WO2011121215A1 - System for controlling torque between a non-driven portion and a drive portion of a 4x4 vehicle drive train so as to reduce coughing noise - Google Patents
System for controlling torque between a non-driven portion and a drive portion of a 4x4 vehicle drive train so as to reduce coughing noise Download PDFInfo
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- WO2011121215A1 WO2011121215A1 PCT/FR2011/050661 FR2011050661W WO2011121215A1 WO 2011121215 A1 WO2011121215 A1 WO 2011121215A1 FR 2011050661 W FR2011050661 W FR 2011050661W WO 2011121215 A1 WO2011121215 A1 WO 2011121215A1
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- Prior art keywords
- torque
- value
- coupler
- threshold
- vehicle
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- 206010011224 Cough Diseases 0.000 title 1
- 229920006395 saturated elastomer Polymers 0.000 claims abstract description 19
- 238000000034 method Methods 0.000 claims description 14
- 230000001133 acceleration Effects 0.000 claims description 7
- 238000013021 overheating Methods 0.000 claims description 4
- 230000007704 transition Effects 0.000 claims description 4
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 claims description 3
- 230000009471 action Effects 0.000 claims description 3
- 239000004202 carbamide Substances 0.000 claims description 3
- 230000008878 coupling Effects 0.000 claims 1
- 238000010168 coupling process Methods 0.000 claims 1
- 238000005859 coupling reaction Methods 0.000 claims 1
- 230000005540 biological transmission Effects 0.000 description 10
- 230000004913 activation Effects 0.000 description 6
- 238000012546 transfer Methods 0.000 description 6
- 238000001514 detection method Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
- B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
Definitions
- the invention relates to a system and a method for controlling torque between an untrained part and a driving part of a driveline of a four - wheel drive motor vehicle operating in a mo of 4x2, that is to say with two driving wheels.
- the untrained portion of such a kinematic chain frequently produces so-called “gritty” or "shot” noises and vibrations.
- the phenomenon of "grit” and “grit” noises and vibrations can be referred to as “rattle noise” or "Noise, Vibration and Harshness” (NVH).
- This phenomenon caused by the fluctuations of the engine torque, is due to multipulse shocks between the unloaded gears of a driveline or a gearbox.
- Gritting is not a pure noise. It is a raucous sound a little dull of which emerges no particular tone.
- this phenomenon occurs mainly during operation in 4x2 mode, it can occur during use of the vehicle in certain 4x4 modes, in relatively low torques, typically less than 30 Nm, for which the chain kinematics then comprises an untrained part and a driving part.
- the gritting noise can be found under various conditions of use such as under low load, ie low engine torque, slow acceleration or deceleration, or heavy load, and particularly recovery at low speed.
- low load ie low engine torque, slow acceleration or deceleration, or heavy load, and particularly recovery at low speed.
- the noise of "grilling" will not always be present. In a general way, it can be brought to light in a speed range going from 1500 to 2500 revolutions / minute, this obviously depending on the characteristics of the elements constituting the kinematic chain.
- the system of distribution of longitudinal forces on the four wheels has a maximum capacity of transmission of the engine torque on the rear axle and has three different operating modes.
- a third mode of absence of engine torque transmission to the rear axle corresponding to an so-called open coupler in a two-wheel drive mode known as "4x2 mode".
- a four-wheel drive motor vehicle includes user selection means for selecting the mode of operation of the system between the three modes "4x2", “4x4 automatic” or “4x4 off-road". Measurements show on such four-wheel drive vehicles a very critical "gritting problem" from the return module and the rear point in two-wheel drive mode in the case of a faulty traction motor vehicle. sufficient torque in the longitudinal transmission. This deterioration of the acoustic performance is all the more noticeable in the light load ranges of the engine and especially for the low speeds.
- JP 2001 225 656 discloses a motor vehicle comprising four driving wheels. To improve the safety thanks to the acceleration performance and to prevent vibrations related to the tension of the driveline, a means of control is used. to manage the traction distribution on both axles.
- This document describes a system for calculating the torque required for acceleration of the vehicle and to limit the torque transmitted to the rear wheels in order to eliminate the torsional vibrations at the torque generator.
- so-called "grilling" vibrations are not processed.
- Document KR 2004 00250 48 proposes a method for preventing noises and / or vibrations in a four-wheel drive vehicle, from the position of the accelerator pedal, the wheel rotation speeds, and the engine speed.
- the "4x4" controller reconstructs the speed of the vehicle and, depending on the engine speed and a vibration generation condition, deduced according to the ratio between the vehicle speed and the engine speed, decides on the torque to be distributed on the axles.
- This document describes a system for detecting the conditions corresponding to the generation of vibrations but does not specify how the necessary torque is calculated and applied.
- there is no distinction between different modes of operation of the system such as two-wheel drive modes and four-wheel drive modes of operation.
- the invention proposes to make the most of the possibilities offered by the technology of a controlled coupler, by controlling it electrically in order to attenuate the noises and vibrations in the non-driven part of the drive train without any additional cost due to modifications. or mechanical adjustments on the transmission chain.
- the invention also relates to a system and a control method capable of guaranteeing a good compromise between the acoustic comfort and the performance of the vehicle as well as the consumption of the vehicle.
- a torque control system between an untrained portion and a driving portion of a driveline of a vehicle.
- four wheel drive automobile the vehicle comprising a coupler for applying a torque value between the untrained part and the driving part.
- the control system comprises first calculation means able to determine a nominal torque value, second calculation means capable of determining a saturated torque value, means for detecting the application conditions able to detect if the conditions of application of said torque are verified, and means for selecting the torque value that the coupler must apply to reduce noise and vibration in the untrained portion.
- the coupler can apply a sufficient level of torque to reduce noise and vibration in the untrained portion of the drive train without additional cost related to changes or mechanical adjustments on the transmission chain.
- the means for detecting the conditions of application comprise a first means capable of determining whether the motor torque is between a high threshold and a single low.
- the detection means of the application conditions also preferably include a second means capable of determining whether the acceleration pedal of the vehicle is between a high pedal threshold and a low pedal threshold.
- the system may advantageously comprise time transition means capable of applying the selected torque value to the coupler with parameterizable time ramps.
- torque is applied to the non-driven portion to reduce noise and vibration of said non-driven portion.
- a nominal torque value is calculated as a function of the engine speed
- a saturated torque value is calculated as a function of the vehicle speed
- the torque application conditions are also detected
- the value of the torque is selected. apply.
- the smallest torque value between the nominal value and the saturated value is preferably the selected torque value.
- the conditions of application are verified if: said method is activated;
- the driving torque is between a low threshold and a single high
- the position of the accelerator pedal is between a low pedal threshold and a high pedal threshold
- the temperature of the coupler is below an overheating threshold
- the nominal value of the torque is non-zero.
- the selected torque value can be applied to the coupler using parameterizable time ramps.
- Figure 1 shows, schematically, a motor vehicle comprising at least four driving wheels
- FIG. 2 shows a torque control system between an untrained part and a driving part of a kinematic chain according to one embodiment of the invention
- FIG. 3 schematically represents a detailed architecture of the means for detecting the conditions of application according to one embodiment of the invention
- FIG. 4 schematically represents an architecture of the selection means according to one embodiment of the invention.
- FIG. 5 presents a flowchart of a method of controlling torque between an untrained part and a driving part of a kinematic chain according to one embodiment of the invention.
- FIG. 1 is very schematically represented a motor vehicle 1 comprising a torque control system 20 between an untrained part and a driving part of a kinematic chain according to one embodiment.
- the motor vehicle 1 includes two drive wheels before 2d and 2g, and two rear drive wheels 3g and 3d.
- the two driving wheels before 2d and 2g are driven by an axle 4 coupled to a motor 5 comprising a control unit 6, via a gearbox 7.
- the gearbox 7 is also coupled to a front transfer box 8 which is coupled to a transmission shaft 9 of the four-wheel drive mode, or "4x4" mode.
- This transmission shaft 9 of the "4x4" mode is coupled at its other end to a rear transfer box 10 via a coupler 11.
- the rear transfer box 10 is coupled to a rear axle 12 which drives the rear wheels 3g and 3d.
- the motor vehicle 1 also comprises a steering wheel 13 coupled to a steering shaft 14 for directing the motor vehicle 1.
- the motor vehicle 1 comprises wheel speed sensors 15 positioned in the vicinity of each wheel 2d, 2g, 3d and 3g. These speed sensors 1 5 are coupled to an electronic control unit 16 which controls the coupler January 1 and the control unit 6 of the engine 5.
- the electronic control unit 16 is also coupled to a control mode 17 of vehicle operation A motor vehicle capable of delivering operating mode information to the electronic control unit 16 which returns this information to indicating means 1 8 such as dashboard lights to indicate the mode of operation of the vehicle to be monitored. the user.
- the various operating modes of the motor vehicle 1 involve different states of the coupler 1 1. Indeed, in a mode of operation with two driving wheels, called mode “4x2", all the engine torque is transmitted to the front axle 4, the rear axle 12 remaining free; the coupler 1 1 is in a state called “open”. In a controlled four-wheel drive mode of operation, referred to as an “automatic 4x4" mode, a variable portion of the maximum engine torque capacity is transmitted to the rear axle 12; the coupler is then in a state called “piloted”. In an off-road four-wheel-drive mode of operation, called “off-road 4x4", the engine torque is equitably transmitted to the rear axle 12 and to the front axle 4; the coupler is in a state called “closed”.
- the electronic control unit 1 6 comprises the torque control system 20 capable of controlling the distribution of torque between an untrained portion and a driving portion of a drive train of the motor vehicle.
- the vehicle When the four-wheel-drive motor vehicle 1 operating in front-drive "4x2" two-wheel drive mode, the vehicle is in a configuration where it includes an untrained portion including, inter alia, the rear transfer case 1 O and the rear axle 12, and a driving part comprising among others the front transfer box 8 and the front axle 4.
- FIG. 2 schematically shows an embodiment of the torque control system 20.
- the torque control system 20 comprises input means 21 capable of delivering input signals such as a signal Nm of engine speed, a signal Cm of engine torque, a signal Pedal acc translating the depression of the accelerator pedal, a signal Braking indicating whether braking is in progress, ie if the user presses on the brake pedal or not, or if the parking brake is engaged, a temperature signal T of the coupler 11, a signal Activation activation of the control system 20, and finally a signal V of the speed of the vehicle.
- input signals such as a signal Nm of engine speed, a signal Cm of engine torque, a signal Pedal acc translating the depression of the accelerator pedal, a signal Braking indicating whether braking is in progress, ie if the user presses on the brake pedal or not, or if the parking brake is engaged, a temperature signal T of the coupler 11, a signal Activation activation of the control system 20, and finally a signal V of the speed
- the torque control system 20 further comprises means 22 for calculating a nominal value of the torque Cnominai, means 23 for calculating a saturated amount of torque C sa tured, means 24 for detecting the conditions of application , selection means 25 and time transition means 26.
- Cnominai receive as input the signal Nm of the current engine speed, and output a nominal value of the torque C n0 min as a function of the engine speed Nm.
- the means for calculating a saturated value of the torque C sa ture receive as input the speed signal V of the vehicle and output a saturated value of the torque C sat ERU determined based on the speed V of the motor vehicle.
- the means for detecting the application conditions 24 make it possible to detect whether the torque application conditions are verified. They output a Boolean type signal to the selection means 25 which also receive as input the nominal value of the torque C n0 minai, the saturated value of the pair C sat urea.
- the selection means 25 deliver a signal corresponding to the value of the torque to be applied by the coupler 11.
- This torque value is introduced into the time transition means 26 which use parameterizable time ramps to apply the torque value coupler 11. These programmable time ramps can gradually apply the torque between the non-driven part and the drive part of the drive train.
- FIG. 3 schematically shows a detailed architecture of an embodiment of the means 24 for detecting the conditions of application.
- the means 24 for detecting the conditions of application comprise a first comparator 31 receiving as input the nominal value of the pair C n0 minai and which compares this nominal torque value C no m i na i to a zero value.
- This first comparator 3 1 outputs a zero boo lean signal if the nominal value of the torque C no m i na i is substantially equal to zero. Otherwise, that is, if the nominal value of the torque C no m i na i differs from the zero value, the first comparator 31 delivers a non-zero Boost signal.
- the means 24 for detecting the conditions of application furthermore comprise a first means 50 able to determine whether the driving torque Cm is between a high threshold and a low threshold.
- the first means 50 comprises a second comparator 32 and a third comparator 33 which receive as input the motor torque signal Cm and a first "AND" type logic module 34.
- the second comparator 32 compares the value of the motor torque with a low threshold. If the motor torque Cm is greater than or equal to the low threshold, the second comparator 32 delivers a non-zero booster signal. Otherwise, that is to say if the value of the engine torque Cm is lower than the low threshold, the signal delivered at the output of the second comparator 32 is zero.
- the third comparator 33 compares the value of the engine torque Cm with a high threshold. If the value of the motor torque Cm is less than or equal to the high threshold, then the third comparator outputs a non-zero booster signal. Otherwise, the boo lean signal delivered at the output of the third comparator 33 is zero.
- the first logic module “AND” receives as input the signal delivered at the output of the second comparator 32 and the signal delivered at the output of the third comparator 33 and performs an "AND" type logical operation of the two signals. If the signals delivered by the second comparator 32 and the third comparator 33 are non-zero, that is, if the motor torque Cm is between the low threshold and the high threshold, the Boost signal delivered by the first module logical "AND” 34 will be nonzero. Otherwise, that is to say if one of the signals delivered by the second comparator 32 and the third comparator 33 is zero, the Boost signal delivered at the output of the first logical module "AND” 34 will be zero.
- the means 24 for detecting the conditions of application also comprise a second means 5 1 capable of determining whether the The vehicle acceleration pedal is between a high pedal threshold and a low pedal threshold.
- the second means 5 1 comprises a fourth comparator 35 and a fifth comparator 36 both receiving as input the Pedal acc signal translating the depression of the accelerator pedal, and a second logic module of the "ET" type 37.
- the fourth comparator 35 compares this input signal with a high pedal threshold. If the accelerator pedal acc signal is less than or equal to the high pedal threshold, then the Boost signal output from the fourth Booster type comparator is nonzero.
- the Boost signal delivered at the output of the fourth comparator 35 is zero.
- the fifth comparator 36 compares the Pedal Acc pedal acceleration pedal signal to a low pedal threshold. If the accelerator pedal acc signal is greater than or equal to the low pedal threshold, then the Boost signal delivered by the fifth comparator 36 is non-zero. Otherwise, the Boolean signal delivered at the output of the fifth comparator 36 is zero.
- the second logic module “AND” 37 receives as input the output signal of the fourth comparator 35 and the output signal of the fifth comparator 36 and performs an "AND" type logical operation. Thus, if the value of the accelerator pedal acc signal is in a range between the high pedal threshold and the low pedal threshold, the signal delivered at the output of the second logic module “AND” 37 will be a signal of the type non-zero boolean.
- the means 24 for detecting the conditions of application also comprise a negation module 38 receiving as input the Boolean braking indication signal Braking.
- the braking indication signal is non - zero if the brake pedal is depressed and zero if no pressure is exerted on the brake pedal.
- the boo lean signal delivered is the negation of the braking indication signal Braking. So, if the input signal is non-zero at the output of the negation module 38, the output signal of the negation module 38 will be zero. On the other hand, if the input signal of the negation module 38 is zero, then its output signal will be non-zero.
- the means 24 for detecting the conditions of application also comprise a sixth comparator 39 receiving as input the temperature signal T of the coupler 11.
- the sixth comparator 39 compares the temperature T of the coupler 11 to an overheating temperature Superheat. If the temperature T of the coupler 1 1 is equal to the superheat temperature Superheat, then the Boolean signal outputted from the sixth comparator 39 is a null signal. Otherwise, that is, if the temperature T of the coupler 11 is lower than the overheating temperature Superheat, the Boolean signal delivered is a non-zero signal.
- a third logic module “AND” 40 receives as input the output signal of the first comparator 31, the output signal of the first logic module “AND” 34, the output signal of the second logic module “ET” 37, the signal of output of the negation module 38 and the output signal of the sixth comparator 39.
- the third logic module “AND” 40 performs a logical operation of type "AND” between the five Boolean signals received at the input of the module. If the five Boolean signals received at the input are non-zero, then the third "AND" type logic module 40 will output a non-zero Boost signal. Otherwise, the output signal will be zero.
- the means 24 for detecting the application conditions comprise a fourth "AND" type logic module 4 1 receiving as input the output signal of the third "AND” logic module 40 and a booster signal Activating activation indicating the whether the torque control system is activated or not.
- the activation activation signal is non-zero when the torque control system 20 is activated. If the output signal of the third logic module “AND” 40 is non-zero and the activation signal is also nonzero, then the output signal of the fourth AND logic module 41 will be a non-zero Boost signal indicating that all the application conditions have been detected and the torque can be applied. If at contrary one of the two input signals of the fourth logic module "AND” 41 is zero, the output signal will be a zero signal indicating that all conditions have not been detected.
- FIG. 4 schematically shows means 25 for selecting a torque control system 20 according to an exemplary embodiment.
- the selection means 25 comprise a selection module 45 receiving as input the value of the nominal torque Cnominai, the Boolean signal from the means 24 for detecting the conditions of application, and a zero torque value equal to zero.
- the selection module 45 outputs a torque value equal to the nominal torque value C nom i na i e if all the conditions have been detected by the means for detecting the conditions of application, that is to say if the signal delivered by the means 24 for detecting conditions of application is non-zero.
- the selection module 45 delivers a zero torque value if all the conditions have not been detected, that is to say if the signal delivered by the means 24 for detecting the conditions of application is zero.
- the output of the signal selection module 45 is supplied to a final selection module 46 which also receives as input the saturated value of the torque C sat ERU.
- the final selection module 46 outputs the minimum value between the two input values, that is to say between the output signal of the selection module 45 and the saturated value of the torque C sa tured.
- the final selection module 46 may deliver the nominal value C inaie name, the saturated value of the torque C sat ERU or null torque.
- the means 24 for detecting the application conditions make it possible to control that the driving conditions such as the engine torque and the engine speed, the driver's will translated by the depression of the accelerator pedal and the possible detection of a braking action, and the state of the coupler such as the temperature of the coupler satisfy the conditions necessary for the calculated nominal value to be applied. If these conditions are satisfied, depending on the speed of the vehicle, the nominal value of the torque C nom i na i e or the saturated value of the torque C sat ERU will be applied. At high speed the saturated value of the torque C sat ERU will be preferred to the nominal value of the torque Cnominaie, the final selection module 46 selecting the lowest torque.
- the driving conditions such as the engine torque and the engine speed
- the driver's will translated by the depression of the accelerator pedal and the possible detection of a braking action
- the state of the coupler such as the temperature of the coupler satisfy the conditions necessary for the calculated nominal value to be applied. If these conditions are satisfied, depending on the speed of the vehicle, the nominal
- the amount of torque delivered by the selection module 45 will be a null value will be less than the saturated value of the torque C tured.
- the value of the torque selected by the final selection module 46 will be a zero torque value.
- the coupler January 1 can apply a sufficient torque level to reduce noise and vibration in the untrained portion of the drive train without additional cost related to changes or mechanical adjustments on the transmission chain.
- FIG. 5 represents a flowchart of a method of controlling torque between an untrained portion and a driving portion of a driveline of a four wheel drive motor vehicle in two wheel drive operation mode to reduce noise and vibration in the untrained portion according to an embodiment.
- a first step 50 1 the nominal value of the torque is calculated as a function of the engine speed Nm.
- a step 502 which can be performed simultaneously with the first step 501, the saturated value of the torque is calculated as a function of the vehicle speed. V.
- a next step 503 it is verified that the conditions of application of the couple are well detected. If the conditions for applying the torque have all been detected, then the nominal value of the torque is kept as it is in a step 504. On the other hand, if all the application conditions have not been verified, then, in one step
- the nominal value of the torque is forced to zero, that is to say that the nominal value of the torque C nom i na i e is zero.
- step 506 the minimum value between the saturated value of the torque C its tured and the nominal value of the torque C number m i n i e, knowing that following the result of step 503, the nominal value of the torque is equal to the nominal value of the torque calculated in step 501, or at a value of zero.
- step 507 the value selected in the previous step 506 is applied with time ramps so that the value of the torque selected in step 506 is applied progressively by the coupler January.
- the invention makes the best use of the possibilities offered by the technology of a controlled coupler, by controlling it electrically so as to apply a torque to the non - driven part of the kinematic chain of the vehicle making it possible to attenuate the Noise and vibration in the non-driven part of the drive train without additional cost due to mechanical modifications or adjustments to the drive chain.
- the invention also makes it possible to take into account the available information such as the willingness of the driver, the driving conditions or the condition of the coupler, to guarantee a good compromise between the acoustic comfort and the performance of the vehicle as well as the consumption of the vehicle. .
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a system for controlling the torque (20) between a non-driven portion and a drive portion of a drive train of a motor vehicle (1) having four-wheel drive (2d, 2g, 3d, 3g). The vehicle includes a coupler (11) for applying a torque value between the non-driven portion and the drive portion. The system includes: a first calculation means that is capable of determining a nominal torque value; a second calculation means that is capable of determining a saturated torque value; a means for detecting application conditions, which is capable of detecting if the conditions for applying said torque have been checked; and a means for selecting the torque value that the coupler (11) should apply in order to reduce the noise and vibrations in the non-driven portion of the drive train.
Description
Système de commande de couple entre une partie non entraînée et une partie motrice d'une chaîne cinématique d'un véhicule 4x4 pour réduire les bruits de graillonnement. L ' invention concerne un système et un procédé de commande de couple entre une partie non entraînée et une partie motrice d'une chaîne cinématique d 'un véhicule automobile à quatre roues motrices fonctionnant selon un mo de 4x2, c ' est-à-dire avec deux roues motrices. La partie non entraînée d'une telle chaîne cinématique produit fréquemment des bruits et vibrations dits « de graillonnement » ou « de grenaille ». Le phénomène de bruits et vibrations « de grenaille » ou de « graillonnement » peut être désigné en anglais par « rattle noise » ou encore « Noise, Vibration and Harshness » (NVH) . Ce phénomène, provoqué par les fluctuations du couple moteur, est dû aux chocs multip les entre les engrenages non chargés d'une chaîne cinématique ou d'une boîte de vitesses. Le graillonnement n' est pas un bruit pur. C ' est un bruit rauque un peu sourd dont n' émerge aucune tonalité particulière. Bien que ce phénomène se produise principalement lors d'un fonctionnement en mode 4x2, celui-ci peut se produire lors d'une utilisation du véhicule selon certains modes 4x4, sous des couples relativement faibles, typiquement inférieurs à 30 Nm, pour lesquels la chaîne cinématique comprend alors une partie non entraînée et une partie motrice. A torque control system between an untrained portion and a driving portion of a driveline of a 4x4 vehicle to reduce gritty noises. The invention relates to a system and a method for controlling torque between an untrained part and a driving part of a driveline of a four - wheel drive motor vehicle operating in a mo of 4x2, that is to say with two driving wheels. The untrained portion of such a kinematic chain frequently produces so-called "gritty" or "shot" noises and vibrations. The phenomenon of "grit" and "grit" noises and vibrations can be referred to as "rattle noise" or "Noise, Vibration and Harshness" (NVH). This phenomenon, caused by the fluctuations of the engine torque, is due to multipulse shocks between the unloaded gears of a driveline or a gearbox. Gritting is not a pure noise. It is a raucous sound a little dull of which emerges no particular tone. Although this phenomenon occurs mainly during operation in 4x2 mode, it can occur during use of the vehicle in certain 4x4 modes, in relatively low torques, typically less than 30 Nm, for which the chain kinematics then comprises an untrained part and a driving part.
Dans un véhicule, le bruit de graillonnement peut être constaté dans diverses conditions d 'utilisation telles que sous faible charge, c ' est-à-dire à faible couple moteur, en accélération ou en décélération lente, ou sous forte charge, et notamment en reprise à bas régime. Lors d'une montée en régime, le bruit de « graillonnement » ne sera pas toujours présent. D 'une façon générale, on peut le mettre en évidence dans une plage de régime allant de 1500 à 2500 tours/minute, ceci dépendant évidemment des caractéristiques des éléments constitutifs de la chaîne cinématique. In a vehicle, the gritting noise can be found under various conditions of use such as under low load, ie low engine torque, slow acceleration or deceleration, or heavy load, and particularly recovery at low speed. During a revving, the noise of "grilling" will not always be present. In a general way, it can be brought to light in a speed range going from 1500 to 2500 revolutions / minute, this obviously depending on the characteristics of the elements constituting the kinematic chain.
Dans le cas d 'un véhicule automobile à quatre roues motrices à traction avant, le système de répartition des efforts longitudinaux sur
les quatre roues, tel qu 'un coupleur par exemple, a une capacité maximale de transmission du couple moteur sur le train arrière et présente trois modes de fonctionnement différents . In the case of a four - wheel drive front - wheel drive motor vehicle, the system of distribution of longitudinal forces on the four wheels, such as a coupler for example, has a maximum capacity of transmission of the engine torque on the rear axle and has three different operating modes.
Un premier mode de transmission d'une partie variable de la capacité maximale de couple moteur au train arrière correspondant à un coupleur dit « piloté », dans un mo de de fonctionnement à quatre roues motrices automatique dit « mo de 4x4 automatique ». Un deuxième mo de de transmission de la totalité de la capacité maximale de couple moteur au train arrière correspondant à un coupleur dit « fermé », dans un mode de fonctionnement à quatre roues motrices tout-terrain dit « mode 4x4 tout-terrain ». Enfin, un troisième mode d' absence de transmission de couple moteur au train arrière correspondant à un coupleur dit ouvert, dans un mode de fonctionnement à deux roues motrices dit « mode 4x2 » . A first transmission mode of a variable portion of the maximum engine torque capacity to the rear train corresponding to a so-called "piloted" coupler, in a mo of automatic four-wheel drive operation called "mo of automatic 4x4". A second transmission mo of all the maximum capacity of engine torque to the rear train corresponding to a so-called "closed" coupler, in an off-road four-wheel drive mode called "off-road 4x4 mode". Finally, a third mode of absence of engine torque transmission to the rear axle corresponding to an so-called open coupler, in a two-wheel drive mode known as "4x2 mode".
Un véhicule automobile à quatre roues motrices comprend des moyens de sélection par l'utilisateur permettant de sélectionner le mode de fonctionnement du système entre les trois modes « 4x2 », « 4x4 automatique » ou « 4x4 tout-terrain ». Des mesures mettent en évidence sur de tels véhicules à quatre roues motrices une « problématique de graillonnement » très critique provenant du module de renvoi et du point arrière en mode de fonctionnement à deux roues motrices dans le cas d 'un véhicule automobile à traction, faute de couple suffisant dans la transmission longitudinale. Cette dégradation de la prestation acoustique est d ' autant plus sensible sur les plages de faibles charges du moteur et notamment pour les faibles régimes. A four-wheel drive motor vehicle includes user selection means for selecting the mode of operation of the system between the three modes "4x2", "4x4 automatic" or "4x4 off-road". Measurements show on such four-wheel drive vehicles a very critical "gritting problem" from the return module and the rear point in two-wheel drive mode in the case of a faulty traction motor vehicle. sufficient torque in the longitudinal transmission. This deterioration of the acoustic performance is all the more noticeable in the light load ranges of the engine and especially for the low speeds.
Le problème des bruits et vibrations de « graillonnement » engendrés par la chaîne cinématique d'un véhicule équipé d'un système à quatre roues motrices est connu. Il est directement lié au transfert de couples, jeux, et torsions mécaniques présents dans le module de renvoi et le point arrière. The problem of noise and vibration "gritty" generated by the driveline of a vehicle equipped with a four-wheel drive system is known. It is directly related to the transfer of torques, games, and mechanical twists present in the return module and the backward point.
Le document JP 2001 225 656 décrit un véhicule automobile comprenant quatre roues motrices. Pour améliorer à la fo is la sécurité grâce à la performance d' accélération et prévenir les vibrations liées à la tension de la chaîne cinématique, un moyen de contrôle est utilisé
afin de gérer la distribution de la motricité sur les deux essieux. Ce document décrit un système permettant de calculer le couple nécessaire à l'accélération du véhicule et de limiter le couple transmis aux roues arrière afin de supprimer les vibrations de torsion au niveau du générateur de couple. Cependant, les vibrations dites « de graillonnement », notamment en mode de fonctionnement à deux roues motrices, ne sont pas traitées. JP 2001 225 656 discloses a motor vehicle comprising four driving wheels. To improve the safety thanks to the acceleration performance and to prevent vibrations related to the tension of the driveline, a means of control is used. to manage the traction distribution on both axles. This document describes a system for calculating the torque required for acceleration of the vehicle and to limit the torque transmitted to the rear wheels in order to eliminate the torsional vibrations at the torque generator. However, so-called "grilling" vibrations, especially in two-wheel drive mode, are not processed.
Le document KR 2004 00250 48 propose une méthode pour prévenir les bruits et/ou vibrations dans un véhicule à quatre roues motrices, à partir de la position de la pédale d'accélération, des vitesses de rotation des roues, et du régime moteur. Le contrôleur « 4x4 » reconstruit la vitesse du véhicule et, en fonction du régime moteur et d'une condition de génération de vibrations, déduite en fonction du rapport entre la vitesse du véhicule et le régime du moteur, décide du couple à distribuer sur les essieux. Ce document décrit un système permettant de détecter les conditions correspondant à la génération des vibrations mais ne précise pas comment le couple nécessaire est calculé et appliqué. En outre, il n'y a pas de distinction entre les différents modes de fonctionnement du système tels que les modes à deux roues motrices et les modes de fonctionnement à quatre roues motrices. Document KR 2004 00250 48 proposes a method for preventing noises and / or vibrations in a four-wheel drive vehicle, from the position of the accelerator pedal, the wheel rotation speeds, and the engine speed. The "4x4" controller reconstructs the speed of the vehicle and, depending on the engine speed and a vibration generation condition, deduced according to the ratio between the vehicle speed and the engine speed, decides on the torque to be distributed on the axles. This document describes a system for detecting the conditions corresponding to the generation of vibrations but does not specify how the necessary torque is calculated and applied. In addition, there is no distinction between different modes of operation of the system such as two-wheel drive modes and four-wheel drive modes of operation.
L'invention propose d'exploiter au mieux les possibilités offertes par la technologie d'un coupleur piloté, en contrôlant celui-ci électriquement afin d'atténuer les bruits et vibrations dans la partie non entraînée de la chaîne cinématique sans surcoût lié à des modifications ou ajustements mécaniques sur la chaîne de transmission. The invention proposes to make the most of the possibilities offered by the technology of a controlled coupler, by controlling it electrically in order to attenuate the noises and vibrations in the non-driven part of the drive train without any additional cost due to modifications. or mechanical adjustments on the transmission chain.
L'invention a également pour objet un système et un procédé de commande capable de garantir un bon compromis entre le confort acoustique et les performances du véhicule ainsi que la consommation du véhicule. The invention also relates to a system and a control method capable of guaranteeing a good compromise between the acoustic comfort and the performance of the vehicle as well as the consumption of the vehicle.
Selon un aspect de l'invention, il est proposé, dans un mode de réalisation, un système de commande de couple entre une partie non entraînée et une partie motrice d'une chaîne cinématique d'un véhicule
automobile à quatre roues motrices, le véhicule comprenant un coupleur permettant d' app liquer une valeur de couple entre la partie non entraînée et la partie motrice. According to one aspect of the invention, there is provided, in one embodiment, a torque control system between an untrained portion and a driving portion of a driveline of a vehicle. four wheel drive automobile, the vehicle comprising a coupler for applying a torque value between the untrained part and the driving part.
Le système de commande comprend des premiers moyens de calcul aptes à déterminer une valeur nominale de couple, des seconds moyens de calcul aptes à déterminer une valeur saturée de couple, des moyens de détection des conditions d' application aptes à détecter si les conditions d ' application dudit couple sont vérifiées, et des moyens de sélection de la valeur de couple que le coupleur doit appliquer pour réduire les bruits et vibrations dans la partie non entraînée. The control system comprises first calculation means able to determine a nominal torque value, second calculation means capable of determining a saturated torque value, means for detecting the application conditions able to detect if the conditions of application of said torque are verified, and means for selecting the torque value that the coupler must apply to reduce noise and vibration in the untrained portion.
Grâce à ces différents moyens, le coupleur peut appliquer un niveau de couple suffisant pour atténuer les bruits et vibrations dans la partie non entraînée de la chaîne cinématique sans surcoût lié à des modifications ou ajustements mécaniques sur la chaîne de transmission. Thanks to these different means, the coupler can apply a sufficient level of torque to reduce noise and vibration in the untrained portion of the drive train without additional cost related to changes or mechanical adjustments on the transmission chain.
De préférence, les moyens de détection des conditions d ' application comprennent un premier moyen apte à déterminer si le couple moteur est compris entre un seuil haut et un seul bas. Preferably, the means for detecting the conditions of application comprise a first means capable of determining whether the motor torque is between a high threshold and a single low.
Les moyens de détection des conditions d ' application comprennent également préférentiellement un second moyen apte à déterminer si la pédale d ' accélération du véhicule est comprise entre un seuil de pédale haut et un seuil de pédale bas . The detection means of the application conditions also preferably include a second means capable of determining whether the acceleration pedal of the vehicle is between a high pedal threshold and a low pedal threshold.
Le système peut avantageusement comprendre des moyens de transition temporelle aptes à appliquer la valeur sélectionnée de couple au coupleur avec des rampes temporelles paramétrables. The system may advantageously comprise time transition means capable of applying the selected torque value to the coupler with parameterizable time ramps.
Selon un autre aspect de l' invention, il est proposé un procédé de commande de couple entre une partie non entraînée et une partie motrice d 'une chaîne cinématique d 'un véhicule automobile à au moins quatre roues motrices, le véhicule comprenant un coupleur permettant de coupler une partie motrice de la chaîne cinématique à la partie non entraînée. According to another aspect of the invention, there is provided a method of controlling torque between an untrained portion and a driving portion of a driveline of a motor vehicle having at least four driving wheels, the vehicle comprising a coupler enabling to couple a driving part of the drive train to the non-driven part.
Selon ce procédé, on applique un couple à la partie non entraînée pour réduire les bruits et vibrations de ladite partie non entraînée.
Avantageusement, on calcule une valeur nominale de couple en fonction du régime moteur, on calcule une valeur saturée de couple en fonction de la vitesse du véhicule, on détecte aussi les conditions d' application du couple sont vérifiées, on sélectionne la valeur du couple à appliquer. According to this method, torque is applied to the non-driven portion to reduce noise and vibration of said non-driven portion. Advantageously, a nominal torque value is calculated as a function of the engine speed, a saturated torque value is calculated as a function of the vehicle speed, the torque application conditions are also detected, the value of the torque is selected. apply.
La valeur de couple la plus petite entre la valeur nominale et la valeur saturée est préférentiellement la valeur de couple sélectionnée. The smallest torque value between the nominal value and the saturated value is preferably the selected torque value.
De préférence, les conditions d' application sont vérifiées si : ledit procédé est activé ; Preferably, the conditions of application are verified if: said method is activated;
- le couple moteur est compris entre un seuil bas et un seul haut ; the driving torque is between a low threshold and a single high;
la position de la pédale d ' accélérateur est comprise entre un seuil de pédale bas et un seuil de pédale haut ; the position of the accelerator pedal is between a low pedal threshold and a high pedal threshold;
il y a une absence d ' action de freinage ; there is no braking action;
- la température du coupleur est inférieure à un seuil de surchauffe ; the temperature of the coupler is below an overheating threshold;
la valeur nominale du couple est non nulle . the nominal value of the torque is non-zero.
En tenant ainsi compte des informations disponibles telles que la vo lonté du conducteur, les conditions de roulage ou l' état du coupleur, il est possible d ' appliquer le niveau de couple juste nécessaire pour garantir un bon compromis entre le confort acoustique et les performances du véhicule ainsi que la consommation du véhicule. By taking into account the available information such as the driver 's wish, the driving conditions or the condition of the coupler, it is possible to apply the level of torque just needed to guarantee a good compromise between acoustic comfort and performance. of the vehicle as well as the consumption of the vehicle.
Avantageusement, la valeur de couple sélectionnée peut être appliquée au coupleur à l' aide de rampes temporelles paramétrables. Advantageously, the selected torque value can be applied to the coupler using parameterizable time ramps.
D ' autres avantages et caractéristiques de l' invention apparaîtront à l' examen de la description détaillée d 'un mode de réalisation nullement limitatif, et des dessins annexés, sur lesquels : Other advantages and characteristics of the invention will appear on examining the detailed description of a non-limiting embodiment, and the appended drawings, in which:
la figure 1 représente, de manière schématique, un véhicule automobile comprenant au moins quatre roues motrices ; Figure 1 shows, schematically, a motor vehicle comprising at least four driving wheels;
la figure 2 représente un système de commande de couple entre une partie non entraînée et une partie motrice d 'une chaîne cinématique selon un mode de réalisation de l' invention ;
la figure 3 représente, de manière schématique, une architecture détaillée des moyens de détection des conditions d' application selon un mode de réalisation de l' invention ; FIG. 2 shows a torque control system between an untrained part and a driving part of a kinematic chain according to one embodiment of the invention; FIG. 3 schematically represents a detailed architecture of the means for detecting the conditions of application according to one embodiment of the invention;
la figure 4 représente, de manière schématique, une architecture des moyens de sélection selon un mode de réalisation de l' invention ; FIG. 4 schematically represents an architecture of the selection means according to one embodiment of the invention;
la figure 5 présente un organigramme d'un procédé de commande de couple entre une partie non entraînée et une partie motrice d 'une chaîne cinématique selon un mo de de mise en œuvre de l' invention. FIG. 5 presents a flowchart of a method of controlling torque between an untrained part and a driving part of a kinematic chain according to one embodiment of the invention.
Sur la figure 1 a été représenté, de manière très schématique, un véhicule automobile 1 comprenant un système de commande de couple 20 entre une partie non entraînée et une partie motrice d 'une chaîne cinématique selon un mode de réalisation. FIG. 1 is very schematically represented a motor vehicle 1 comprising a torque control system 20 between an untrained part and a driving part of a kinematic chain according to one embodiment.
Le véhicule automobile 1 comprend deux roues motrices avant 2d et 2g, et deux roues motrices arrière 3 g et 3 d. Les deux roues motrices avant 2d et 2g sont entraînées par un essieu 4 couplé à un moteur 5 comprenant une unité de contrôle 6, via une boîte de vitesses 7. La boîte de vitesses 7 est également couplée à une boîte de transfert avant 8 qui est couplée à un arbre de transmission 9 du mode de fonctionnement à quatre roues motrices, ou mode « 4x4 ». Cet arbre de transmission 9 du mode « 4x4 » est couplé à son autre extrémité à une boîte de transfert arrière 10 via un coupleur 1 1 . La boîte de transfert arrière 10 est couplée à un essieu arrière 12 qui permet d' entraîner les roues arrière 3 g et 3 d. The motor vehicle 1 includes two drive wheels before 2d and 2g, and two rear drive wheels 3g and 3d. The two driving wheels before 2d and 2g are driven by an axle 4 coupled to a motor 5 comprising a control unit 6, via a gearbox 7. The gearbox 7 is also coupled to a front transfer box 8 which is coupled to a transmission shaft 9 of the four-wheel drive mode, or "4x4" mode. This transmission shaft 9 of the "4x4" mode is coupled at its other end to a rear transfer box 10 via a coupler 11. The rear transfer box 10 is coupled to a rear axle 12 which drives the rear wheels 3g and 3d.
Le véhicule automobile 1 comprend également un vo lant de direction 13 couplé à un axe de direction 14 permettant de diriger le véhicule automobile 1 . The motor vehicle 1 also comprises a steering wheel 13 coupled to a steering shaft 14 for directing the motor vehicle 1.
Par ailleurs, le véhicule automobile 1 comprend des capteurs de vitesse de roues 15 positionnés au voisinage de chaque roue 2d, 2g, 3 d et 3 g. Ces capteurs de vitesse 1 5 sont couplés à une unité de contrôle électronique 16 qui commande le coupleur 1 1 et l'unité de contrôle du 6 du moteur 5. L 'unité de contrôle électronique 16 est également couplée à une commande 17 de mode de fonctionnement du véhicule
automobile apte à délivrer des informations de mo de de fonctionnement à l'unité de commande électronique 16 qui renvoie ces informations à des moyens d ' indication 1 8 tels que des voyants de tableau de bord permettant d' indiquer le mode de fonctionnement du véhicule à l'utilisateur. Moreover, the motor vehicle 1 comprises wheel speed sensors 15 positioned in the vicinity of each wheel 2d, 2g, 3d and 3g. These speed sensors 1 5 are coupled to an electronic control unit 16 which controls the coupler January 1 and the control unit 6 of the engine 5. The electronic control unit 16 is also coupled to a control mode 17 of vehicle operation A motor vehicle capable of delivering operating mode information to the electronic control unit 16 which returns this information to indicating means 1 8 such as dashboard lights to indicate the mode of operation of the vehicle to be monitored. the user.
Les différents modes de fonctionnement du véhicule automobile 1 impliquent différents états du coupleur 1 1 . En effet, dans un mode de fonctionnement à deux roues motrices, appelé mode « 4x2 », tout le couple moteur est transmis à l' essieu avant 4, l' essieu arrière 12 restant libre ; le coupleur 1 1 est dans un état dit « ouvert » . Dans un mode de fonctionnement à quatre roues motrices piloté, appelé mo de « 4x4 automatique », une partie variable de la capacité maximale de couple moteur est transmise à l' essieu arrière 12 ; le coupleur est alors dans un état dit « piloté ». Dans un mode de fonctionnement à quatre roues motrices tout-terrain, dit mo de « 4x4 tout-terrain », le couple moteur est transmis de manière équitable à l' essieu arrière 12 et à l' essieu avant 4 ; le coupleur est dans un état dit « fermé » . The various operating modes of the motor vehicle 1 involve different states of the coupler 1 1. Indeed, in a mode of operation with two driving wheels, called mode "4x2", all the engine torque is transmitted to the front axle 4, the rear axle 12 remaining free; the coupler 1 1 is in a state called "open". In a controlled four-wheel drive mode of operation, referred to as an "automatic 4x4" mode, a variable portion of the maximum engine torque capacity is transmitted to the rear axle 12; the coupler is then in a state called "piloted". In an off-road four-wheel-drive mode of operation, called "off-road 4x4", the engine torque is equitably transmitted to the rear axle 12 and to the front axle 4; the coupler is in a state called "closed".
L 'unité de commande électronique 1 6 comprend le système de commande de couple 20 capable de commander la répartition du couple entre une partie non entraînée et une partie motrice d 'une chaîne cinématique du véhicule automobile. Lorsque le véhicule automobile 1 à quatre roues motrices fonctionnant en mode à deux roues motrices « 4x2 » à traction avant, le véhicule se trouve dans une configuration où il comprend une partie non entraînée comportant, entre autres, la boîte de transfert arrière l O et l' essieu arrière 12, et une partie motrice comportant entre autre la boîte de transfert avant 8 et l ' essieu avant 4. The electronic control unit 1 6 comprises the torque control system 20 capable of controlling the distribution of torque between an untrained portion and a driving portion of a drive train of the motor vehicle. When the four-wheel-drive motor vehicle 1 operating in front-drive "4x2" two-wheel drive mode, the vehicle is in a configuration where it includes an untrained portion including, inter alia, the rear transfer case 1 O and the rear axle 12, and a driving part comprising among others the front transfer box 8 and the front axle 4.
Sur la figure 2 a été représenté de manière schématique un mode de réalisation du système de commande de couple 20. Le système de commande de couple 20 comprend des moyens d ' entrée 21 capables de délivrer des signaux d ' entrée tels qu'un signal Nm de régime moteur, un signal Cm de couple moteur, un signal Pédale acc traduisant l' enfoncement de la pédale d' accélération, un signal Freinage indiquant si un freinage est en cours, c ' est-à-dire si
l'utilisateur appuie sur la pédale de frein ou non, ou si le frein à main est enclenché, un signal T de température du coupleur 11, un signal Activation d'activation du système de commande 20, et enfin un signal V de vitesse du véhicule. Le système de commande de couple 20 comprend par ailleurs des moyens 22 de calcul d'une valeur nominal du couple Cnominai, des moyens 23 de calcul d'une valeur saturée du couple Csaturé, des moyens 24 de détection des conditions d'application, des moyens 25 de sélection et des moyens 26 de transition temporelle. FIG. 2 schematically shows an embodiment of the torque control system 20. The torque control system 20 comprises input means 21 capable of delivering input signals such as a signal Nm of engine speed, a signal Cm of engine torque, a signal Pedal acc translating the depression of the accelerator pedal, a signal Braking indicating whether braking is in progress, ie if the user presses on the brake pedal or not, or if the parking brake is engaged, a temperature signal T of the coupler 11, a signal Activation activation of the control system 20, and finally a signal V of the speed of the vehicle. The torque control system 20 further comprises means 22 for calculating a nominal value of the torque Cnominai, means 23 for calculating a saturated amount of torque C sa tured, means 24 for detecting the conditions of application , selection means 25 and time transition means 26.
Les moyens 22 de calcul de la valeur nominale du couple The means 22 for calculating the nominal value of the couple
Cnominai reçoivent en entrée le signal Nm du régime moteur en cours, et délivrent en sortie une valeur nominale du couple Cn0minai en fonction du régime moteur Nm. Les moyens de calcul d'une valeur saturée du couple Csaturé reçoivent en entrée le signal V de vitesse du véhicule et délivrent en sortie une valeur saturée du couple Csaturé déterminée en fonction de la vitesse V du véhicule automobile. Les moyens de détection des conditions d'application 24 permettent de détecter si les conditions d'application du couple sont vérifiées. Ils délivrent en sortie un signal de type booléen aux moyens de sélection 25 qui reçoivent également en entrée la valeur nominale du couple Cn0minaie, la valeur saturée du couple Csaturée. Cnominai receive as input the signal Nm of the current engine speed, and output a nominal value of the torque C n0 min as a function of the engine speed Nm. The means for calculating a saturated value of the torque C sa ture receive as input the speed signal V of the vehicle and output a saturated value of the torque C sat ERU determined based on the speed V of the motor vehicle. The means for detecting the application conditions 24 make it possible to detect whether the torque application conditions are verified. They output a Boolean type signal to the selection means 25 which also receive as input the nominal value of the torque C n0 minai, the saturated value of the pair C sat urea.
En fonction des trois signaux reçus, les moyens de sélection 25 délivrent un signal correspondant à la valeur du couple à appliquer par le coupleur 11. Cette valeur de couple est introduite dans les moyens de transition temporelle 26 qui utilisent des rampes temporelles paramétrables pour appliquer la valeur de couple au coupleur 11. Ces rampes temporelles paramétrables permettent d'appliquer progressivement le couple entre la partie non entraînée et la partie motrice de la chaîne cinématique. As a function of the three received signals, the selection means 25 deliver a signal corresponding to the value of the torque to be applied by the coupler 11. This torque value is introduced into the time transition means 26 which use parameterizable time ramps to apply the torque value coupler 11. These programmable time ramps can gradually apply the torque between the non-driven part and the drive part of the drive train.
Sur la figure 3, a été représentée de manière schématique une architecture détaillée d'un mode de réalisation des moyens 24 de détection des conditions d'application. Les moyens 24 de détection des conditions d'application comprennent un premier comparateur 31 recevant en entrée la valeur nominale du couple Cn0minai et qui compare
cette valeur nominale de couple Cno minai à une valeur nulle. Ce premier comparateur 3 1 délivre en sortie un signal boo léen nul si la valeur nominale du couple Cno minai est substantiellement égale à zéro . Sinon, c ' est-à-dire si la valeur nominale du couple Cno minai diffère de la valeur nulle, le premier comparateur 3 1 délivre un signal boo léen non nul. Les moyens 24 de détection des conditions d' application comprennent par ailleurs un premier moyen 50 apte à déterminer si le couple moteur Cm est compris entre un seuil haut et un seuil bas. Le premier moyen 50 comprend un second comparateur 32 et un troisième comparateur 33 qui reçoivent en entrée le signal Cm de couple moteur et un premier module logique de type « ET » 34. FIG. 3 schematically shows a detailed architecture of an embodiment of the means 24 for detecting the conditions of application. The means 24 for detecting the conditions of application comprise a first comparator 31 receiving as input the nominal value of the pair C n0 minai and which compares this nominal torque value C no m i na i to a zero value. This first comparator 3 1 outputs a zero boo lean signal if the nominal value of the torque C no m i na i is substantially equal to zero. Otherwise, that is, if the nominal value of the torque C no m i na i differs from the zero value, the first comparator 31 delivers a non-zero Boost signal. The means 24 for detecting the conditions of application furthermore comprise a first means 50 able to determine whether the driving torque Cm is between a high threshold and a low threshold. The first means 50 comprises a second comparator 32 and a third comparator 33 which receive as input the motor torque signal Cm and a first "AND" type logic module 34.
Le second comparateur 32 compare la valeur du couple moteur à un seuil bas. Si le couple moteur Cm est supérieur ou égal au seuil bas, le second comparateur 32 délivre un signal de type boo léen non nul. Sinon, c ' est-à-dire si la valeur du couple moteur Cm est inférieure au seuil bas, le signal délivré en sortie du second comparateur 32 est nul. Le troisième comparateur 33 compare la valeur du couple moteur Cm à un seuil haut. Si la valeur du couple moteur Cm est inférieure ou égale au seuil haut, alors le troisième comparateur délivre en sortie un signal boo léen non nul. Sinon, le signal boo léen délivré en sortie du troisième comparateur 33 est nul. The second comparator 32 compares the value of the motor torque with a low threshold. If the motor torque Cm is greater than or equal to the low threshold, the second comparator 32 delivers a non-zero booster signal. Otherwise, that is to say if the value of the engine torque Cm is lower than the low threshold, the signal delivered at the output of the second comparator 32 is zero. The third comparator 33 compares the value of the engine torque Cm with a high threshold. If the value of the motor torque Cm is less than or equal to the high threshold, then the third comparator outputs a non-zero booster signal. Otherwise, the boo lean signal delivered at the output of the third comparator 33 is zero.
Le premier mo dule logique « ET » reçoit en entrée le signal délivré en sortie du second comparateur 32 et le signal délivré en sortie du troisième comparateur 33 et effectue une opération logique de type « ET » des deux signaux. Si les signaux délivrés par le deuxième comparateur 32 et le troisième comparateur 33 sont non nuls, c ' est-à-dire si le couple moteur Cm est compris entre le seuil bas et le seuil haut, la signal boo léen délivré par le premier module logique « ET » 34 sera non nul. Sinon, c ' est-à-dire si un des signaux délivrés par le deuxième comparateur 32 et le troisième comparateur 33 est nul, le signal boo léen délivré en sortie du premier module logique « ET » 34 sera nul. The first logic module "AND" receives as input the signal delivered at the output of the second comparator 32 and the signal delivered at the output of the third comparator 33 and performs an "AND" type logical operation of the two signals. If the signals delivered by the second comparator 32 and the third comparator 33 are non-zero, that is, if the motor torque Cm is between the low threshold and the high threshold, the Boost signal delivered by the first module logical "AND" 34 will be nonzero. Otherwise, that is to say if one of the signals delivered by the second comparator 32 and the third comparator 33 is zero, the Boost signal delivered at the output of the first logical module "AND" 34 will be zero.
Les moyens 24 de détection des conditions d ' application comprennent également un second moyen 5 1 apte à déterminer si la
pédale d' accélération du véhicule est comprise entre un seuil de pédale haut et un seuil de pédale bas. Le second moyen 5 1 comprend un quatrième comparateur 35 et un cinquième comparateur 36 recevant tous deux en entrée le signal Pédale acc traduisant l' enfoncement de la pédale d' accélération, et un second module logique de type « ET » 37. Le quatrième comparateur 35 compare ce signal d' entrée à un seuil de pédale haut. Si le signal Pédale acc de pédale d ' accélération est inférieur ou égal au seuil de pédale haut, alors le signal boo léen délivré en sortie du quatrième comparateur 35 de type boo léen est non nul. Sinon, c ' est-à-dire si la valeur du signal Pédale acc de la pédale d' accélération est supérieure au seuil de pédale haut, le signal boo léen délivré en sortie du quatrième comparateur 35 est nul. Le cinquième comparateur 36 compare le signal Pédale acc de pédale d ' accélération à un seuil de pédale bas. Si le signal Pédale acc de pédale d' accélération est supérieur ou égal au seuil de pédale bas, alors le signal boo léen délivré par le cinquième comparateur 36 est non nul. Sinon, le signal booléen délivré en sortie du cinquième comparateur 36 est nul. The means 24 for detecting the conditions of application also comprise a second means 5 1 capable of determining whether the The vehicle acceleration pedal is between a high pedal threshold and a low pedal threshold. The second means 5 1 comprises a fourth comparator 35 and a fifth comparator 36 both receiving as input the Pedal acc signal translating the depression of the accelerator pedal, and a second logic module of the "ET" type 37. The fourth comparator 35 compares this input signal with a high pedal threshold. If the accelerator pedal acc signal is less than or equal to the high pedal threshold, then the Boost signal output from the fourth Booster type comparator is nonzero. Otherwise, that is, if the value of the Pedal acc signal of the accelerator pedal is greater than the pedal threshold high, the Boost signal delivered at the output of the fourth comparator 35 is zero. The fifth comparator 36 compares the Pedal Acc pedal acceleration pedal signal to a low pedal threshold. If the accelerator pedal acc signal is greater than or equal to the low pedal threshold, then the Boost signal delivered by the fifth comparator 36 is non-zero. Otherwise, the Boolean signal delivered at the output of the fifth comparator 36 is zero.
Le second module logique « ET » 37 reçoit en entrée le signal de sortie du quatrième comparateur 35 et le signal de sortie du cinquième comparateur 36 et effectue une opération logique de type « ET ». Ainsi, si la valeur du signal Pédale acc de pédale d' accélération est comprise dans une gamme entre le seuil de pédale haut et le seuil de pédale bas, le signal délivré en sortie du second module logique « ET » 37 sera un signal de type booléen non nul. The second logic module "AND" 37 receives as input the output signal of the fourth comparator 35 and the output signal of the fifth comparator 36 and performs an "AND" type logical operation. Thus, if the value of the accelerator pedal acc signal is in a range between the high pedal threshold and the low pedal threshold, the signal delivered at the output of the second logic module "AND" 37 will be a signal of the type non-zero boolean.
Sinon, le signal de sortie du second mo dule lo gique « ET » 3 7 s era nul. Otherwise, the output signal of the second logic module "AND" 37 will be zero.
Les moyens 24 de détection des conditions d ' application comprennent également un mo dule de négation 38 recevant en entrée le signal booléen Freinage d ' indication de freinage. Le signal d' indication de freinage est non nul si la pédale de frein est appuyée et nul si aucun appui n' est exercé sur la pédale de frein. En sortie du module de négation 38 , le signal boo léen délivré est la négation du signal Freinage d' indication de freinage. Ainsi, si le signal d ' entrée
est non nul en sortie du module de négation 38 , le signal de sortie du module de négation 38 sera nul. En revanche, si le signal en entrée du module de négation 38 est nul, alors son signal de sortie sera non nul. The means 24 for detecting the conditions of application also comprise a negation module 38 receiving as input the Boolean braking indication signal Braking. The braking indication signal is non - zero if the brake pedal is depressed and zero if no pressure is exerted on the brake pedal. At the output of the negation module 38, the boo lean signal delivered is the negation of the braking indication signal Braking. So, if the input signal is non-zero at the output of the negation module 38, the output signal of the negation module 38 will be zero. On the other hand, if the input signal of the negation module 38 is zero, then its output signal will be non-zero.
Les moyens 24 de détection des conditions d ' application comprennent également un sixième comparateur 39 recevant en entrée le signal T de température du coupleur 1 1 . Le sixième comparateur 39 compare la température T du coupleur 1 1 à une température de surchauffe Surchauffe. Si la température T du coupleur 1 1 est égale à la température de surchauffe Surchauffe, alors le signal booléen délivré en sortie du sixième comparateur 39 est un signal nul. Sinon, c ' est-à-dire si la température T du coupleur 1 1 est inférieure à la température de surchauffe Surchauffe, le signal booléen délivré est un signal non nul. The means 24 for detecting the conditions of application also comprise a sixth comparator 39 receiving as input the temperature signal T of the coupler 11. The sixth comparator 39 compares the temperature T of the coupler 11 to an overheating temperature Superheat. If the temperature T of the coupler 1 1 is equal to the superheat temperature Superheat, then the Boolean signal outputted from the sixth comparator 39 is a null signal. Otherwise, that is, if the temperature T of the coupler 11 is lower than the overheating temperature Superheat, the Boolean signal delivered is a non-zero signal.
Un troisième module logique « ET » 40 reçoit en entrée le signal de sortie du premier comparateur 3 1 , le signal de sortie du premier module logique « ET » 34, le signal de sortie du second module logique « ET » 37, le signal de sortie du module de négation 38 et le signal de sortie du sixième comparateur 39. Le troisième module logique « ET » 40 effectue une opération logique de type « ET » entre les cinq signaux booléens reçus en entrée du module. S i les cinq signaux de type booléens reçus en entrée sont non nuls, alors le troisième module logique de type « ET » 40 délivrera en sortie un signal boo léen non nul. Sinon, le signal délivré en sortie sera nul. A third logic module "AND" 40 receives as input the output signal of the first comparator 31, the output signal of the first logic module "AND" 34, the output signal of the second logic module "ET" 37, the signal of output of the negation module 38 and the output signal of the sixth comparator 39. The third logic module "AND" 40 performs a logical operation of type "AND" between the five Boolean signals received at the input of the module. If the five Boolean signals received at the input are non-zero, then the third "AND" type logic module 40 will output a non-zero Boost signal. Otherwise, the output signal will be zero.
Enfin, les moyens 24 de détection des conditions d ' application comprennent un quatrième module logique de type « ET » 4 1 recevant en entrée le signal de sortie du troisième module logique « ET » 40 et un signal boo léen Activation d' activation indiquant l' activation ou non du système de commande de couple 20. Le signal Activation d' activation est non nul lorsque le système de commande de couple 20 est activé. Si le signal de sortie du troisième module lo gique « ET » 40 est non nul et que le signal d ' activation est également non nul alors le signal de sortie du quatrième module logique « ET » 41 sera un signal boo léen non nul indiquant que toutes les conditions d ' application ont bien été détectées et que le couple peut donc être appliqué. Si au
contraire un des deux signaux d'entrée du quatrième module logique « ET » 41 est nul, le signal de sortie sera un signal nul indiquant que toutes les conditions n'ont pas été détectées. Finally, the means 24 for detecting the application conditions comprise a fourth "AND" type logic module 4 1 receiving as input the output signal of the third "AND" logic module 40 and a booster signal Activating activation indicating the whether the torque control system is activated or not. The activation activation signal is non-zero when the torque control system 20 is activated. If the output signal of the third logic module "AND" 40 is non-zero and the activation signal is also nonzero, then the output signal of the fourth AND logic module 41 will be a non-zero Boost signal indicating that all the application conditions have been detected and the torque can be applied. If at contrary one of the two input signals of the fourth logic module "AND" 41 is zero, the output signal will be a zero signal indicating that all conditions have not been detected.
Sur la figure 4, ont été représentés de manière schématique des moyens 25 de sélection d'un système de commande de couple 20 selon un exemple de réalisation. Les moyens 25 de sélection comprennent un module de sélection 45 recevant en entrée la valeur du couple nominal Cnominai, le signal booléen issu des moyens 24 de détection des conditions d'application, et une valeur de couple nulle égale à zéro. Le module de sélection 45 délivre en sortie une valeur de couple égale à la valeur nominale de couple Cnominaie si toutes les conditions ont été détectées par les moyens de détection des conditions d'application, c'est-à-dire si le signal délivré par les moyens 24 de détection de conditions d'application est non nul. En revanche, le module de sélection 45 délivre une valeur de couple nulle si toutes les conditions n'ont pas été détectées, c'est-à-dire si le signal délivré par les moyens 24 de détection des conditions d'application est nul. FIG. 4 schematically shows means 25 for selecting a torque control system 20 according to an exemplary embodiment. The selection means 25 comprise a selection module 45 receiving as input the value of the nominal torque Cnominai, the Boolean signal from the means 24 for detecting the conditions of application, and a zero torque value equal to zero. The selection module 45 outputs a torque value equal to the nominal torque value C nom i na i e if all the conditions have been detected by the means for detecting the conditions of application, that is to say if the signal delivered by the means 24 for detecting conditions of application is non-zero. On the other hand, the selection module 45 delivers a zero torque value if all the conditions have not been detected, that is to say if the signal delivered by the means 24 for detecting the conditions of application is zero.
Le signal de sortie du module de sélection 45 est délivré à un module de sélection finale 46 qui reçoit également en entrée la valeur saturée du couple Csaturé. Le module de sélection finale 46 délivre en sortie la valeur minimale entre les deux valeurs d'entrée, c'est-à-dire entre le signal de sortie du module de sélection 45 et la valeur saturée du couple Csaturé. Ainsi, selon la valeur du signal délivré en sortie du module de sélection 45, le module de sélection finale 46 peut délivrer la valeur nominale Cnominaie, la valeur saturée du couple Csaturé ou une valeur nulle de couple. The output of the signal selection module 45 is supplied to a final selection module 46 which also receives as input the saturated value of the torque C sat ERU. The final selection module 46 outputs the minimum value between the two input values, that is to say between the output signal of the selection module 45 and the saturated value of the torque C sa tured. Thus, according to the signal value output from the selection module 45, the final selection module 46 may deliver the nominal value C inaie name, the saturated value of the torque C sat ERU or null torque.
Les moyens 24 de détection des conditions d'application permettent de contrôler que les conditions de roulage telles que le couple moteur et le régime moteur, la volonté du conducteur traduite par l'enfoncement de la pédale d'accélération et l'éventuelle détection d'une action de freinage, et l'état du coupleur tel que la température du coupleur satisfont les conditions nécessaires pour que la valeur nominale calculée soit appliquée. Si ces conditions sont vérifiées, selon la vitesse du véhicule la valeur nominale du couple Cnominaie ou
la valeur saturée du couple C saturé sera appliquée. A grande vitesse la valeur saturée du couple C saturé sera préférée à la valeur nominale du couple Cnominaie, le module de sélection finale 46 sélectionnant le couple le plus faible. The means 24 for detecting the application conditions make it possible to control that the driving conditions such as the engine torque and the engine speed, the driver's will translated by the depression of the accelerator pedal and the possible detection of a braking action, and the state of the coupler such as the temperature of the coupler satisfy the conditions necessary for the calculated nominal value to be applied. If these conditions are satisfied, depending on the speed of the vehicle, the nominal value of the torque C nom i na i e or the saturated value of the torque C sat ERU will be applied. At high speed the saturated value of the torque C sat ERU will be preferred to the nominal value of the torque Cnominaie, the final selection module 46 selecting the lowest torque.
En revanche si les conditions d ' application du couple ne sont pas vérifiées aucun couple n' est appliqué par le coupleur 1 1 entre la partie non entraînée et la partie motrice de la chaîne cinématique. En effet, la valeur de couple délivrée par le module de sélection 45 sera une valeur nulle qui sera donc inférieure à la valeur saturée de couple C saturé . Ainsi, la valeur du couple sélectionnée par le module de sélection finale 46 sera une valeur nulle de couple. On the other hand, if the torque application conditions are not satisfied, no torque is applied by the coupler 11 between the non-driven part and the driving part of the drive train. Indeed, the amount of torque delivered by the selection module 45 will be a null value will be less than the saturated value of the torque C tured. Thus, the value of the torque selected by the final selection module 46 will be a zero torque value.
Grâce à ces différents moyens, le coupleur 1 1 peut appliquer un niveau de couple suffisant pour atténuer les bruits et vibrations dans la partie non entraînée de la chaîne cinématique sans surcoût lié à des modifications ou ajustements mécaniques sur la chaîne de transmission. Thanks to these different means, the coupler January 1 can apply a sufficient torque level to reduce noise and vibration in the untrained portion of the drive train without additional cost related to changes or mechanical adjustments on the transmission chain.
La figure 5 représente un organigramme d 'un procédé de commande de couple entre une partie non entraînée et une partie motrice d 'une chaîne cinématique d 'un véhicule automobile à quatre roues motrices en mode de fonctionnement à deux roues motrices pour réduire les bruits et vibrations dans la partie non entraînée selon un mode de mise en œuvre. FIG. 5 represents a flowchart of a method of controlling torque between an untrained portion and a driving portion of a driveline of a four wheel drive motor vehicle in two wheel drive operation mode to reduce noise and vibration in the untrained portion according to an embodiment.
Dans une première étape 50 1 , on calcule la valeur nominale du couple en fonction du régime moteur Nm. Dans une étape 502 qui peut être réalisée simultanément à la première étape 501 , on calcule la valeur saturée du couple en fonction de la vitesse du véhicule V. Dans une étape suivante 503 , on vérifie que les conditions d ' app lication du couple sont bien détectées. Si les conditions d ' application du couple ont toutes été détectées, alors on conserve la valeur nominale du couple telle quelle dans une étape 504. En revanche, si toutes les conditions d' application n'ont pas été vérifiées, alors, dans une étape In a first step 50 1, the nominal value of the torque is calculated as a function of the engine speed Nm. In a step 502 which can be performed simultaneously with the first step 501, the saturated value of the torque is calculated as a function of the vehicle speed. V. In a next step 503, it is verified that the conditions of application of the couple are well detected. If the conditions for applying the torque have all been detected, then the nominal value of the torque is kept as it is in a step 504. On the other hand, if all the application conditions have not been verified, then, in one step
505 , on force la valeur nominale du couple à zéro , c ' est-à-dire que la valeur nominale du couple Cn o minaie est nulle. Dans une étape suivante505, the nominal value of the torque is forced to zero, that is to say that the nominal value of the torque C nom i na i e is zero. In a next step
506, on sélectionne la valeur minimale entre la valeur saturée du
couple Csaturée et la valeur nominale du couple Cno minaie, sachant que suivante le résultat de l' étape 503 , la valeur nominale du couple est égale à la valeur nominale du couple calculée à l' étape 501 , ou à une valeur nulle. Dans une étape finale 507, on applique la valeur sélectionnée dans l' étape précédente 506 avecdes rampes temporelles de manière à ce que la valeur du couple sélectionné lors de l' étape 506 soit appliquée de manière progressive par le coupleur 1 1 . 506, the minimum value between the saturated value of the torque C its tured and the nominal value of the torque C number m i n i e, knowing that following the result of step 503, the nominal value of the torque is equal to the nominal value of the torque calculated in step 501, or at a value of zero. In a final step 507, the value selected in the previous step 506 is applied with time ramps so that the value of the torque selected in step 506 is applied progressively by the coupler January.
L ' invention permet d' exploiter au mieux les possibilités offertes par la techno logie d 'un coupleur piloté, en contrôlant celui- ci électriquement de manière à appliquer un couple à la partie non entraîné de la chaîne cinématique du véhicule permettant d' atténuer les bruits et vibrations dans la partie non entraînée de la chaîne cinématique sans surcoût lié à des modifications ou ajustements mécaniques sur la chaîne de transmission. L ' invention permet également en tenant compte des informations disponibles telles que la vo lonté du conducteur, les conditions de roulage ou l' état du coupleur, de garantir un bon compromis entre le confort acoustique et les performances du véhicule ainsi que la consommation du véhicule.
The invention makes the best use of the possibilities offered by the technology of a controlled coupler, by controlling it electrically so as to apply a torque to the non - driven part of the kinematic chain of the vehicle making it possible to attenuate the Noise and vibration in the non-driven part of the drive train without additional cost due to mechanical modifications or adjustments to the drive chain. The invention also makes it possible to take into account the available information such as the willingness of the driver, the driving conditions or the condition of the coupler, to guarantee a good compromise between the acoustic comfort and the performance of the vehicle as well as the consumption of the vehicle. .
Claims
1. Système de commande de couple (20) entre une partie non entraînée et une partie motrice d'une chaîne cinématique d'un véhicule automobile (1) à quatre roues motrices (2d, 2g, 3d, 3g), le véhicule comprenant un coupleur (11) permettant d'appliquer une valeur de couple entre la partie non entraînée et la partie motrice, caractérisé en ce qu'il comprend : A torque control system (20) between an untrained portion and a driving portion of a drive train of a four-wheel drive motor vehicle (1) (2d, 2g, 3d, 3g), the vehicle comprising a coupler (11) for applying a torque value between the non-driven part and the driving part, characterized in that it comprises:
des premiers moyens (22) de calcul aptes à déterminer une valeur nominale de couple (Cnominaie), first calculating means (22) for determining a nominal torque value (C nom i na i e ),
des seconds moyens (23) de calcul aptes à déterminer une valeur saturée de couple (Csaturé), second means (23) for calculating capable of determining a saturated torque value (C sat ure),
des moyens (24) de détection des conditions d'application aptes à détecter si les conditions d'application dudit couple sont vérifiées, et des moyens (25) de sélection de la valeur de couple que le coupleur (11) doit appliquer pour réduire les bruits et vibrations dans la partie non entraînée de la chaîne cinématique. means (24) for detecting the application conditions suitable for detecting whether the conditions for applying said torque are satisfied, and means (25) for selecting the torque value that the coupler (11) must apply to reduce the noises and vibrations in the non-driven part of the driveline.
2. Dispositif selon la revendication 1, caractérisé en ce que les moyens (24) de détection des conditions d'application comprennent un premier moyen (50) apte à déterminer si le couple moteur (Cm) est compris entre un seuil haut et un seuil bas. 2. Device according to claim 1, characterized in that the means (24) for detecting the application conditions comprise a first means (50) adapted to determine if the motor torque (Cm) is between a high threshold and a threshold low.
3. Dispositif selon l'une des revendications 1 ou 2, caractérisé en ce que les moyens (24) de détection des conditions d'application comprennent un second moyen (51) apte à déterminer si la pédale d'accélération du véhicule est comprise entre un seuil de pédale haut et un seuil de pédale bas. 3. Device according to one of claims 1 or 2, characterized in that the means (24) for detecting the application conditions comprise a second means (51) adapted to determine if the acceleration pedal of the vehicle is between a high pedal threshold and a low pedal threshold.
4. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce qu'il comprend des moyens (26) de transition temporelle aptes à appliquer la valeur sélectionnée de couple au coupleur (11) avec des rampes temporelles paramétrables. 4. Device according to one of claims 1 to 3, characterized in that it comprises means (26) of time transition capable of applying the selected torque value to the coupler (11) with configurable time ramps.
5. Procédé de commande d'un couple entre une partie non entraînée et une partie motrice d'une chaîne cinématique d'un véhicule automobile (1) à quatre roues motrices (2d, 2g, 3d, 3g), le véhicule comprenant un coupleur (11) permettant de coupler une partie motrice de la chaîne cinématique à la partie non entraînée, caractérisé en ce qu'on applique un couple à la partie non entraînée pour réduire les bruits et vibrations de ladite partie non entraînée de la chaîne cinématique. A method of controlling a torque between an untrained portion and a driving portion of a drive train of a four-wheel drive motor vehicle (1) (2d, 2g, 3d, 3g), the vehicle comprising a coupler (11) for coupling a driving part from the drive train to the untrained portion, characterized by applying torque to the untrained portion to reduce noise and vibration of said untrained portion of the drive train.
6. Procédé selon la revendication 5 , dans lequel on calcule une valeur nominal de couple (Cn 0minaie) en fonction du régime moteur (N) , on calcule une valeur saturée de couple (Csaturée) en fonction de la vitesse (V) du véhicule 1 , on détecte si les conditions d ' applications du couple sont vérifiées, on sélectionne la valeur de couple à appliquer. 6. The method of claim 5, wherein calculating a nominal torque value (C n minaie 0) depending on the engine speed (N), a saturated value is calculated torque (C sat urea) as a function of the speed ( V) of the vehicle 1, it is detected whether the conditions of application of the torque are verified, the torque value to be applied is selected.
7. Procédé selon la revendication 6, dans lequel la valeur de couple la plus petite entre la valeur nominale (Cn 0minaie) et la valeur saturée (Csaturée) est la valeur de couple sélectionnée. The method of claim 6, wherein the smallest torque value between the nominal value (C n 0 min) and the saturated value (C sat urea) is the selected torque value.
8. Procédé selon l'une des revendications 6 ou 7, dans lequel les conditions d' applications sont vérifiées si : 8. Method according to one of claims 6 or 7, wherein the conditions of applications are verified if:
- ledit procédé est activé ; said method is activated;
- le couple moteur (Cm) est compris entre un seuil bas et un seuil haut ; the driving torque (Cm) is between a low threshold and a high threshold;
- la position de la pédale d ' accélérateur {Pédale acc) est comprise entre un seuil de pédale bas et un seuil de pédale haut ; - The position of the accelerator pedal {Pedal acc) is between a low pedal threshold and a high pedal threshold;
- aucune action de freinage n' est en cours ; - no braking action is in progress;
- la température (T) du coupleur ( 1 1 ) est inférieure à un seuil de surchauffe ; the temperature (T) of the coupler (1 1) is below an overheating threshold;
- la valeur nominale du couple (Cn 0minaie) est non nulle. - the nominal value of the torque (C n 0 min) is non-zero.
9. Procédé selon l'une des revendications 6 à 8 , dans lequel la valeur de couple sélectionnée est appliquée au coupleur ( 1 1 ) à l' aide de rampes temporelles paramétrables. 9. Method according to one of claims 6 to 8, wherein the selected torque value is applied to the coupler (1 1) using parameterizable time ramps.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1052454A FR2958244B1 (en) | 2010-04-01 | 2010-04-01 | SYSTEM FOR CONTROLLING TORQUE BETWEEN A NON-DRIVEN PART AND A MOTORIZED PART OF A CINEMATIC CHAIN OF A 4X4 VEHICLE TO REDUCE SCREENING NOISE. |
FR1052454 | 2010-04-01 |
Publications (1)
Publication Number | Publication Date |
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WO2011121215A1 true WO2011121215A1 (en) | 2011-10-06 |
Family
ID=42942186
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2011/050661 WO2011121215A1 (en) | 2010-04-01 | 2011-03-25 | System for controlling torque between a non-driven portion and a drive portion of a 4x4 vehicle drive train so as to reduce coughing noise |
Country Status (2)
Country | Link |
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FR (1) | FR2958244B1 (en) |
WO (1) | WO2011121215A1 (en) |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4779698A (en) * | 1986-03-03 | 1988-10-25 | Toyota Jidosha Kabushiki Kaisha | Split axle drive mechanism for part-time four-wheel drive vehicle |
JP2001225656A (en) | 2000-02-18 | 2001-08-21 | Nissan Motor Co Ltd | Driving force distribution controller for four-wheel drive vehicle |
US20020157914A1 (en) * | 2001-04-26 | 2002-10-31 | Bassett Michael L. | Method for idle rattle abatement |
DE10308690A1 (en) * | 2002-03-07 | 2003-10-30 | Luk Lamellen & Kupplungsbau | Gear changing strategy for automobile dual-clutch gearbox has input shaft of inactive parallel drive train increased during gear pre-selection |
KR20040025048A (en) | 2002-09-18 | 2004-03-24 | 현대자동차주식회사 | a method for rattle controling of 4 wheel drive a car |
US20070295548A1 (en) * | 2006-06-23 | 2007-12-27 | Ramy Boctor | Prevention of inadvertent inertial engagement of a transfer case clutch |
EP2042780A1 (en) * | 2007-09-25 | 2009-04-01 | Honda Motor Co., Ltd | Twin clutch type speed change control system |
DE102008035556A1 (en) * | 2008-07-30 | 2010-02-04 | Bayerische Motoren Werke Aktiengesellschaft | Controlling and/or regulating system for four-wheel driven motor vehicle, has control unit formed such that coupling torque is modulated when drive wheel vibration or drive strand vibration is detected by vibration detecting module |
-
2010
- 2010-04-01 FR FR1052454A patent/FR2958244B1/en active Active
-
2011
- 2011-03-25 WO PCT/FR2011/050661 patent/WO2011121215A1/en active Application Filing
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4779698A (en) * | 1986-03-03 | 1988-10-25 | Toyota Jidosha Kabushiki Kaisha | Split axle drive mechanism for part-time four-wheel drive vehicle |
JP2001225656A (en) | 2000-02-18 | 2001-08-21 | Nissan Motor Co Ltd | Driving force distribution controller for four-wheel drive vehicle |
US20020157914A1 (en) * | 2001-04-26 | 2002-10-31 | Bassett Michael L. | Method for idle rattle abatement |
DE10308690A1 (en) * | 2002-03-07 | 2003-10-30 | Luk Lamellen & Kupplungsbau | Gear changing strategy for automobile dual-clutch gearbox has input shaft of inactive parallel drive train increased during gear pre-selection |
KR20040025048A (en) | 2002-09-18 | 2004-03-24 | 현대자동차주식회사 | a method for rattle controling of 4 wheel drive a car |
US20070295548A1 (en) * | 2006-06-23 | 2007-12-27 | Ramy Boctor | Prevention of inadvertent inertial engagement of a transfer case clutch |
EP2042780A1 (en) * | 2007-09-25 | 2009-04-01 | Honda Motor Co., Ltd | Twin clutch type speed change control system |
DE102008035556A1 (en) * | 2008-07-30 | 2010-02-04 | Bayerische Motoren Werke Aktiengesellschaft | Controlling and/or regulating system for four-wheel driven motor vehicle, has control unit formed such that coupling torque is modulated when drive wheel vibration or drive strand vibration is detected by vibration detecting module |
Also Published As
Publication number | Publication date |
---|---|
FR2958244A1 (en) | 2011-10-07 |
FR2958244B1 (en) | 2012-11-16 |
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