• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling one or more traction chains (8, 28) of a motor vehicle (2) as a function of the position of the acceleration pedal (32) of the vehicle, which is remarkable for it comprises the following step: controlling the traction chain or chains (8, 28) in a "free wheel" mode when the depression of the acceleration pedal (32) is in a range of between 5 % and 50%, preferably between 10% and 40%, of its maximum stroke. The invention also relates to a motor vehicle (2) implementing the method in question.
    公开号:FR3014805A1
    申请号:FR1362805
    申请日:2013-12-17
    公开日:2015-06-19
    发明作者:Gaetan Chesneau；Erwann Nicolas
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    [0001] The invention relates to the field of motor vehicles, more particularly to the control of the traction chain or chains of a motor vehicle, in particular when the request for a motor vehicle is made. torque by the driver decreases. The published patent document WO 2013/150966 A1 relates to a traction control device of a hybrid vehicle. The device essentially controls the level of regenerative braking depending on the torque demand by the driver (in this case via the position of the accelerator pedal), the vehicle speed and the level of charge of the traction batteries. More specifically, the control device is configured to protect the traction batteries when they are loaded and when the recuperative braking mode is solicited by the driver by releasing the accelerator pedal. To do this, the control device is configured to transfer the braking torque of the electric machine to the combustion engine. In this case, it adapts the transmission ratio according to the speed of the vehicle and the resisting torque of the combustion engine, and then closes the clutch of the combustion engine. This teaching is interesting to ensure a regenerative braking function while preserving storage batteries. However, it does not provide a "freewheel" mode. The published patent document WO 2009/109825 A1 also relates to a traction control device of a hybrid vehicle. The device controls the shifting of the gearbox and the clutch of the combustion engine of the power train. When the driver releases the accelerator pedal, the combustion engine serves as engine brake, the control device can then control a downshift of the gearbox and then an opening of the clutch of the combustion engine when the electric motor takes the relay to propel the vehicle. Similar to the previous document, this teaching does not allow "freewheeling" mode.
    [0002] The object of the invention is to propose a solution that overcomes the disadvantages mentioned above. More specifically, the invention aims to provide a management of the traction chain or chains that allows the vehicle to roll without applying significant torque, in this case in "freewheeling" mode. The subject of the invention is a method of controlling one or more traction chains of a motor vehicle as a function of the position of the acceleration pedal of the vehicle, remarkable in that it comprises the following step: of the traction chain or chains in a "freewheeling" mode when the depression of the accelerator pedal is in a range between 5% and 50%, preferably between 10% and 40%, of its maximum stroke. According to an advantageous embodiment of the invention, the "free wheel" mode of the one or more traction chains is configured to mechanically and / or electrically disconnect the driving wheels of the vehicle or engines from the one or more traction chains. According to an advantageous embodiment of the invention, the "freewheel" mode of the one or more traction chains is configured to apply to the drive wheels or to at least two of the driving wheels of the vehicle a braking torque of less than 100 Nm. The activation of the "freewheeling" configuration may be subject to one or more activation conditions, such as a validation delay, the absence of a security ban and / or the absence of an uphill slope. According to an advantageous embodiment of the invention, the extent of the depression range of the accelerator pedal controlling the "freewheel" mode decreases when the average speed of depression of the accelerator pedal is greater than one. limit value. According to an advantageous embodiment of the invention, the extent of the depression range of the accelerator pedal controlling the "freewheel" mode increases with the speed of the vehicle. According to an advantageous embodiment of the invention, the method furthermore comprises the following step: controlling the traction chain or chains in a "motor brake" mode when the depression of the accelerator pedal is in a range between 0% and 20%, preferably between 0% and 10%, of its maximum stroke, 30 preferentially when the depression of the acceleration pedal is zero.
    [0003] According to an advantageous embodiment of the invention, the "engine brake" mode of the one or more traction chains is configured to be "recuperative" by recharging an energy storage device depending, in particular, on the speed of the vehicle and the speed of the vehicle. charge level of said device.
    [0004] According to an advantageous embodiment of the invention, the "recuperative" mode of the traction chain or chains is configured to modulate the level of deceleration according to the speed of the vehicle, the depression of the accelerator pedal, and / or according to a selection by the driver via a specific man-machine interface.
    [0005] The invention also relates to a motor vehicle comprising: at least one traction chain; an accelerator pedal; and a device for controlling the traction chain or chains depending in particular on the depression position of the accelerator pedal; remarkable in that the control device comprises one or more microcontrollers configured to implement the method according to the invention. According to an advantageous embodiment of the invention, the traction chain or chains comprise at least one motor kinematically connected to driving wheels of the vehicle via a coupling member, the control device being configured to open said coupling member when it controls the traction chain or chains in the "freewheel" mode. The measurements of the invention are interesting in that they make it possible, by the implementation of an adequate cartography of the depression of the accelerator pedal, to control in a particularly intuitive manner a mode of rolling called "freewheeling ". It allows to ride in a particularly economical way. Other features and advantages of the present invention will be better understood from the description and drawings in which: FIG. 1 is a schematic illustration of the architecture of a hybrid vehicle according to the invention; - Figure 2 illustrates in a diagram the operating modes of the vehicle power train according to the invention, depending on the position of the accelerator pedal. The diagram of a hybrid vehicle 2 is shown in FIG. 1. The vehicle comprises a front axle 4 and a rear axle 6. A first conventional traction chain 8 ensures the traction of the front axle 4. For this purpose, this chain of traction comprises a heat engine 10 coupled to a gearbox 12 via a coupling member 14 such as a single clutch, a double clutch dry or oil bath or a hydro-kinetic converter. This gearbox 12 is connected to the front axle 4 via a lowering bridge (not shown). A secondary electrical machine 16 is mechanically associated with the heat engine 10. This secondary electric machine 16 recharges a high voltage battery 18 of the vehicle via an inverter 20. A starter 22, or starter, is used to start the engine 10 at very low temperatures and in the case where the secondary electrical machine 16 is not able to perform this function. The high voltage battery 18 is connected to a DC / DC converter 24 which transforms the "high voltage" direct voltage of the high voltage battery 18 into a low voltage compatible with the choke 22 and the low voltage battery 26.
    [0006] A second traction chain 28 is provided. It is composed of a main electric machine 30 connected to the rear axle 6 of the vehicle. This second traction chain 28 can help pull the vehicle or recharge the high voltage battery 18. In the hybrid vehicle 2, a torque distribution system on the front axle 4 and the rear axle 6 will process the information given by the driver. driver. According to the received data, the torque will be automatically distributed between the heat engine 8, the main electric motor 30 and the secondary electric motor 16. The vehicle comprises a control device 34 of the vehicle traction chain or chains. This device receives as input, inter alia, a signal representative of the depression of the accelerator pedal 32. The depression of the latter reflects the instruction of the driver relative to the speed of 3014 805 5 displacement of the vehicle. The control device 34 is configured to configure the traction chain or chains in "freewheel" mode when the depression of the accelerator pedal 32 is included in a corresponding range of "freewheeling", preferably under activation condition. such as a validation delay, the absence of a security ban and / or the absence of a rising slope. This range may be variable, in particular according to certain parameters, such as, for example, the speed of depression of the pedal and / or the speed of the vehicle. It may be between 5% and 50%, preferably between 10% and 40%, of the maximum stroke of the pedal. It corresponds in practice to a low depression of the pedal, corresponding intuitively to a will of the driver of a mode of driving and moving at moderate speed. The "freewheel" mode of the traction chain or chains corresponds to a mode where essentially no torque is applied to the wheels. In the case of the first traction chain 8, the "free wheel" mode can be achieved by the opening of the coupling member 14. However, a slight resisting torque related to the friction in the gearbox 12 can be present . In the case of the second traction chain 28, the "freewheel" mode can be realized, for example via the inverter 20, by an electrical disconnection of the electrical machine 30. Similarly to the first traction chain, a slight torque friction-related resistance of the transmission connecting the electric machine 30 to the rear axle 6 may be present. Alternatively or complementary to the power cut, the second traction chain could include a coupling member such as a clutch (or clutch or other) which would then be controlled opening in the "freewheel" mode. Alternatively, the or at least one of the coupling members may remain closed in "freewheel" mode. In this case, the one or more traction chains are configured to apply to the driving wheels or to at least two of the driving wheels of the vehicle a braking torque of less than 100 N.m. This limit value can correspond to a negative torque of 20 Nm at the motor multiplied by a factor 5 corresponding to the transmission ratio of the third gear. When the driver is driving at a certain speed with the vehicle, with a depression of the accelerator pedal which is greater than the upper limit of the "freewheeling" range, the control device 34 provides, in a conventional manner and known to the person skilled in the art, the transmission of torque from the combustion engine and / or the electric machine to the wheels of the vehicle. When the driver releases the accelerator pedal 32 while keeping it slightly depressed, that is to say, remaining in the "freewheeling" mode range, the control device 34 will, in addition to reducing or even cutting, the load of the or at least one of the engines previously in the mechanical power transmission mode to the wheels, also control the traction chain or chains in "freewheel" mode. This mode is particularly interesting insofar as the vehicle can continue to roll on its way without undergoing substantial deceleration force from the traction chain or chains. When the driver fully releases the accelerator pedal 32, it then leaves the "freewheeling" range and the control device 34 can be configured to control the or at least one of the traction chains in "engine brake" mode. Indeed, a total relaxation of the accelerator pedal intuitively means on the part of the driver that he wants to slow down or stop. The "engine brake" mode can be recuperative or not. Indeed, especially when the high voltage battery 18 is full or almost full, regenerative braking via the second traction chain 28 is in principle not desirable. The first traction chain 8 can then by closing the coupling member 14 and the power failure of the combustion engine 10 provide a so-called non-recuperative engine brake function. Conversely, when the high voltage battery 18 is not fully charged, it may be desirable to recharge it by the electric machine 30 of the second traction chain 28. In this case, the first traction chain 8 can remain open, and the second 28 is then configured so that the electric machine 30 driven by the rear axle 6 electrically recharges the battery 18 and thus generates a regenerative braking torque. The braking torque during the release of the accelerator pedal can be modulated according to various parameters, such as in particular the speed of the vehicle or by a human-machine interface, such as a selection member 36 located on the floor of the vehicle. edge. A signal corresponding to the selected braking torque level is then received by the control device 34 which will then correspondingly control the or at least one of the traction chains. In this case, in the case of a higher level selection of the engine brake, the control device 34 will be able for example systematically activate the first traction chain 8 in engine brake mode and, in addition, also the second chain The non-recuperative engine braking level of the first chain may be modulated by the load demanded from the combustion engine. For the second traction chain, the regenerative engine braking level can be modulated, in particular via the inverter 20, by varying the intensity of the charging current flowing between the electric machine 30 and the high-voltage battery 18. FIG. illustrates an example of mapping the depression of the accelerator pedal. On the abscissa is shown the depression of the pedal and the ordinate torque at the wheels of the vehicle. It can be observed that the curve correlating the torque in question as a function of the depression of the pedal comprises three ranges. The first range of "engine brake" corresponds to a release of the pedal to a very low depression, for example less than 10%, or 5%, of the total stroke. The second "freewheeling" range, consecutive to the first, corresponds to a slight depression of the pedal, for example between 5% and 50%, preferably between 10% and 40% of the total stroke. The third acceleration range is consecutive to the second. It corresponds for example to a range from 50% to 100% of the total stroke. The first range shows a variation, in this case linear, between the engine braking torque and the depression of the pedal. Alternatively or in addition to what has been described above in connection with the mode "engine brake", the resistant torque produced by the traction chain or chains can also be modulated by the position of the pedal. Indeed, in addition to, or in replacement of, the selection member 36, the engine brake torque can be modulated by the degree of depression of the pedal 32, a complete release of the pedal corresponding to a torque value maximum while a degree of depression at the maximum limit of the range corresponds to a minimum torque value. The extent of the "freewheeling" range can be modulated by the speed of the vehicle. It can indeed increase with speed. It can also vary according to the average speed of depression of the pedal, so as to decrease with this speed. A high speed of depression of the pedal is indicative of a fast driving mode, not inclined to make "freewheeling". Conversely, an average speed of depression of the pedal indicates a more defensive driving mode and more inclined to practice "freewheeling". The average driving speed may also cover several successive driving sequences, in order to be more representative of the general driving mode of the driver. Beyond a certain driving speed, the "freewheeling" range may also disappear, to possibly then reappear when the driving speed after that falls below the aforementioned limit value. The configuration in "freewheel" mode may, however, remain subject to one or more activation conditions, such as a validation delay, and / or in the absence of a prohibition for safety reasons and / or in the absence of rising slope. The slightly negative torque expressed by the substantially horizontal portion of the characteristic curve of the "freewheeling" range essentially corresponds to the frictional forces of the traction chain or chains described above. The example which has just been described in relation to FIG. 1 shows a very specific vehicle architecture. It is important to note that the invention applies to different architectures, other than that described in FIG. 1. It is indeed applicable to hybrid vehicles having other architectures, such as for example a single traction chain comprising, in series, a gearbox, a first coupling member, an electric machine, a second coupling member and a combustion engine. In this case, the drivetrain is hybrid and basically drives a single axle. The invention is also applicable to a vehicle comprising a conventional traction chain with a combustion engine. In this case, the "engine brake" mode may be non-recoverable. It can however be recoverable by feeding for example a compressed air tank. The invention is also applicable to an electric vehicle with a single electric only traction chain.
    [0007] It should also be noted that the "freewheeling" range may be active only during a release movement of the accelerator pedal. To do this, the control device or possibly a control interface between the pedal and said control device, can be configured to, based on the observation of the depression of the pedal, to provide the range of "wheel" free "only when the pedal moves in a direction of relaxation on a minimal sector and possibly from a level of minimal depression. By way of example, the minimum sector could be between 5% and 30% of the total stroke and the minimum sink level between 40% and 100% of the total stroke.
    权利要求:
    Claims (1)
    [0001]
    REVENDICATIONS1. A method of controlling one or more traction chains (8, 28) of a motor vehicle (2) as a function of the position of the acceleration pedal (32) of the vehicle, characterized in that it comprises the next step: - control of the traction chain or chains (8, 28) in a "freewheel" mode when the depression of the accelerator pedal (32) is in a range between 5% and 50%, preferentially between 10% and 40% of its maximum stroke. Method according to claim 1, characterized in that the "freewheel" mode of the one or more traction chains (8, 28) is configured to mechanically and / or electrically disconnect the driving wheels (4, 6) of the vehicle from the vehicle (s). motors (10, 30) of said one or more traction chains. A method according to claim 1, characterized in that the "freewheel" mode of the one or more traction chains (8, 28) is configured to apply to the driving wheels or to at least two of the drive wheels (4, 6) of the vehicle, a braking torque of less than 100 Nm Method according to one of claims 1 to 3, characterized in that the extent of the depression range of the accelerator pedal (32) controlling the "freewheeling" mode decreases when the average speed of depression of the Accelerator pedal is greater than a limit value. Method according to one of claims 1 to 4, characterized in that the extent of the depression range of the accelerator pedal (32) controlling the "freewheel" mode increases with the speed of the vehicle. 3. 4. 5. 6. Method according to one of claims 1 to 5, characterized in that it comprises, in addition, the following step: - control of the traction chain or chains (8, 28) in a mode "engine brake" when the depression of the accelerator pedal (32) is in a range between 0% and 20%, preferably between 0% and 10%, of its maximum stroke, preferably when the depression of the accelerator pedal is zero. The method according to claim 6, characterized in that the "engine brake" mode of the one or more traction chains (8, 28) is configured to be "recuperative" by reloading an energy storage device ( 18) depending, in particular, on the speed of the vehicle and the load level of said device (18). 8. Method according to claim 7, characterized in that the "recuperative" mode of the one or more traction chains (8, 28) is configured to modulate the level of deceleration according to the speed of the vehicle, the driving of the accelerator pedal (32), and / or depending on a selection by the driver via a specific man-machine interface (36). 9. Motor vehicle (2) comprising: - at least one traction chain (8, 28); an accelerator pedal (32); and a control device (34) for the one or more traction chains depending in particular on the driving position of the accelerator pedal; characterized in that the control device comprises one or more microcontrollers configured to implement the method according to one of claims 1 to 8. 10. A motor vehicle (2) according to claim 9, characterized in that the one or more traction chains (8, 28) comprise at least one motor (10) kinematically connected to driving wheels (4) of the vehicle via a coupling member (14), the control device (34) being configured to open said coupling member (14) when controlling the one or more traction chains (8, 28) in the "freewheel" mode.
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    同族专利:
    公开号 | 公开日
    FR3014805B1|2017-04-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1052135A1|1999-05-14|2000-11-15|Bayerische Motoren Werke Aktiengesellschaft|Method for obtaining a predetermined relationship between the acceleration pedal movement and the brake torque resulting therefrom on a vehicle|
    DE10161900A1|2001-01-25|2002-08-14|Dieter Voigt|Method for controlling accelerator pedal response during deceleration for motor vehicles, especially those with automatic CVT transmissions, using control module which changes width of operating regions of pedal|
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    EP2604461A1|2011-12-12|2013-06-19|Robert Bosch Gmbh|Deceleration and acceleration of an electric or hybrid vehicle with an accelerator pedal|EP3112234A3|2015-06-29|2017-03-15|Mitsubishi Jidosha Kogyo Kabushiki Kaisha|Control device of electric vehicle|
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    法律状态:
    2015-11-23| PLFP| Fee payment|Year of fee payment: 3 |
    2016-11-21| PLFP| Fee payment|Year of fee payment: 4 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 5 |
    2018-06-29| CA| Change of address|Effective date: 20180312 |
    2018-06-29| CD| Change of name or company name|Owner name: PEUGEOT CITROEN AUTOMOBILES SA, FR Effective date: 20180312 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 7 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 8 |
    2021-11-18| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362805A|FR3014805B1|2013-12-17|2013-12-17|MOTOR VEHICLE WITH FREE WHEEL MODE CONTROL BY ACCELERATION PEDAL|FR1362805A| FR3014805B1|2013-12-17|2013-12-17|MOTOR VEHICLE WITH FREE WHEEL MODE CONTROL BY ACCELERATION PEDAL|
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