WO2014111430A1 - Method for determining a corrective torque that corrects fluctuations in engine speed of a power plant - Google Patents

Method for determining a corrective torque that corrects fluctuations in engine speed of a power plant Download PDF

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Publication number
WO2014111430A1
WO2014111430A1 PCT/EP2014/050721 EP2014050721W WO2014111430A1 WO 2014111430 A1 WO2014111430 A1 WO 2014111430A1 EP 2014050721 W EP2014050721 W EP 2014050721W WO 2014111430 A1 WO2014111430 A1 WO 2014111430A1
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WO
WIPO (PCT)
Prior art keywords
acceleration
engine speed
engine
type
torque
Prior art date
Application number
PCT/EP2014/050721
Other languages
French (fr)
Inventor
Juliette CHARLES
Mathieu THOMAS
Original Assignee
Peugeot Citroen Automobiles Sa
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Peugeot Citroen Automobiles Sa filed Critical Peugeot Citroen Automobiles Sa
Publication of WO2014111430A1 publication Critical patent/WO2014111430A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position

Definitions

  • the present invention relates to a method for determining an engine speed oscillation correction torque of a power train comprising a heat engine and a transmission.
  • the invention applies to the field of control control of vehicles equipped with a gasoline or diesel powertrain (GMP) with a manual gearbox (BVM), automated (BVA), piloted (BVMP) or double clutch (DCT).
  • GMP gasoline or diesel powertrain
  • BVM manual gearbox
  • BVA automated
  • BVMP piloted
  • DCT double clutch
  • FIG. 1 schematically shows powertrain equipping a vehicle.
  • the power train has a heat engine 1.
  • the heat engine is connected to a transmission 2 typically comprising a gearbox and a clutch device of which only a connecting element with the engine 1 is shown.
  • the engine can be gasoline or diesel.
  • the gearbox can be manual (BVM), automated (BVA), pilot (BVMP) or double clutch (DCT).
  • the transmission 2 ensures the transfer of a torque generated by the engine to the wheels, not shown.
  • the heat engine 1 is typically placed on shims 3 engine. Motor games are called the torsion phenomenon 4 of the transmission elements 2 between the moment when the heat engine 1 lands on its shims 3 and the moment when the heat engine drives the wheels during the acceleration transients.
  • the engine games are the tilting of the engine 1 on its shims 3 during acceleration transients.
  • the engine sets thus correspond to the applied torque for which neither the engine nor the wheel train with each other during a transient phase of acceleration.
  • accelerations There are two types of accelerations: A first type of acceleration called "with passing games”: the engine rocks on its holds during the acceleration phase. This life situation is encountered, for example, during an acceleration of starting following a stop.
  • a second type of acceleration called “without crossing games” or “since stabilized”: it is an acceleration accompanied, that is to say that the driver in a first phase slightly presses on the accelerator which allows the engine to land on its holds, then in a second phase it really accelerates. This life situation occurs for example, when doubling a car.
  • the engine 1 and the transmission 2 are each the source of characteristic speed oscillations 1 'and 2'.
  • An acceleration called “without traversing the games” generates only oscillations 2 'related to the transmission 2, while a so-called acceleration “with crossing games” is a composition 5 oscillations 1' related to the movement of the engine 1 and oscillations 2 'related to the movement of the transmission 2.
  • Such vehicles are equipped with a computer that makes it possible to automatically adapt the operating point of each of the vehicle components, in particular the heat engine, so as to respect the driver's will in terms of the torque required and obtain approval from determined conduct.
  • the computer typically uses two types of torque filtering requested by the driver made using a first filtering module said preventive engine torque and a second filter module of the engine.
  • engine torque says healing.
  • the first preventive filtering module ensures a filtering of a set torque corresponding to the will of the driver in order to pass the engine games by limiting the jolts of the traction chain as much as possible.
  • Figure 3 shows an example of preventive filtering of the motor torque.
  • FIG. 3 shows the evolution of a setpoint Ce of motor torque corresponding to a request for engine torque, and thus acceleration, at time t0 by a driver.
  • the first filter module converts the setpoint torque Ce as a function of time into a motor torque Cp that is said to be preventive and ensures a transition to the setpoint torque.
  • the curve Cp comprises in particular during the rise torque Cp, between the time t1 when the engine begins to land on its holds and the time t2 where the tilting of the engine is completed, a lower slope of torque rise which thus ensures a smooth tilting of the engine and thus reduce transmission surges.
  • the second curative filter module makes it possible to attenuate any oscillations in the engine speed resulting from the passage of the engine games in acceleration and deceleration. For this purpose, it generates a corrective torque built by applying to the engine speed oscillation a phase shift with respect to said oscillation and an amplitude corresponding to a coefficient of proportionality between the amplitude of the steady state oscillation, expressed for example in rpm, and the intensity of the correction torque conventionally expressed in Nm
  • the computer applies the same correction for all the accelerations.
  • the tilting of the engine generates a surge in instantaneous speed greater than when the engine is already placed on its holds, followed by rebounds related to the torsion of the transmission elements.
  • Focusing can then be done according to two principles: - either the focusing is oriented on the acceleration without crossing the games: in this case, the shock generated by the crossing of the games is not amortized, and bounces accentuated persist.
  • the approval of the vehicle is bad and the number of customer complaints increases.
  • the focus is focused on accelerations with crossing games: in this case, the applied correction will be too strong and out of phase with respect to the need for all acceleration without passing games. In this case again the approval of the vehicle is bad. This development is complex and long to achieve because of the compromises that must be made to satisfy most accelerations.
  • An object of the present invention is to provide a method of determining engine torque which allows to have an improved driveability with respect to the prior art on most accelerations, whether traversed games or not.
  • a method for determining a correction torque (Ccor) of engine speed oscillation of a power unit comprising a heat engine and a transmission in which, following a couple request:
  • one selects a calibration establishing a phase shift and an amplitude according to operating parameters of the powertrain
  • the oscillation of the engine speed is isolated from the evolution of the engine speed by filtering the evolution of the engine speed by the application of the phase shift,
  • the correction torque is determined by applying to the engine speed oscillation the amplitude
  • the method being characterized by identifying a type of acceleration following the torque request, in that the calibration establishing the phase shift and the amplitude is selected from a separate calibration set for each type of acceleration identified.
  • the type of acceleration is identified between a first type of acceleration during which the tilting of the heat engine on its shims takes place and a second type of acceleration during which the tilting the engine on its holds does not take place.
  • the type of acceleration is determined from the engine speed gradient.
  • the engine speed gradient is compared to an engine speed gradient threshold.
  • the engine speed gradient threshold is of the order of 100tr / min / s.
  • a duration of tilting of the heat engine on its shims is determined and the correction torque is determined from the calibration selected for the first type of acceleration only during the duration tilt determined.
  • the correction torque is determined from the calibration selected for the second type of acceleration.
  • the tilting time is determined from a mapping establishing a correspondence between the tilting time and a data pair composed of the engine speed and a gearbox ratio. speed engaged.
  • the phase shift and the amplitude are determined from a mapping establishing a correspondence between the phase shift and the amplitude and a data pair composed of the engine speed and gearbox ratio engaged.
  • the subject of the invention is also a vehicle equipped with a power unit comprising a heat engine and a transmission, characterized in that it comprises means for determining an engine speed oscillation correction torque comprising the required instructions. to implement the method according to one of the previously described variants.
  • FIG. 1 is a schematic representation of a heat engine connected to a transmission element.
  • FIG. 2 schematically shows a comparison of the engine speed oscillations following a so-called acceleration without traversing engine games or a so-called acceleration with traversing engine games.
  • FIG. 3 shows an exemplary preventive filtering strategy of a torque setpoint resulting from an acceleration request by a driver.
  • FIG. 4 illustrates two examples of ramp up with and without crossing engine games, readings without torque filtering.
  • FIG. 6 presents a diagram of the steps of the filtering method of a motor setpoint torque according to the invention implemented with the system of FIG. 5.
  • FIG. 4 shows, for a powertrain fitted to a vehicle as shown in FIG. 1, two examples of engine revolutions N as a function of time.
  • the axis of abscissa of the times is in this case translated in passage to the top dead center, PMH.
  • the first example, illustrated by the curve 31, represents a rise in speed with an acceleration of the first type, called “with crossing games,” thus implying a tilting of the engine on its holds, starting at time t1 from a regime of 2000 rpm at full load.
  • the second example, illustrated by the curve 32 represents a rise in speed with an acceleration of the second type, called "without crossing the games", so with a motor having already tilted on these wedges, the acceleration also starting at t1, at 2000 rpm at full load.
  • the two revs were measured without preventive filtering or curative filtering.
  • the presence of a first bump, respectively B1, B2 is noted.
  • these first bumps B1 regime, B2 firstly, that the revving is faster (A1 slope) in the case of the revving 31, with an acceleration "with crossing games
  • the temporal phase shift and the amplitude of these first two bumps of regime B1, B2, identified here by the respective positioning P1, P2 of their maximum speed is not the same on both mounted in regime 31, 32.
  • FIG. 5 now presents determination means such as a calculator 10 which embeds the instructions required for carrying out the method of the invention described in detail below.
  • This system comprises a module 1 1 for interpreting the will of the driver, a module 12 for preventive approval, a module 13 for detecting the type of acceleration and a module 14 for curative approval.
  • the module 1 1 determines in a step 101, a set torque motor, Ce from a torque request of the driver.
  • the torque demand of the driver is interpreted according to the engine speed N, the ratio of gearbox, Rv, engaged, and the position, Pa, of the accelerator pedal actuated by the driver.
  • the setpoint motor torque Ce is then filtered using the preventive approval module 12 during a step 102 in order to minimize jolts during the passage of the first speed bump.
  • the module 12 firstly determines a so-called preventive engine torque, Cp, which is then translated into the indicated engine torque, Ci, taking into account the engine losses.
  • the engine loss torque, Cpm is the torque needed by the engine to drive the vehicle forward.
  • the engine loss torque, Cpm notably takes into account the friction of the engine as well as the losses related to accessories such as the alternator.
  • the preventive motor torque, Cp constitutes a driving torque of transition to the target motor torque Ce which is to be achieved. This transition makes it possible to limit the gradient of the response in engine torque and therefore the jerks of the traction chain.
  • the module 12 also determines a type of acceleration, A, directly following the torque request by the driver, which makes it possible to distinguish between the second type of acceleration, which is said to be without passing through games, thus an acceleration during which the tilting occurs.
  • the type of acceleration, A may be a Boolean indicator taking a first value when the engine is being tilted and a second value when the engine is not tilting.
  • the type of acceleration can be determined from the value of the rise in engine speed, ⁇ , directly following the torque request by the driver.
  • the engine speed gradient ⁇ is compared with a threshold Sg of the engine speed gradient.
  • this threshold, Sg is for example 100 revolutions / min / s. If the engine speed gradient, ⁇ , is greater than the threshold Sg, it is considered that the acceleration is of the first type, with crossing of games. In the opposite case, if the engine speed gradient, ⁇ , is lower than the threshold Sg, it is considered that the acceleration is of the second type, without crossing games.
  • the acceleration type indicator A can be determined in a separate module from the value of the engine revving following the torque request by the driver.
  • the acceleration type detection module 13 receives continuously at input the transition motor torque, Cp, and the value of the acceleration type indicator, A.
  • step 301 the evolution of the transition motor torque, Cp, to determine in step 302 whether the driver is accelerating or decelerating.
  • step 302 is carried out by examining the sign of the transition motor torque gradient, Cp. If the sign is negative (NO branch between step 302 and 303), step 303 is concluded at a deceleration. If the sign is positive, it is concluded at step 304 that it is an acceleration and the value of the acceleration type indicator A, set to the preventive approval module 12 is scanned.
  • step 305 it is checked whether the acceleration type indicator, A, indicates the first type of acceleration called "with passing games":
  • a first calibration is selected for use by the module 14 for curative approval.
  • This first calibration comprises a first set of phase shifts, ⁇ , and amplitudes, G, based on operating parameters of the powertrain and for determining a correction torque Ccor representative of the first type of oscillation acceleration.
  • This first calibration can be in the form of a mapping, establishing a correspondence between the phase shift ⁇ and the amplitude G and a data pair composed of the engine speed N and gear ratio Rv engaged. This mapping can be integrated into the module 13 for detecting the type of acceleration.
  • a second calibration is used in step 308 for the use of the healing approval module 14.
  • This second calibration comprises a second set of phase shifts, ⁇ , and of amplitude, G, as a function of operating parameters of the powertrain and intended for the determination of a correction torque Ccor of oscillations of regime representative of the second type of 'acceleration.
  • This second calibration can be in the form of a mapping, establishing a correspondence between the phase shift, ⁇ , and the amplitude, G, to be applied as a function of the engaged gear ratio, Rv and the engine speed N. and a torque of data composed of the engine speed N and the speed gear ratio Rv engaged.
  • This mapping can be integrated into the module 13 for detecting the type of acceleration.
  • the phase shifts, ⁇ , and amplitudes, G, of the two calibrations are advantageously established beforehand from engine tests.
  • it is useful to apply the first calibration only during the tilting of the engine because once the engine games passed, the engine is placed in support on its holds and one finds oneself in the same conditions as for an acceleration without passage of games, that is to say with oscillations related to the transmission chain.
  • step 307 an application duration, Db, of the first calibration.
  • This duration of application must cover the shock related to the tilting of the engine on its holds, so the first speed bump as shown in Figure 4.
  • This duration of application is a function of the load, deduced in fact from the position, Pa, the accelerator pedal and the gear ratio, Rv, engaged, because the more energy is applied, the faster the changeover takes place.
  • it returns (passage from step 307 to step 308) to the second calibration, specific to accelerations without passage of games.
  • the module 14 of curative approval monitors the evolution of the engine speed N.
  • the module 14 aims to attenuate the oscillation of the regime following the torque request by generating in a step 104, a correction torque, Ccor, using the first or second calibration depending on the type of acceleration in effect.
  • the procedure for determining the correction torque, Ccor comprises the steps of:
  • the calibration in question establishing a phase shift, ⁇ , and an amplitude, G, as a function of operating parameters of the powertrain, preferably the ratio of gearbox engaged Rv, and the engine speed N. It is thus expected to have a calibration by type of acceleration and thus to select the correct calibration from a separate set of calibration for each type of acceleration (A) identified.
  • the phase shift, ⁇ is between -1 and 0, -1 corresponding to a phase opposition with respect to the engine speed oscillation.
  • the amplitude, G is between 0 and 1.
  • phase shift, ⁇ , of the correction torque preferably corresponds exactly to a phase opposition with the engine speed oscillation.
  • phase shift, ⁇ is preferably comprised around the phase opposition with the engine speed oscillation at +/- 2 PMH.
  • the method of the invention has the advantages of substantially limiting the violent jolts or rebounds felt during acceleration and deceleration, which reduces customer complaints on this item.
  • This method does not require a structural modification of the computer that embeds the instructions required for its implementation.
  • the improvement of the performance on the vehicles equipped with a heat engine is obtained without material overcost.
  • the development is simplified because there is no more problem of compromise because of the distinction of the type of acceleration. This results in a saving of time, brilliance and driving pleasure.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

A method for determining a corrective torque that corrects fluctuations in engine speed of a power plant comprising a combustion engine and a transmission is described, in which, following a demand for torque: the change in engine speed (N) is monitored, a calibration is selected that establishes a phase shift and an amplitude as a function of power plant operation parameters, the fluctuation in engine speed is isolated from the change in engine speed by filtering the change in engine speed by applying the phase shift, the corrective torque is determined by applying the amplitude to the fluctuation in engine speed, in which method a type of acceleration (A) following the demand for torque is identified, the type of acceleration (A) being identified between a first type of acceleration during which the combustion engine rocks on its mounts and a second type of acceleration during which the combustion engine does not rock on its mounts, the calibration establishing the phase shift and the amplitude being selected from a set of calibrations which are distinct to each type of acceleration (A) identified.

Description

PROCEDE DE DETERMINATION D'UN COUPLE DE CORRECTION D'OSCILLATION DE REGIME MOTEUR D'UN GROUPE MOTOPROPULSEUR  METHOD FOR DETERMINING A MOTOR SPEED CORRECTION CORRECTION TORQUE OF A MOTOR PUMPS GROUP
Domaine technique de l'invention Technical field of the invention
La présente invention porte sur un procédé de détermination d'un couple de correction d'oscillation de régime moteur d'un groupe motopropulseur comprenant un moteur thermique et une transmission. The present invention relates to a method for determining an engine speed oscillation correction torque of a power train comprising a heat engine and a transmission.
L'invention s'applique au domaine du contrôle de commande des véhicules équipés d'un Groupe Motopropulseur (GMP) thermique essence ou diesel avec une boîte de vitesses de type manuelle (BVM), automatisée (BVA), pilotée (BVMP) ou à double embrayage (DCT). The invention applies to the field of control control of vehicles equipped with a gasoline or diesel powertrain (GMP) with a manual gearbox (BVM), automated (BVA), piloted (BVMP) or double clutch (DCT).
Arrière-plan technologique Technological background
La figure 1 présente schématiquement groupe motopropulseur équipant un véhicule. Le groupe motopropulseur comporte un moteur thermique 1 . Sur la figure 1 , le moteur thermique est relié à une transmission 2 comprenant classiquement une boite de vitesse et un dispositif d'embrayage dont seul un élément de liaison avec le moteur 1 est présenté. Le moteur thermique peut être essence ou diesel. La boite de vitesse peut être de type manuelle (BVM), automatisée (BVA), pilotée (BVMP) ou à double embrayage (DCT). La transmission 2 assure le transfert d'un couple généré par le moteur aux roues, non représentées. Le moteur thermique 1 est classiquement posé sur des cales 3 moteur. On appelle jeux moteur le phénomène de torsion 4 des éléments de transmission 2 entre le moment où le moteur thermique 1 se pose sur ses cales 3 et le moment où le moteur thermique entraîne les roues pendant les transitoires d'accélération. Figure 1 schematically shows powertrain equipping a vehicle. The power train has a heat engine 1. In Figure 1, the heat engine is connected to a transmission 2 typically comprising a gearbox and a clutch device of which only a connecting element with the engine 1 is shown. The engine can be gasoline or diesel. The gearbox can be manual (BVM), automated (BVA), pilot (BVMP) or double clutch (DCT). The transmission 2 ensures the transfer of a torque generated by the engine to the wheels, not shown. The heat engine 1 is typically placed on shims 3 engine. Motor games are called the torsion phenomenon 4 of the transmission elements 2 between the moment when the heat engine 1 lands on its shims 3 and the moment when the heat engine drives the wheels during the acceleration transients.
Autrement dit, les jeux moteurs sont le basculement du moteur thermique 1 sur ses cales 3 pendant les transitoires d'accélération. Il y a toujours un basculement du moteur lorsqu'on applique du couple alors qu'il n'y en avait pas, par exemple lors d'une demande d'accélération depuis une situation dite de pied levé, c'est-à-dire sans appui sur la pédale d'accélération, ou lors d'une décélération lorsque l'on lève complètement le pied. Les jeux moteur correspondent ainsi au couple appliqué pour lequel ni le moteur thermique ni la roue ne s'entraînent l'un avec l'autre lors d'une phase transitoire d'accélération. On distingue ainsi deux types d'accélérations : Un premier type d'accélération dite « avec passage des jeux » : le moteur bascule sur ses cales pendant la phase d'accélération. Cette situation de vie se rencontre par exemple, lors d'une accélération de démarrage suite à un arrêt. - Un second type d'accélération dite « sans traversée des jeux » ou « depuis stabilisé » : il s'agit d'une accélération accompagnée, c'est-à-dire que le conducteur dans une première phase appuie légèrement sur l'accélérateur ce qui permet au moteur de se poser sur ses cales, puis dans une deuxième phase il accélère vraiment. Cette situation de vie se rencontre par exemple, lorsqu'on double une voiture. In other words, the engine games are the tilting of the engine 1 on its shims 3 during acceleration transients. There is always a tilting of the motor when applying torque when there was none, for example during a request for acceleration from a situation known as a raised foot, that is to say without pressing the accelerator pedal, or when decelerating when the foot is fully raised. The engine sets thus correspond to the applied torque for which neither the engine nor the wheel train with each other during a transient phase of acceleration. There are two types of accelerations: A first type of acceleration called "with passing games": the engine rocks on its holds during the acceleration phase. This life situation is encountered, for example, during an acceleration of starting following a stop. - A second type of acceleration called "without crossing games" or "since stabilized": it is an acceleration accompanied, that is to say that the driver in a first phase slightly presses on the accelerator which allows the engine to land on its holds, then in a second phase it really accelerates. This life situation occurs for example, when doubling a car.
Comme l'illustre maintenant la figure 2, le moteur 1 et la transmission 2 sont chacun la source d'oscillations de régime caractéristiques 1 ' et 2'. Une accélération dite « sans traversée des jeux » ne génère que des oscillations 2' liées à la transmission 2, alors qu'une accélération dite « avec traversée des jeux » est une composition 5 des oscillations 1 ' liées au mouvement du moteur 1 et des oscillations 2' liées au mouvement de la transmission 2. As now illustrated in FIG. 2, the engine 1 and the transmission 2 are each the source of characteristic speed oscillations 1 'and 2'. An acceleration called "without traversing the games" generates only oscillations 2 'related to the transmission 2, while a so-called acceleration "with crossing games" is a composition 5 oscillations 1' related to the movement of the engine 1 and oscillations 2 'related to the movement of the transmission 2.
De tels véhicules sont équipés d'un calculateur permettant d'adapter de manière automatique le point de fonctionnement de chacun des organes du véhicule, en particulier le moteur thermique, afin de respecter la volonté du conducteur en termes de couple demandé et obtenir un agrément de conduite déterminé. Such vehicles are equipped with a computer that makes it possible to automatically adapt the operating point of each of the vehicle components, in particular the heat engine, so as to respect the driver's will in terms of the torque required and obtain approval from determined conduct.
Pour obtenir un agrément de conduite optimal, le calculateur met en œuvre classiquement deux types de filtrage du couple demandé par le conducteur réalisés à l'aide d'un premier module de filtrage dit préventif du couple moteur et d'un second module de filtrage du couple moteur dit curatif. To obtain optimum driving pleasure, the computer typically uses two types of torque filtering requested by the driver made using a first filtering module said preventive engine torque and a second filter module of the engine. engine torque says healing.
Le premier module de filtrage préventif assure un filtrage d'un couple de consigne correspondant à la volonté du conducteur afin de passer les jeux moteur en limitant au maximum les à-coups de la chaîne de traction. La figure 3 présente un exemple de filtrage préventif du couple moteur. Sur la figure 3 est représentée l'évolution d'une consigne Ce de couple moteur correspondant à une demande de couple moteur, donc d'accélération, à l'instant tO par un conducteur. En réponse à cette demande de couple, le premier module de filtrage convertit en fonction du temps le couple de consigne Ce en un couple moteur Cp dit préventif et assurant une transition vers le couple de consigne. La courbe Cp comprend notamment au cours de la montée en couple Cp, entre l'instant t1 où le moteur commence à se poser sur ses cales et l'instant t2 où le basculement du moteur est terminé, une pente plus réduite de montée de couple qui permet ainsi d'assurer un basculement du moteur en douceur et donc de réduire les à-coups de transmission. Le second module de filtrage curatif permet d'atténuer les éventuelles oscillations du régime moteur résultant du passage des jeux moteur en accélération et décélération. A cet effet, il génère un couple correctif construit en appliquant à l'oscillation de régime moteur un déphasage par rapport à la dite oscillation et une amplitude correspondant à un coefficient de proportionnalité entre l'amplitude de l'oscillation de régime, exprimé par exemple en tr/min, et l'intensité du couple de correction exprimé classiquement en N.m. The first preventive filtering module ensures a filtering of a set torque corresponding to the will of the driver in order to pass the engine games by limiting the jolts of the traction chain as much as possible. Figure 3 shows an example of preventive filtering of the motor torque. FIG. 3 shows the evolution of a setpoint Ce of motor torque corresponding to a request for engine torque, and thus acceleration, at time t0 by a driver. In response to this torque request, the first filter module converts the setpoint torque Ce as a function of time into a motor torque Cp that is said to be preventive and ensures a transition to the setpoint torque. The curve Cp comprises in particular during the rise torque Cp, between the time t1 when the engine begins to land on its holds and the time t2 where the tilting of the engine is completed, a lower slope of torque rise which thus ensures a smooth tilting of the engine and thus reduce transmission surges. The second curative filter module makes it possible to attenuate any oscillations in the engine speed resulting from the passage of the engine games in acceleration and deceleration. For this purpose, it generates a corrective torque built by applying to the engine speed oscillation a phase shift with respect to said oscillation and an amplitude corresponding to a coefficient of proportionality between the amplitude of the steady state oscillation, expressed for example in rpm, and the intensity of the correction torque conventionally expressed in Nm
Dans les procédés existants d'atténuation des oscillations du régime moteur via le module d'agrément curatif, le calculateur applique la même correction pour toutes les accélérations. Cependant, le basculement du moteur engendre une envolée de régime instantanée plus importante que lorsque le moteur est déjà posé sur ses cales, suivi par les rebonds liés à la torsion des éléments de transmission. In the existing methods of attenuating the oscillations of the engine speed via the curative approval module, the computer applies the same correction for all the accelerations. However, the tilting of the engine generates a surge in instantaneous speed greater than when the engine is already placed on its holds, followed by rebounds related to the torsion of the transmission elements.
La mise au point peut alors se faire selon deux principes : - soit la mise au point est orientée sur les accélérations sans traversée des jeux : dans ce cas, le choc engendré par la traversée des jeux n'est pas amorti, et des rebonds accentués persistent. L'agrément du véhicule est mauvais et le nombre de plaintes clients augmente. - soit la mise au point est orientée sur les accélérations avec traversée des jeux : dans ce cas, la correction appliquée sera trop forte et en déphasage par rapport au besoin pour toutes les accélérations sans passage de jeux. Dans ce cas encore l'agrément du véhicule est mauvais. Cette mise au point est complexe et longue à réaliser à cause des compromis qui doivent être réalisés pour contenter la plupart des accélérations. Focusing can then be done according to two principles: - either the focusing is oriented on the acceleration without crossing the games: in this case, the shock generated by the crossing of the games is not amortized, and bounces accentuated persist. The approval of the vehicle is bad and the number of customer complaints increases. - The focus is focused on accelerations with crossing games: in this case, the applied correction will be too strong and out of phase with respect to the need for all acceleration without passing games. In this case again the approval of the vehicle is bad. This development is complex and long to achieve because of the compromises that must be made to satisfy most accelerations.
Par conséquent, le problème à la base de l'invention est d'avoir un agrément de conduite amélioré sur la plupart des accélérations, qu'elles soient avec traversée des jeux ou non. Un but de la présente invention est de proposer un procédé de détermination de couple moteur qui permet d'avoir un agrément de conduite amélioré relativement à l'art antérieur sur la plupart des accélérations, qu'elles soient avec traversée des jeux ou non. Pour atteindre cet objectif, il est prévu selon l'invention un procédé de détermination d'un couple de correction (Ccor) d'oscillation de régime moteur d'un groupe motopropulseur comprenant un moteur thermique et une transmission, dans lequel, suite à une demande de couple : Therefore, the problem underlying the invention is to have improved driveability on most accelerations, whether traversed games or not. An object of the present invention is to provide a method of determining engine torque which allows to have an improved driveability with respect to the prior art on most accelerations, whether traversed games or not. To achieve this objective, there is provided according to the invention a method for determining a correction torque (Ccor) of engine speed oscillation of a power unit comprising a heat engine and a transmission, in which, following a couple request:
- on scrute l'évolution du régime moteur,  - we scrutinize the evolution of the engine speed,
-on sélectionne une calibration établissant un déphasage et une amplitude en fonction de paramètres de fonctionnement du groupe motopropulseur, one selects a calibration establishing a phase shift and an amplitude according to operating parameters of the powertrain,
- on isole de l'évolution du régime moteur l'oscillation du régime moteur en filtrant l'évolution du régime moteur par l'application du déphasage,  the oscillation of the engine speed is isolated from the evolution of the engine speed by filtering the evolution of the engine speed by the application of the phase shift,
- on détermine le couple de correction en appliquant à l'oscillation de régime moteur l'amplitude,  the correction torque is determined by applying to the engine speed oscillation the amplitude,
le procédé étant caractérisé en ce que l'on identifie un type d'accélération faisant suite à la demande de couple, en ce que la calibration établissant le déphasage et l'amplitude est sélectionnée parmi un ensemble de calibration distincte à chaque type d'accélération identifié. the method being characterized by identifying a type of acceleration following the torque request, in that the calibration establishing the phase shift and the amplitude is selected from a separate calibration set for each type of acceleration identified.
Dans une variante où le moteur thermique est posé sur des cales, le type d'accélération est identifié entre un premier type d'accélération pendant laquelle le basculement du moteur thermique sur ses cales a lieu et un second type d'accélération pendant laquelle le basculement du moteur thermique sur ses cales n'a pas lieu. In a variant where the heat engine is placed on shims, the type of acceleration is identified between a first type of acceleration during which the tilting of the heat engine on its shims takes place and a second type of acceleration during which the tilting the engine on its holds does not take place.
De préférence, le type d'accélération est déterminé à partir du gradient de régime moteur. Preferably, the type of acceleration is determined from the engine speed gradient.
De préférence encore, le gradient de régime moteur est comparé à un seuil de gradient de régime moteur. More preferably, the engine speed gradient is compared to an engine speed gradient threshold.
De préférence encore, le seuil de gradient de régime moteur est de l'ordre de 100tr/min/s. More preferably, the engine speed gradient threshold is of the order of 100tr / min / s.
Dans une variante, lorsque le second type d'accélération est identifié, une durée de basculement du moteur thermique sur ses cales est déterminée et le couple de correction est déterminé à partir de la calibration sélectionnée pour le premier type d'accélération uniquement pendant la durée de basculement déterminée. De préférence, lorsque la durée de basculement du moteur thermique sur ses cales est dépassée, le couple de correction est déterminé à partir de la calibration sélectionnée pour le second type d'accélération. Dans une variante, où la transmission comprend une boite de vitesses, la durée de basculement est déterminée à partir d'une cartographie établissant une correspondance entre la durée de basculement et un couple de donnée composé du régime moteur et d'un rapport de boite de vitesse engagé. Dans une autre variante, le déphasage et l'amplitude sont déterminés à partir d'une cartographie établissant une correspondance entre le déphasage et l'amplitude et un couple de donnée composé du régime moteur et du rapport de boite de vitesse engagé. In a variant, when the second type of acceleration is identified, a duration of tilting of the heat engine on its shims is determined and the correction torque is determined from the calibration selected for the first type of acceleration only during the duration tilt determined. Preferably, when the tilting time of the engine on its shims is exceeded, the correction torque is determined from the calibration selected for the second type of acceleration. In a variant, in which the transmission comprises a gearbox, the tilting time is determined from a mapping establishing a correspondence between the tilting time and a data pair composed of the engine speed and a gearbox ratio. speed engaged. In another variant, the phase shift and the amplitude are determined from a mapping establishing a correspondence between the phase shift and the amplitude and a data pair composed of the engine speed and gearbox ratio engaged.
L'invention a aussi pour objet un véhicule équipé d'un groupe motopropulseur comprenant un moteur thermique et une transmission, caractérisé en ce qu'il comprend des moyens de détermination d'un couple de correction d'oscillations de régime moteur comprenant les instructions requises pour mettre en œuvre le procédé selon l'une des variantes précédemment décrites. The subject of the invention is also a vehicle equipped with a power unit comprising a heat engine and a transmission, characterized in that it comprises means for determining an engine speed oscillation correction torque comprising the required instructions. to implement the method according to one of the previously described variants.
Brève description des dessins Brief description of the drawings
D'autres particularités et avantages apparaîtront à la lecture de la description ci-après d'un mode particulier de réalisation, non limitatif de l'invention, faite en référence aux figures dans lesquelles :  Other features and advantages will appear on reading the following description of a particular embodiment, not limiting of the invention, with reference to the figures in which:
- La figure 1 est une représentation schématique d'un moteur thermique relié à un élément transmission. - Figure 1 is a schematic representation of a heat engine connected to a transmission element.
- La figure 2 représente schématiquement une comparaison des oscillations de régime moteur suite à une accélération dite sans traversée de jeux moteur ou à une accélération dite avec traversée de jeux moteur.  - Figure 2 schematically shows a comparison of the engine speed oscillations following a so-called acceleration without traversing engine games or a so-called acceleration with traversing engine games.
- La figure 3 présente un exemple de stratégie de filtrage préventif d'une consigne de couple résultant d'une demande d'accélération par un conducteur.  FIG. 3 shows an exemplary preventive filtering strategy of a torque setpoint resulting from an acceleration request by a driver.
- La figure 4 illustre deux exemples de montée en régime avec et sans traversée de jeux moteur, relevés sans filtrage de couple.  - Figure 4 illustrates two examples of ramp up with and without crossing engine games, readings without torque filtering.
- La figure 5 présente un système de gestion de la commande en couple d'un moteur thermique. - La figure 6 présente un diagramme des étapes du procédé de filtrage d'un couple de consigne moteur selon l'invention mis en œuvre avec le système de la figure 5. - Figure 5 shows a management system of the torque control of a heat engine. FIG. 6 presents a diagram of the steps of the filtering method of a motor setpoint torque according to the invention implemented with the system of FIG. 5.
Description détaillée detailed description
La figure 4 présente, pour un groupe motopropulseur équipant un véhicule telle que présentée en figure 1 , deux exemples de montée en régime moteur N en fonction du temps. L'axe d'abscisse des temps est dans le cas présent traduit en passage au point mort haut, PMH. Le premier exemple, illustré par la courbe 31 , représente une montée en régime avec une accélération de premier type, dite « avec traversée des jeux », donc impliquant un basculement du moteur thermique sur ses cales, débutant à l'instant t1 à partir d'un régime de 2000 tr/min à pleine charge. Le deuxième exemple, illustré par la courbe 32, représente une montée en régime avec une accélération de second type, dite «sans traversée des jeux », donc avec un moteur ayant déjà basculé sur ces cales, l'accélération débutant aussi à t1 , à 2000 tr/min à pleine charge. Dans cet exemple, les deux montées en régime ont été mesurées sans filtrage préventif, ni filtrage curatif. On remarque pour chacune des deux montées en régime, 31 , 32, la présence d'une première bosse de régime, respectivement B1 , B2. On remarque ensuite de ces premières bosses de régime B1 , B2, d'une part, que la montée en régime est plus rapide (pente A1 ) dans le cas de la montée en régime 31 , avec une l'accélération « avec traversée de jeux » que dans le cas de la montée en régime 32, avec une accélération sans traversée de jeux (pente A2), d'autre part, le déphasage temporel et l'amplitude de ces deux premières bosses de régime B1 , B2, identifié ici par le positionnement respectif P1 , P2 de leur maximum de régime, n'est pas le même sur les deux montées en régime 31 , 32.  FIG. 4 shows, for a powertrain fitted to a vehicle as shown in FIG. 1, two examples of engine revolutions N as a function of time. The axis of abscissa of the times is in this case translated in passage to the top dead center, PMH. The first example, illustrated by the curve 31, represents a rise in speed with an acceleration of the first type, called "with crossing games," thus implying a tilting of the engine on its holds, starting at time t1 from a regime of 2000 rpm at full load. The second example, illustrated by the curve 32, represents a rise in speed with an acceleration of the second type, called "without crossing the games", so with a motor having already tilted on these wedges, the acceleration also starting at t1, at 2000 rpm at full load. In this example, the two revs were measured without preventive filtering or curative filtering. For each of the two ramps, 31, 32, the presence of a first bump, respectively B1, B2, is noted. We then note these first bumps B1 regime, B2, firstly, that the revving is faster (A1 slope) in the case of the revving 31, with an acceleration "with crossing games In the case of the ramp-up 32, with an acceleration without clearance crossing (slope A2), on the other hand, the temporal phase shift and the amplitude of these first two bumps of regime B1, B2, identified here by the respective positioning P1, P2 of their maximum speed, is not the same on both mounted in regime 31, 32.
La figure 5 présente à présent des moyens de détermination tels qu'un calculateur 10 qui embarquent les instructions requises à la mise en œuvre du procédé de l'invention détaillé plus loin. Ce système comporte un module 1 1 d'interprétation de la volonté du conducteur, un module 12 d'agrément préventif, un module 13 de détection du type d'accélération et un module 14 d'agrément curatif. FIG. 5 now presents determination means such as a calculator 10 which embeds the instructions required for carrying out the method of the invention described in detail below. This system comprises a module 1 1 for interpreting the will of the driver, a module 12 for preventive approval, a module 13 for detecting the type of acceleration and a module 14 for curative approval.
Plus précisément, comme le montre la figure 6, le module 1 1 détermine à une étape 101 , un couple moteur de consigne, Ce à partir d'une demande de couple du conducteur. La demande en couple du conducteur est interprétée en fonction du régime moteur N, du rapport de boite de vitesses, Rv, engagé, et de la position, Pa, de la pédale d'accélérateur actionnée par le conducteur. Le couple moteur de consigne Ce est ensuite filtré à l'aide du module 12 d'agrément préventif au cours d'une étape 102 afin de limiter au maximum les à-coups durant le passage de la première bosse de régime. A cet effet, le module 12 détermine dans un premier temps un couple moteur dit préventif, Cp, qui est ensuite traduit en couple moteur dit indiqué, Ci, prenant en compte les pertes du moteur. Ainsi, le couple moteur indiqué, Ci, est égal à la somme du couple moteur préventif Cp et d'un couple de pertes moteur, Cpm, autrement dit Ci = Cp + Cpm. Le couple de pertes moteur, Cpm, est le couple nécessaire au moteur pour faire avancer le véhicule. Le couple de pertes moteur, Cpm, prend notamment en compte les frottements du moteur ainsi que les pertes liées aux accessoires tels que l'alternateur. Ainsi comme déjà montré à la figure 3 le couple moteur préventif, Cp, constitue un couple moteur de transition vers le couple moteur de consigne, Ce, à atteindre. Cette transition permet de limiter le gradient de la réponse en couple moteur et donc les à-coups de la chaîne de traction. More specifically, as shown in Figure 6, the module 1 1 determines in a step 101, a set torque motor, Ce from a torque request of the driver. The torque demand of the driver is interpreted according to the engine speed N, the ratio of gearbox, Rv, engaged, and the position, Pa, of the accelerator pedal actuated by the driver. The setpoint motor torque Ce is then filtered using the preventive approval module 12 during a step 102 in order to minimize jolts during the passage of the first speed bump. For this purpose, the module 12 firstly determines a so-called preventive engine torque, Cp, which is then translated into the indicated engine torque, Ci, taking into account the engine losses. Thus, the indicated engine torque, Ci, is equal to the sum of the preventive engine torque Cp and a motor loss torque, Cpm, in other words Ci = Cp + Cpm. The engine loss torque, Cpm, is the torque needed by the engine to drive the vehicle forward. The engine loss torque, Cpm, notably takes into account the friction of the engine as well as the losses related to accessories such as the alternator. Thus, as already shown in FIG. 3, the preventive motor torque, Cp, constitutes a driving torque of transition to the target motor torque Ce which is to be achieved. This transition makes it possible to limit the gradient of the response in engine torque and therefore the jerks of the traction chain.
Le module 12 détermine aussi un type d'accélération, A, faisant directement suite à la demande de couple par le conducteur qui permet de faire la distinction entre le second type d'accélération dite sans traversée de jeux, donc une accélération pendant laquelle le basculement du moteur thermique sur ses cales n'a pas lieu et le premier type d'accélération dite avec traversée de jeux, donc une accélération pendant laquelle le basculement du moteur thermique sur ses cales a lieu. Le type d'accélération, A, peut être un indicateur booléen prenant une première valeur lorsque le moteur thermique est en cours de basculement et une seconde valeur lorsque le moteur thermique n'est pas en cours de basculement. Le type d'accélération peut être déterminé à partir de la valeur de la montée en régime moteur, ΔΝ, faisant directement suite à la demande de couple par le conducteur. Pour déterminer le type d'accélération, le gradient de régime moteur ΔΝ est comparé à un seuil Sg de gradient du régime du moteur. Selon une mise en œuvre, Ce seuil, Sg vaut par exemple 100 tours/min/s. Si le gradient de régime moteur, ΔΝ, est supérieur au seuil Sg, on considère que l'accélération est du premier type, avec traversée de jeux. Dans le cas contraire, si le gradient de régime moteur, ΔΝ, est inférieur au seuil Sg, on considère que l'accélération est du second type, sans traversée de jeux. L'indicateur de type d'accélération A peut être déterminé dans un module distinct à partir de la valeur de la montée en régime moteur suite à la demande de couple par le conducteur. Le module 13 de détection du type d'accélération reçoit continûment en entrée le couple moteur de transition, Cp, et la valeur de l'indicateur de type d'accélération, A. Ainsi, à une étape 301 , on scrute l'évolution du couple moteur de transition, Cp, pour déterminer à l'étape 302 si le conducteur fait une accélération ou une décélération. On procède par exemple à l'étape 302 par l'examen du signe du gradient de couple moteur de transition, Cp. Si le signe est négatif (branche NON entre l'étape 302 et 303) on conclut à l'étape 303 à une décélération. Si le signe est positif on conclut à l'étape 304 qu'il s'agit d'une accélération et on scrute la valeur de l'indicateur de type d'accélération, A, établit au module 12 d'agrément préventif. A l'étape 305, on vérifie si l'indicateur de type d'accélération, A, indique le premier type d'accélération dite « avec passage de jeux » : The module 12 also determines a type of acceleration, A, directly following the torque request by the driver, which makes it possible to distinguish between the second type of acceleration, which is said to be without passing through games, thus an acceleration during which the tilting occurs. the thermal engine on its holds does not take place and the first type of acceleration known as crossing games, so an acceleration during which the tilting of the engine on its holds takes place. The type of acceleration, A, may be a Boolean indicator taking a first value when the engine is being tilted and a second value when the engine is not tilting. The type of acceleration can be determined from the value of the rise in engine speed, ΔΝ, directly following the torque request by the driver. To determine the type of acceleration, the engine speed gradient ΔΝ is compared with a threshold Sg of the engine speed gradient. According to one implementation, this threshold, Sg is for example 100 revolutions / min / s. If the engine speed gradient, ΔΝ, is greater than the threshold Sg, it is considered that the acceleration is of the first type, with crossing of games. In the opposite case, if the engine speed gradient, ΔΝ, is lower than the threshold Sg, it is considered that the acceleration is of the second type, without crossing games. The acceleration type indicator A can be determined in a separate module from the value of the engine revving following the torque request by the driver. The acceleration type detection module 13 receives continuously at input the transition motor torque, Cp, and the value of the acceleration type indicator, A. Thus, in a step 301, the evolution of the transition motor torque, Cp, to determine in step 302 whether the driver is accelerating or decelerating. For example, step 302 is carried out by examining the sign of the transition motor torque gradient, Cp. If the sign is negative (NO branch between step 302 and 303), step 303 is concluded at a deceleration. If the sign is positive, it is concluded at step 304 that it is an acceleration and the value of the acceleration type indicator A, set to the preventive approval module 12 is scanned. In step 305, it is checked whether the acceleration type indicator, A, indicates the first type of acceleration called "with passing games":
Lorsqu'une accélération avec passage de jeux est détectée (branche OUI à partir de l'étape 305), on sélectionne à l'étape 306 une première calibration à l'usage du module 14 d'agrément curatif. Cette première calibration comprend un premier ensemble de déphasages, φ, et d'amplitudes, G, établit en fonction de paramètres de fonctionnent du groupe motopropulseur et destiné à la détermination d'un couple de correction Ccor d'oscillation de régime représentative du premier type d'accélération. Cette première calibration peut se présenter sous la forme d'une cartographie, établissant une correspondance entre le déphasage φ et l'amplitude G et un couple de donnée composé du régime moteur N et du rapport de boite de vitesse Rv engagé. Cette cartographie peut être intégrée au module 13 de détection du type d'accélération. When an acceleration with passage of games is detected (branch YES from step 305), in step 306 a first calibration is selected for use by the module 14 for curative approval. This first calibration comprises a first set of phase shifts, φ, and amplitudes, G, based on operating parameters of the powertrain and for determining a correction torque Ccor representative of the first type of oscillation acceleration. This first calibration can be in the form of a mapping, establishing a correspondence between the phase shift φ and the amplitude G and a data pair composed of the engine speed N and gear ratio Rv engaged. This mapping can be integrated into the module 13 for detecting the type of acceleration.
Lorsqu'une accélération sans passage de jeux est détectée (branche NON à partir de l'étape 305), on sélectionne à l'étape 308 une seconde calibration à l'usage du module 14 d'agrément curatif. Cette seconde calibration comprend un second ensemble de déphasages, φ, et d'amplitude, G, en fonction de paramètres de fonctionnent du groupe motopropulseur et destiné à la détermination d'un couple de correction Ccor d'oscillations de régime représentative du second type d'accélération. Cette seconde calibration peut se présenter sous la forme d'une cartographie, établissant une correspondance entre le déphasages, φ, et l'amplitude, G, à appliquer en fonction du rapport de boite engagé, Rv et du régime moteur N. et un couple de donnée composé du régime moteur N et du rapport de boite de vitesse Rv engagé. Cette cartographie peut être intégrée au module 13 de détection du type d'accélération. Les déphasages, φ, et d'amplitudes, G, des deux calibrations sont avantageusement établis préalablement à partir d'essais moteur. Dans le cas d'une accélération avec passage de jeux, il est utile d'appliquer la première calibration uniquement pendant le basculement du moteur, car une fois les jeux moteurs passés, le moteur est posé en appui sur ses cales et on se retrouve dans les mêmes conditions que pour une accélération sans passage de jeux, c'est-à-dire avec des oscillations liées à la chaîne de transmission. When an acceleration without passage of games is detected (branch NO from step 305), a second calibration is used in step 308 for the use of the healing approval module 14. This second calibration comprises a second set of phase shifts, φ, and of amplitude, G, as a function of operating parameters of the powertrain and intended for the determination of a correction torque Ccor of oscillations of regime representative of the second type of 'acceleration. This second calibration can be in the form of a mapping, establishing a correspondence between the phase shift, φ, and the amplitude, G, to be applied as a function of the engaged gear ratio, Rv and the engine speed N. and a torque of data composed of the engine speed N and the speed gear ratio Rv engaged. This mapping can be integrated into the module 13 for detecting the type of acceleration. The phase shifts, φ, and amplitudes, G, of the two calibrations are advantageously established beforehand from engine tests. In the case of an acceleration with passage of games, it is useful to apply the first calibration only during the tilting of the engine, because once the engine games passed, the engine is placed in support on its holds and one finds oneself in the same conditions as for an acceleration without passage of games, that is to say with oscillations related to the transmission chain.
On peut alors prévoir à l'étape 307 une durée d'application, Db, de la première calibration. Cette durée d'application doit couvrir le choc lié au basculement du moteur sur ses cales, donc la première bosse de régime comme illustrée en figure 4. Cette durée d'application est fonction de la charge, déduite en fait de la position, Pa, de la pédale d'accélération et du rapport de boite, Rv, engagé, car plus on applique d'énergie, plus le basculement s'effectue rapidement. A la fin de cette durée d'application, on revient (passage de l'étape 307 à l'étape 308) à la seconde calibration, spécifique aux accélérations sans passage de de jeux. It is then possible to envisage in step 307 an application duration, Db, of the first calibration. This duration of application must cover the shock related to the tilting of the engine on its holds, so the first speed bump as shown in Figure 4. This duration of application is a function of the load, deduced in fact from the position, Pa, the accelerator pedal and the gear ratio, Rv, engaged, because the more energy is applied, the faster the changeover takes place. At the end of this duration of application, it returns (passage from step 307 to step 308) to the second calibration, specific to accelerations without passage of games.
Le module 14 d'agrément curatif surveille l'évolution du régime moteur N. Le module 14 vise à atténuer l'oscillation de régime faisant suite à la demande couple en générant dans une étape 104, un couple de correction, Ccor, en utilisant la première ou la seconde calibration en fonction du type d'accélération en vigueur. The module 14 of curative approval monitors the evolution of the engine speed N. The module 14 aims to attenuate the oscillation of the regime following the torque request by generating in a step 104, a correction torque, Ccor, using the first or second calibration depending on the type of acceleration in effect.
Ainsi, suite à une demande de couple, la procédure de détermination du couple de correction, Ccor, comprend les étapes consistant à : Thus, following a torque request, the procedure for determining the correction torque, Ccor, comprises the steps of:
- scruter l'évolution du régime moteur,  - scrutinize the evolution of the engine speed,
- identifier à partir de l'évolution du régime moteur le type d'accélération, A, faisant directement suite à la demande de couple,  identifying, from the evolution of the engine speed, the type of acceleration, A, directly following the torque demand,
- sélectionner la calibration adaptée au type d'accélération identifié, la calibration en question établissant un déphasage, φ, et une amplitude, G, en fonction de paramètres de fonctionnement du groupe motopropulseur, de préférence le rapport de boite de vitesse engagé Rv, et le régime moteur N. Il est ainsi prévu d'avoir une calibration par type d'accélération et donc de sélectionner la bonne calibration parmi un ensemble de calibration distincte à chaque type d'accélération (A) identifié. Le déphasage, φ, est compris entre -1 et 0, -1 correspondant à une opposition de phase par rapport à l'oscillation de régime moteur. L'amplitude, G, est comprise entre 0 et 1 .  selecting the calibration adapted to the type of acceleration identified, the calibration in question establishing a phase shift, φ, and an amplitude, G, as a function of operating parameters of the powertrain, preferably the ratio of gearbox engaged Rv, and the engine speed N. It is thus expected to have a calibration by type of acceleration and thus to select the correct calibration from a separate set of calibration for each type of acceleration (A) identified. The phase shift, φ, is between -1 and 0, -1 corresponding to a phase opposition with respect to the engine speed oscillation. The amplitude, G, is between 0 and 1.
-isoler les oscillations de régime en filtrant l'évolution du régime moteur par l'application du déphasage, φ, issu de la calibration sélectionnée, - construire le couple de correction, Ccor, en appliquant à l'oscillation de régime moteur, l'amplitude, G, issu de la calibration sélectionnée. isolating the regime oscillations by filtering the evolution of the engine speed by applying the phase shift, φ, resulting from the selected calibration, - build the correction torque, Ccor, applying to the engine speed oscillation, the amplitude, G, from the selected calibration.
En cas d'accélération du premier type, c'est-à-dire avec traversée de jeux, le déphasage, φ, du couple de correction correspond de préférence exactement à une opposition de phase avec l'oscillation de régime moteur. In the case of an acceleration of the first type, that is to say with traversing of games, the phase shift, φ, of the correction torque preferably corresponds exactly to a phase opposition with the engine speed oscillation.
En cas d'accélération du second type, sans traversée de jeux, le déphasage, φ, est de préférence compris autour de l'opposition de phase avec l'oscillation de régime moteur à +/- 2 PMH. In the case of an acceleration of the second type, with no clearance crossing, the phase shift, φ, is preferably comprised around the phase opposition with the engine speed oscillation at +/- 2 PMH.
Le couple résultant du couple de correction, Ccor, et du couple indiqué, Ci, est le couple final, Cf, (c'est-à-dire Cf = Ci + Ccor) envoyé au moteur dans une étape 105 puis converti en commande des différents organes, comme par exemple en une quantité de carburant à injecter dans les cylindres du moteur thermique. The torque resulting from the correction torque, Ccor, and from the indicated torque, Ci, is the final torque, Cf, (ie Cf = Ci + Ccor) sent to the motor in a step 105 and then converted into a control of different organs, such as for example a quantity of fuel to be injected into the cylinders of the engine.
Le procédé de l'invention a pour avantages de limiter sensiblement les à-coups violents ou rebonds ressentis lors d'accélération et de décélération, ce qui permet de diminuer les plaintes clients sur cet item. The method of the invention has the advantages of substantially limiting the violent jolts or rebounds felt during acceleration and deceleration, which reduces customer complaints on this item.
Ce procédé ne nécessite pas de modifier structurellement le calculateur qui embarque les instructions requises à sa mise en œuvre. L'amélioration de la prestation sur les véhicules équipés d'un moteur thermique est obtenue sans surcoût matériel. Enfin, la mise au point est simplifiée car il n'y a plus de problème de compromis du fait de la distinction du type d'accélération. Ceci se traduit par un gain de temps, de brio et d'agrément de conduite. This method does not require a structural modification of the computer that embeds the instructions required for its implementation. The improvement of the performance on the vehicles equipped with a heat engine is obtained without material overcost. Finally, the development is simplified because there is no more problem of compromise because of the distinction of the type of acceleration. This results in a saving of time, brilliance and driving pleasure.

Claims

Revendications claims
1 . Procédé de détermination d'un couple de correction (Ccor) d'oscillation de régime moteur d'un groupe motopropulseur comprenant un moteur thermique (1 ) et une transmission (2), le moteur thermique étant posé sur des cales, dans lequel, suite à une demande de couple : 1. A method for determining a torque of correction (Ccor) of engine speed oscillation of a power train comprising a heat engine (1) and a transmission (2), the heat engine being placed on holds, in which, continued to a couple's request:
- on scrute l'évolution du régime moteur,  - we scrutinize the evolution of the engine speed,
-on sélectionne une calibration établissant un déphasage (φ) et une amplitude (G) en fonction de paramètres de fonctionnement du groupe motopropulseur,  one selects a calibration establishing a phase shift (φ) and an amplitude (G) according to operating parameters of the powertrain,
- on isole de l'évolution du régime moteur l'oscillation du régime moteur (N) en filtrant l'évolution du régime moteur par l'application du déphasage (φ),  the oscillation of the engine speed (N) is isolated from the evolution of the engine speed by filtering the evolution of the engine speed by the application of the phase shift (φ),
- on détermine le couple de correction (Ccor) en appliquant à l'oscillation de régime moteur (N) l'amplitude (G),  the correction torque (Ccor) is determined by applying the amplitude (G) to the engine speed oscillation (N),
le procédé étant caractérisé en ce que l'on identifie un type d'accélération (A) faisant suite à la demande de couple, le type d'accélération (A) étant identifié entre un premier type d'accélération pendant laquelle le basculement du moteur thermique (1 ) sur ses cales a lieu et un second type d'accélération pendant laquelle le basculement du moteur thermique (1 ) sur ses cales n'a pas lieu, en ce que la calibration établissant le déphasage (φ) et l'amplitude (G) est sélectionnée parmi un ensemble de calibration distincte à chaque type d'accélération (A) identifié.  the method being characterized in that a type of acceleration (A) following the torque demand is identified, the type of acceleration (A) being identified between a first type of acceleration during which the tilting of the engine thermal (1) on its holds takes place and a second type of acceleration during which the tilting of the heat engine (1) on its holds does not take place, in that the calibration establishing the phase shift (φ) and the amplitude (G) is selected from a separate calibration set for each identified type of acceleration (A).
2. Procédé selon la revendication 1 , dans lequel le type d'accélération (A) est déterminé à partir du gradient de régime moteur (ΔΝ). 2. Method according to claim 1, wherein the type of acceleration (A) is determined from the engine speed gradient (ΔΝ).
3. Procédé selon la revendication 2, dans lequel le gradient de régime moteur (ΔΝ) est comparé à un seuil (Sg) de gradient de régime moteur. 3. The method of claim 2, wherein the engine speed gradient (ΔΝ) is compared to a threshold (Sg) of engine speed gradient.
4. Procédé selon la revendication 3, dans lequel le seuil (Sg) de gradient de régime moteur est de l'ordre de 100tr/min/s. 4. The method of claim 3, wherein the threshold (Sg) of engine speed gradient is of the order of 100tr / min / s.
5. Procédé selon l'une quelconques des revendications 1 à 4, dans lequel lorsque le second type d'accélération est identifié, une durée de basculement (Db) du moteur thermique (1 ) sur ses cales est déterminée et le couple de correction (Ccor) est déterminé à partir de la calibration sélectionnée pour le premier type d'accélération uniquement pendant la durée de basculement (Db) déterminée. 5. Method according to any one of claims 1 to 4, wherein when the second type of acceleration is identified, a tilting time (Db) of the heat engine (1) on its shims is determined and the correction torque ( Ccor) is determined from the calibration selected for the first type of acceleration only during the determined switching time (Db).
6. Procédé selon la revendication 5, dans lequel lorsque la durée de basculement (Db) du moteur sur ses cales est dépassée, le couple de correction (Ccor) est déterminé à partir de la calibration sélectionnée pour le second type d'accélération. 6. The method of claim 5, wherein when the tilting time (Db) of the engine on its shims is exceeded, the correction torque (Ccor) is determined from the calibration selected for the second type of acceleration.
7. Procédé selon la revendication 5 ou la revendication 6, dans lequel, la transmission (2) comprenant une boite de vitesses, la durée de basculement est déterminée à partir d'une cartographie établissant une correspondance entre la durée de basculement (Db) et un couple de donnée composé du régime moteur (N) et d'un rapport de boite de vitesse (Rv) engagé. 7. A method according to claim 5 or claim 6, wherein, the transmission (2) comprising a gearbox, the switching time is determined from a mapping establishing a correspondence between the switching time (Db) and a data pair composed of the engine speed (N) and a gear ratio (Rv) engaged.
8. Procédé selon la revendication 7, dans lequel, la transmission (2) comprenant une boite de vitesses, le déphasage (φ) et l'amplitude (G) sont déterminée à partir d'une cartographie établissant une correspondance entre le déphasage (φ) et l'amplitude (G) et un couple de donnée composé du régime moteur (N) et du rapport de boite de vitesse (Rv) engagé. 8. The method of claim 7, wherein, the transmission (2) comprising a gearbox, the phase shift (φ) and the amplitude (G) are determined from a mapping establishing a correspondence between the phase shift (φ). ) and the amplitude (G) and a data pair composed of the engine speed (N) and the speed gear ratio (Rv) engaged.
9. Véhicule équipé d'un groupe motopropulseur comprenant un moteur thermique (1 ) et une transmission (2), caractérisé en ce qu'il comprend des moyens de détermination d'un couple de correction (Ccor) d'oscillations de régime moteur comprenant les instructions requises pour mettre en œuvre le procédé selon l'une quelconque des revendications précédentes. 9. Vehicle equipped with a powertrain comprising a heat engine (1) and a transmission (2), characterized in that it comprises means for determining a correction torque (Ccor) of engine speed oscillations comprising the instructions required to implement the method according to any one of the preceding claims.
PCT/EP2014/050721 2013-01-17 2014-01-15 Method for determining a corrective torque that corrects fluctuations in engine speed of a power plant WO2014111430A1 (en)

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WO2016079393A1 (en) * 2014-11-17 2016-05-26 Peugeot Citroen Automobiles Sa Method for controlling the torque of a power train comprising a heat engine
CN112896136A (en) * 2021-01-13 2021-06-04 浙江吉利控股集团有限公司 Vehicle control method and control system
CN112896136B (en) * 2021-01-13 2022-09-02 浙江吉利控股集团有限公司 Vehicle control method and control system

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FR3000993B1 (en) 2017-08-11

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