccF et la variable lim_var_rpm_neg est calculée à partir d' une cartographie calibrable n_ PedaccF . Ces deux cartographies dépendent des informations d'activité du conducteur Acond et de la vitesse du véhicule automobile Vveh transmises respectivement par les connexions 18 et 19 (figure 2), lesdites données Acond et Vveh pouvant être respectivement lues ou interprétées sur la mémoire enregistrant le profil du conducteur, et sur la mémoire ou variables d'états représentant des signaux décrivant l ' environnement du véhicule. Si l ' enfoncement de l a pédale d ' accélérateur est inférieur à l 'enfoncement correspondant au second seuil seuil_PedaccF alors le moyen de génération 1 3 passe à l ' étape 27 et vérifie si l 'enfoncement de la pédale d' accélération Pedacc est inférieur à un troisième seuil seuil_PedaccL correspondant à un enfoncement de la pédale d'accélérateur proche de 0%, pouvant être par exempl e 10%. Si l 'enfoncement de la pédale d'accélération du véhicule automobile est strictement inférieur au seuil prédéterminé d 'enfoncement de la pédale d' accélération (Pedacc<seuil_Pedacc ) al ors le moyen de génération 13 passe à un troisième mode 28 dans lequel la variabl e lim_var_rpm_pos est calculée à partir d'une cartographie calibrable p_PedaccL et la variable lim_var_rpm_neg est calculée à partir d'une cartographie calibrable n_PedaccL. Ces deux cartographies dépendent des informations d ' activité du conducteur Acond et de la vitesse du véhicule automobile Vveh. Si l 'enfoncement de la pédale d'accélérateur est supérieur au troisième seuil PedaccL al ors le moyen de génération 13 passe à l 'étape 29 et vérifie si le gradient filtré de l ' enfoncement de la pédale d ' accélération Pedacc_grd_fil est supérieur à un quatrième seuil PedaccFD correspondant à un enfoncement rapide de la pédale d' accélérateur sans toutefois que la position de la pédale d'accélérateur atteigne le second seuil seuil __P eά AccF . Si le gradient de l a position de la pédale d'accélération du véhicule automobile est strictement supérieur au seuil prédéterminé (Pedacc _grd_fil> seuil _PedaccFD) alors le moyen de génération 13 passe à un quatrième mode 30 dans lequel la variable lim_var_rpm_pos est calculée à partir d' une cartographie cali brabl e p__PedaccFD et la variable Um_var_rpm_neg est calculée à partir d' une cartographie calibrable n__PedaccFD. Ces deux cartographies dépendent des informations d 'activité du conducteur Acond et de la vitesse du véhicule automobile Vveh. Si le gradient de la position de la pédale d ' accélération est inférieur au quatrième seuil seuil ^PedaccFD alors le moyen de génération 1 3 passe à l'étape 3 1 et vérifie si le gradient filtré de l 'enfoncement de la pédale d ' accélération Pedacc _grd_fil est inférieur à un cinquième seuil seuil _P 'edaccLD correspondant à un relevé rapide de la pédale d' accélérateur sans toutefois atteindre le second seuil seuil _PedaccL. Si le gradient de la position de la pédale d' accélération du véhicule automobile est strictement inférieur au seuil prédéterminé (Pedacc_grd_fil<seuil_PedaccLD) alors le moyen de génération 13 passe à un cinquième mode 32 dans lequel la variabl e lim__var_rpm_pos est calculée à partir d' une cartographie calibrable p_PedaccLD et la variable lim_ ar_rpm_neg est calculée à partir d ' une cartographie calibrable n_PedaccLD. Ces deux cartographies dépendent des informations d'activité du conducteur Acond et de la vitesse du véhicule automobil e Vveh. Si le gradient de la position de la pédale d' accélération du véhicule automobile est supérieur au seuil prédéterminé (Pedacc_grd_fil>seuil_PedaccLD) alors le moyen de génération 1 3 passe à un sixième mode 33 dans lequel la variable lim_var_rpm_ρos est calculée à partir d ' une cartographie calibrable p_PedaccS et la variable lim_var_rpm_neg est calculée à partir d' une cartographie calibrable n_PedaccS. Ces deux cartographies dépendent des informations d ' activité du conducteur Acond et de la vitesse du véhicule automobile Vveh, et correspondent à une position moyenne de la pédale entre le second seuil seuil_PedaccF et le troisième seuil seuil_PedaccL. Le moyen de génération 13 permet ainsi de transmettre une limitation de variation du régime du moteur thermique au moyen de détermination 2 afin d'améliorer l' acoustique au sein de l'habitacle du véhicule automobile, en transmettant les signaux de consigne de limitation des variations du régime du moteur thermique dans le sens de l' augmentation lim_var_rpm_pos et de li mitation du régime dans le sens de la réduction lim_var_rpm_neg , au moyen de détermination 2. Lesdits signaux de limitation variables prennent ainsi en compte les variations de la demande de couple générée à partir de la pédale d 'accélérateur17, are: - Pedacc: the information representative of the depressing state of the accelerator pedal of the vehicle, by means of a sensor (not shown), - Pedacc _grd: the gradient of the position of the accelerator pedal from the depressing state of the accelerator pedal compared to a previous depressing state, said gradient being calculated by means of a specific operator (not shown) calculating a derivative of successive positions of the accelerator pedal, - Kick: depressing the accelerator pedal beyond a physical stop called also the hard point of the accelerator, in particular allow, on an automatic transmission of the conventional type with discrete ratios, to force the downshift to the lower ratio in order to obtain a momentary additional acceleration which may be necessary for example when overtaking, - Pedfrein: representative information the depressed state of the vehicle brake pedal, by means of a sensor (not shown). The data representative of the gradient of the accelerator pedal can advantageously be filtered by a filtering means 20, such as a filter, before being transmitted by the connection 15b to the generation means 13 in order to suppress any noise. . It is also conceivable to provide a time delay means (not shown) capable of storing a maximum value of the gradient of the position of the pedal during a given time interval to transmit it to the generation means 13. Data representative of the characteristics of the vehicle automobile, transmitted respectively by connections 1 S and 19 are: - Acond: the degree of driver activity (in%) estimated or measured, which can be read in the memory recording the driver activity, - Vveh: the vehicle speed (in km / h), which can be read or interpreted on the memories or state variables representing signals representing the vehicle speed. From the data received as input, the generation means 13 makes it possible to determine the limitation of variation in speed in order to improve the acoustics within the passenger compartment of the motor vehicle, by transmitting the setpoint signals for limiting variations in speed towards the direction of increase lim_var_rpm_pos and speed limitation towards the direction of reduction lim_yar_rpm_neg, respectively by the connecti ons 21 and 22, by means of determination 2 of the operating point of the powertrain. The flowchart represented in FIG. 3 shows the various analysis and comparison tests carried out on the data transmitted by the connections 14 to 19 (FIG. 2). These tests are carried out by different comparison means, for example comparators, according to the following process. A first step 23 consists in determining whether the accelerator pedal is depressed beyond a first threshold, i ci beyond the hard point of the accelerator called kick. If the depressing of the accelerator pedal PedAcc is greater than the depressing corresponding to the hard kick point then the generation means 13 chooses a first mode 24 in which the variable lim_var_rpm_pos takes the cal ibrable value Ni_grd_max and the variable lim_var_rpm_neg takes the cal ibrabl e Ni__grd_min value, where Ni represents a speed setpoint for the internal combustion engine integrated in the powertrain 3 (figure 1), predetermined in order to obtain a limitation of the operating point allowing the maximum performance of the said group to be reached powerplant 3 while having improved acoustics for people inside the passenger compartment of the motor vehicle. If the depressing of the accelerator pedal is less than the depressing corresponding to the hard kick point then the generation means 13 goes to step 25 and checks if the depressing of the accelerator pedal Pedacc is greater than one second threshold threshold_PedaccF corresponding to a depressing of the accelerator pedal close to 100%, which may for example be 95%. If the depressing of the acceleration pedal of the motor vehicle is strictly greater than the predetermined threshold for depressing the acceleration pedal (PedacO threshold _PedaccF) then the generation means 13 passes to a second mode 26 in which the variable lim_var_rpm_pos is calculated from a calibratable map p _P 'edaccF and the variable lim_var_rpm_neg is calculated from a calibratable map n_ PedaccF. These two maps depend on the activity information of the Acond driver and on the speed of the motor vehicle Vveh transmitted respectively by the connections 18 and 19 (FIG. 2), said Acond and Vveh data being able to be respectively read or interpreted on the memory recording the profile. of the driver, and on the memory or state variables representing signals describing the environment of the vehicle. If the depressing of the accelerator pedal is less than the depressing corresponding to the second threshold threshold_PedaccF then the generation means 1 3 goes to step 27 and checks whether the depressing of the accelerator pedal Pedacc is less than a third threshold threshold_PedaccL corresponding to depressing the accelerator pedal close to 0%, which may for example be 10%. If the depressing of the acceleration pedal of the motor vehicle is strictly lower than the predetermined threshold for depressing the acceleration pedal (Pedacc <threshold_Pedacc) while the generation means 13 pass to a third mode 28 in which the variable e lim_var_rpm_pos is calculated from a calibratable map p_PedaccL and the variable lim_var_rpm_neg is calculated from a calibratable map n_PedaccL. These two maps depend on the activity information of the Acond driver and the speed of the Vveh motor vehicle. If the depressing of the accelerator pedal is greater than the third threshold PedaccL als the generation means 13 goes to step 29 and checks if the filtered gradient of the depressing of the accelerator pedal Pedacc_grd_fil is greater than one fourth threshold PedaccFD corresponding to rapid depressing of the accelerator pedal without, however, the position of the accelerator pedal reaching the second threshold threshold __P eά AccF. If the gradient of the position of the acceleration pedal of the motor vehicle is strictly greater than the predetermined threshold (Pedacc _grd_fil> threshold _PedaccFD) then the generation means 13 passes to a fourth mode 30 in which the variable lim_var_rpm_pos is calculated from 'a cali brabl e p__PedaccFD map and the variable Um_var_rpm_neg is calculated from a calibratable map n__PedaccFD. These two maps depend on the activity information of the Acond driver and the speed of the Vveh motor vehicle. If the gradient of the position of the accelerator pedal is less than the fourth threshold threshold ^ PedaccFD then the generation means 1 3 goes to step 3 1 and checks whether the filtered gradient of the depressing of the accelerator pedal Pedacc _grd_fil is less than a fifth threshold threshold _P 'edaccLD corresponding to a rapid reading of the accelerator pedal without however reaching the second threshold threshold _PedaccL. If the gradient of the position of the accelerator pedal of the motor vehicle is strictly less than the predetermined threshold (Pedacc_grd_fil <threshold_PedaccLD) then the generation means 13 goes to a fifth mode 32 in which the variable lim__var_rpm_pos is calculated from a calibratable map p_PedaccLD and the variable lim_ ar_rpm_neg is calculated from a calibratable map n_PedaccLD. These two maps depend on the Acond driver activity information and the speed of the Vveh motor vehicle. If the gradient of the position of the acceleration pedal of the motor vehicle is greater than the predetermined threshold (Pedacc_grd_fil> threshold_PedaccLD) then the generation means 1 3 passes to a sixth mode 33 in which the variable lim_var_rpm_ρos is calculated from a calibratable mapping p_PedaccS and the variable lim_var_rpm_neg is calculated from a calibratable mapping n_PedaccS. These two maps depend on the Acond driver activity information and on the speed of the motor vehicle Vveh, and correspond to an average position of the pedal between the second threshold threshold_PedaccF and the third threshold threshold_PedaccL. The generation means 13 thus makes it possible to transmit a limitation of variation of the speed of the heat engine to the determination means 2 in order to improve the acoustics within the passenger compartment of the motor vehicle, by transmitting the setpoint signals for limiting the variations of the engine speed in the direction of the increase lim_var_rpm_pos and of limiting the speed in the direction of the reduction lim_var_rpm_neg, by means of determination 2. Said variable limitation signals thus take into account the variations in the demand for torque generated from the accelerator pedal
Pedacc. Il est également possible d' utiliser d ' une manière analogue la position d'enfoncement de la pédale de frein Pedfrein à partir de l ' information transmi se par la connexion 17 (figure 2) au moyen de génération 1 3 ou encore d'arrêter la limitation des variations du régime lorsque le conducteur enfonce la pédale de frein Pedfrein. Comme illustré sur la figure 1 , le moyen de détermination 2 reçoit également une consigne de couple statique Cs du générateur 1 1 par l ' intermédi aire de la connexion 34 et une consi gne de coupl e statique Cd du générateur 1 2 par l 'intermédiaire de la connexion 35. Le moyen de détermination 2 du point de fonctionnement du groupe moto-propulseur 3 reçoit ainsi quatre signaux de commande lim__var_rpm_pos, lim_var_rptn_neg, Cs et Cd. Le moyen de détermination 2 permet ainsi le paramétrage indépendant des modulesPedacc. It is also possible to use in a similar manner the depressing position of the Pedfrein brake pedal from the information transmitted by connection 17 (FIG. 2) by means of generation 1 3 or stop the limitation of engine speed variations when the driver depresses the Pedfrein brake pedal. As illustrated in FIG. 1, the determination means 2 also receives a static torque setpoint Cs from the generator 1 1 via the connection 34 and a static coupling setpoint Cd from the generator 1 2 via of the connection 35. The means 2 for determining the operating point of the propulsion unit 3 thus receives four control signals lim__var_rpm_pos, lim_var_rptn_neg, Cs and Cd. The means of determination 2 thus allows independent parameterization of the modules
36, 37 et 38 qui le constituent, le module 36 délivrant un signal de couple à la roue C, le module 37 un signal de puissance batterie Pbat, et le module 38 un signal de commande de régime moteur N. Lesdits signaux sont transmis, respectivement par l ' intermédiaire des connexions 39, 40 et 41 , au module 4 de réalisation du point de fonctionnement du groupe moto-propulseur 3 permettant de commander les organes de commande du groupe moto-propul seur 3 par l ' intermédiaire de la connexion 42 et les roues motrices 43 par la connexion 44 d' une manière analogue à la demande de brevet FR-A- 2 827 339 au nom de l a demanderesse. La présente invention permet ainsi de réaliser un contrôle appliqué à la roue du point de fonctionnement du groupe motopropulseur permettant de générer des consignes limites de régime dudit moteur thermique intégré au groupe moto-propulseur directement dépendantes de l ' état du véhicule mais également adaptées à la volonté du conducteur, notamment par l 'intermédiaire de la pédale d' accélérateur, dans le but d'obtenir un agrément de conduite amélioré. 36, 37 and 38 which constitute it, the module 36 delivering a torque signal to the wheel C, the module 37 a battery power signal Pbat, and the module 38 a signal for controlling engine speed N. Said signals are transmitted, respectively via connections 39, 40 and 41, to the module 4 for producing the operating point of the propulsion unit 3 making it possible to control the control members of the propulsion unit 3 via connection 42 and the driving wheels 43 by the connection 44 in a manner analogous to patent application FR-A-2 827 339 in the name of the applicant. The present invention thus makes it possible to carry out a control applied to the wheel of the operating point of the powertrain making it possible to generate limit setpoints for the speed of said thermal engine integrated in the powertrain directly dependent on the state of the vehicle but also adapted to the will of the driver, in particular by means of the accelerator pedal, in order to obtain an improved driving pleasure.

Claims

REVEN DICATIONS REVEN DICATIONS
1 / Dispositif de commande d' un groupe moto-propulseur de véhicule automobi le apte à délivrer des signaux de consigne de couple à appliquer aux roues du véhicule automobile, comprenant un moyen de génération ( 1 ) d ' un si gnal représentatif d' une l i mitation de variation du régime du moteur thermique intégré au groupe moto-propulseur apte à réduire les vari ations gênantes d ' un point de vue acoustique dudit groupe, et un moyen de détermination (2) d' un point de fonction nement d u groupe moto-propul seur dans un domaine de fonctionnement optimal en fonction du signal représentatif de l imitation de régi me, le moyen de génération ( 1 ) du signal représentatif d' une limitation de variation du régime du moteur thermique intégré au groupe moto-propulseur étant alimenté en entrée par des paramètres représentatifs des caractéri stiques du véh icule automobi le, et des paramètres représentatifs de la volonté du conducteur comprenant des paramètres représentatifs de la position de la pédale d'accélérateur (Pedacc), des paramètres représentatifs de la position de la pédale de frein (Pedfrein), et un paramètre représentatif du gradient de la position de la pédale d' accélérateur (Pedacc_grd), caractérisé par le fait que le moyen de génération ( 1 ) produit deux valeurs limites de fonctionnement du groupe moto- propulseur (lim_var_rpm_pos, Il m _v ar _ p m _ne g) variabl es et dépendantes de la position de la pédale d'accélération et du gradient de l a position de ladite pédale par rapport à des seuils prédéterminés. 2/ Dispositif selon l a revendication 1 , caractérisé par le fait que les paramètres représentatifs des caractéristiques du véhicule automobi le comprennent un paramètre représentatif du degré d' activité esti mé ou mesuré du conducteur (Acond), et un paramètre représentatif de la vitesse du véhicule automobile ( Vveh). 3/ Dispositif selon la revendication 1 ou 2, caractérisé par le fait que le paramètre représentatif du gradient de la position de la pédale d'accélérateur (Pedacc_grd) a été filtré par un moyen de filtrage avant l'alimentation du moyen de génération (1) par ledit paramètre (Pedacc_grά). 4/ Dispositif selon l'une quelconque des revendications précédentes, caractérisé par le fait que les valeurs limites de fonctionnement (Um_var_rpm_pos, tim_var_rpm_neg) sont définies par les relations : lim_var_rpm_pns = FI (Acond, Vveh) Hm_var_rpm_neg - F2 (Acond, Vveh) dans lesquelles les fonctions variables FI et F2 dépendent de la position de la pédale d'accélérateur ainsi que du gradient de la position de ladite pédale, lesdites fonctions étant déterminées par des tables d'interpolation dont les paramètres ont été déterminés de manière définitive lors de la mise au point du véhicule. 5/Procédé de commande d'un groupe moto-propulseur de véhicule automobile apte à délivrer des signaux de consigne de couple à appliquer aux roues du véhicule automobile, dans lequel on génère un signal représentatif d'une limitation du régime du moteur thermique intégré au groupe moto-propulseur apte à réduire les variations gênantes d'un point de vue acoustique dudit groupe, on détermine un point de fonctionnement du groupe moto-propulseur dans un domaine de fonctionnement optimal en fonction du signal représentatif de limitation de régime, on génère ledit signai représentatif d'une limitation de variation du régime du moteur thermique intégré au groupe moto-propuiseur en fonction de paramètres d'entrée représentatifs des caractéristiques du véhicule automobile et des paramètres représentatifs de la volonté du conducteur, caractérisé par le fait que la limitation du régime du moteur thermique comprend au moins l'une des étapes suivantes : - on compare l'enfoncement de la pédale d'accélération à un premier seuil de position prédéterminé correspondant à un état d'enfoncement au-delà du point dur de la pédale d'accélération, - on compare l'enfoncement de la pédale d'accélération à un second seuil de position prédéterminé correspondant à un état d'enfoncement de la pédale inférieur au premier seuil, - on compare l'enfoncement de la pédale d'accélération à un troisième seuil de position prédéterminé correspondant à un état d'enfoncement de la pédale inférieur au second seuil, - on compare le gradient d'enfoncement de la pédale d'accélération à un quatrième seuil de variation de position prédéterminé correspondant à un enfoncement rapide de ladite pédale, on compare le gradient d'enfoncement de la pédale d'accélération à un cinquième seuil de variation de position correspondant à un relèvement rapide de ladite pédale, chaque étape déterminant une limitation du régime du moteur thermique entre des valeurs de limites de fonctionnement ou autorisant l'étape suivante selon la valeur des paramètres. 6/Procédé selon la revendication 5, caractérisé par le fait qu'on génère une limitation du régime du moteur thermique intégré au groupe moto-propulseur en fonction de l'enfoncement de la pédale d'accélérateur (Pedacc). Il Procédé selon la revendication 5 ou 6, caractérisé par le fait qu'on génère une limitation du régime du moteur thermique intégré au groupe moto-propulseur en fonction de l'enfoncement de la pédale de frein (Pedfreïn). 8/ Procédé selon l'une des revendications 5 à 7, caractérisé par le fait qu'on génère une limitation du régime du groupe moto-propulseur en fonction du gradient de la position de la pédale d'accélérateur (Pedacc^grd). 1 / Device for controlling a motor propulsion unit of an automobile vehicle capable of delivering torque setpoint signals to be applied to the wheels of the motor vehicle, comprising means for generating (1) a signal representative of a Limitation of variation of the engine speed integrated into the powertrain capable of reducing annoying variations from an acoustic point of view of said group, and a means of determining (2) a point of operation of the motorcycle group propellor in an optimal operating range as a function of the signal representative of the imitation of regime, the means of generation (1) of the signal representative of a limitation of variation of the speed of the thermal engine integrated in the powertrain being supplied at the input by parameters representative of the characteristics of the motor vehicle, and parameters representative of the driver's wishes, comprising parameters re representative of the position of the accelerator pedal (Pedacc), parameters representative of the position of the brake pedal (Pedfrein), and a parameter representative of the gradient of the position of the accelerator pedal (Pedacc_grd), characterized by the fact that the generation means (1) produces two limit values of operation of the powertrain (lim_var_rpm_pos, Il m _v ar _ pm _ne g) variable and dependent on the position of the accelerator pedal and on the gradient the position of said pedal relative to predetermined thresholds. 2 / A device according to claim 1, characterized in that the parameters representative of the characteristics of the automobi vehicle include a parameter representative of the degree of activity estimated or measured by the driver (Acond), and a parameter representative of the speed of the vehicle automotive (Vveh). 3 / Device according to claim 1 or 2, characterized in that the parameter representative of the gradient of the position of the accelerator pedal (Pedacc_grd) has been filtered by a filtering means before the supply of the generation means (1 ) by said parameter (Pedacc_grά). 4 / Device according to any one of the preceding claims, characterized in that the operating limit values (Um_var_rpm_pos, tim_var_rpm_neg) are defined by the relationships: lim_var_rpm_pns = FI (Acond, Vveh) Hm_var_rpm_neg - F2 (Acond, Vveh) in which the variable functions FI and F2 depend on the position of the accelerator pedal as well as on the gradient of the position of said pedal, said functions being determined by interpolation tables whose parameters have been definitively determined during the vehicle tuning. 5 / Method for controlling a motor-propulsion unit of a motor vehicle capable of delivering torque setpoint signals to be applied to the wheels of the motor vehicle, in which a signal representative of a limitation of the engine speed integrated in the engine is generated powertrain capable of reducing annoying variations from an acoustic point of view of said group, an operating point of the powertrain is determined in an optimal operating range as a function of the signal representative of speed limitation, said generator is generated signai representative of a limitation of variation of the engine speed integrated in the motor-propulsion unit as a function of input parameters representative of the characteristics of the motor vehicle and parameters representative of the will of the driver, characterized in that the limitation of the engine speed includes at least one of the following steps: - comparing the depressing of the accelerator pedal to a first predetermined position threshold corresponding to a depressing state beyond the hard point of the accelerator pedal, - comparing the depressing of the accelerator pedal acceleration to a second predetermined position threshold corresponding to a depressing state of the pedal lower than the first threshold, - the depressing of the accelerator pedal is compared to a third predetermined position threshold corresponding to a depressing state of the pedal lower than the second threshold, - the gradient of depressing the accelerator pedal is compared to a fourth predetermined position variation threshold corresponding to rapid depressing of said pedal, the gradient of depressing the pedal d is compared acceleration to a fifth position variation threshold corresponding to a rapid raising of said pedal, each step determining a limitation of the speed of the internal combustion engine enters operating limit values or authorizes the next step depending on the value of the parameters. 6 / A method according to claim 5, characterized in that it generates a limitation of the engine speed integrated in the powerplant as a function of the depressing of the accelerator pedal (Pedacc). Method according to claim 5 or 6, characterized in that a limitation is generated on the speed of the internal combustion engine integrated in the power train as a function of the depressing of the brake pedal (Pedfreïn). 8 / A method according to one of claims 5 to 7, characterized in that it generates a limitation of the engine speed of the power train as a function of the gradient of the position of the accelerator pedal (Pedacc ^ grd).
EP05766710A 2004-05-28 2005-05-30 Device and method for controlling torque applied to wheels of a vehicle Not-in-force EP1753635B8 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0405804A FR2870793B1 (en) 2004-05-28 2004-05-28 DEVICE FOR CONTROLLING A MOTOR-PROPELLER GROUP OF A MOTOR VEHICLE FOR CONTROLLING A TORQUE APPLIED TO THE WHEELS OF THE VEHICLE AND ASSOCIATED METHOD
PCT/FR2005/050388 WO2005118327A1 (en) 2004-05-28 2005-05-30 Device and method for controlling torque applied to wheels of a vehicle

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EP1753635A1 true EP1753635A1 (en) 2007-02-21
EP1753635B1 EP1753635B1 (en) 2008-07-02
EP1753635B8 EP1753635B8 (en) 2009-04-08

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EP (1) EP1753635B8 (en)
JP (1) JP4480764B2 (en)
AT (1) ATE399672T1 (en)
DE (1) DE602005007890D1 (en)
ES (1) ES2314683T3 (en)
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WO (1) WO2005118327A1 (en)

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JP6387786B2 (en) * 2014-10-22 2018-09-12 株式会社デンソー Ultrasonic object detection device

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WO2005118327A1 (en) 2005-12-15
JP2008501090A (en) 2008-01-17
DE602005007890D1 (en) 2008-08-14
FR2870793B1 (en) 2007-08-31
ATE399672T1 (en) 2008-07-15
US20070276571A1 (en) 2007-11-29
JP4480764B2 (en) 2010-06-16
US8112205B2 (en) 2012-02-07
EP1753635B1 (en) 2008-07-02
ES2314683T3 (en) 2009-03-16
FR2870793A1 (en) 2005-12-02
EP1753635B8 (en) 2009-04-08

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