• 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:
    Method for driving a powertrain of a motor vehicle according to which the powertrain supplies a driving torque (Ce) to at least one first wheel of the motor vehicle as a function of a torque (Cc) controlled by the driver of the motor vehicle and, when there is a change in the commanded torque, an inertial compensation torque is added to the commanded torque; in the case of a slip (P) of the at least one first wheel, the addition of the inertial compensation torque is deactivated.
    公开号:FR3085311A1
    申请号:FR1857746
    申请日:2018-08-29
    公开日:2020-03-06
    发明作者:Emmanuel Coz
    申请人:PSA Automobiles SA；
    IPC主号:
    专利说明:

    Method of piloting a powertrain of a motor vehicle in the case of a wheel slipping [0001] The invention relates to piloting a powertrain of a motor vehicle, and more particularly to said piloting during the slippage phases P of at least one first wheel of the motor vehicle coupled to the powertrain.
    The powertrain of a motor vehicle provides a driving torque Ce to the at least one first wheel of the motor vehicle. This driving torque Ce generally comprises a torque Ce controlled by a driver of the motor vehicle and an inertial compensation torque.
    The inertial compensation torque is added to the torque Ce commanded by the driver to counter an inertia of said at least one first wheel and of members of the powertrain coupled to the at least one first wheel.
    The inertial compensation torque thus avoids the feeling, by the driver, of said inertia when ordering the torque Ce.
    The inertial compensation torque is a function of a gradient Gr1 of a speed R1 of the at least one first wheel.
    A known method of driving a powertrain is shown in Figure 2.
    Figure 2 is a graph showing a torque C and a speed R as a function of time t.
    In FIG. 2 is illustrated:
    the driving torque Ce of the at least one first wheel of the motor vehicle by the powertrain (solid line, above);
    the torque Ce ordered by the driver of the motor vehicle (in large dotted lines);
    the R1 speed of the at least one first wheel (in phantom);
    the gradient Gr1 of the R1 regime of the at least one first wheel (in thin dotted lines);
    an R2 speed of at least one second wheel not coupled to the powertrain (solid line, below).
    In the embodiment shown, the torque Ce controlled by the driver is constant.
    Note that, during a slip P of said at least one first wheel, between times t1 and t3, the inertial compensation torque, a function of the gradient Gr1 of the R1 regime of the at least one first wheel and s 'adding to the torque Ce controlled by the driver, increases the driving torque Ce thus increasing the speed R1 of the at least one first wheel and therefore the slip P of this at least one first wheel.
    The objective is to provide a method of driving a powertrain of a motor vehicle coupled to at least one first wheel of the motor vehicle, the driving method reducing slippage P of said at least one first wheel.
    To this end, it is proposed, firstly, a method of driving a powertrain of a motor vehicle according to which the powertrain provides a drive torque to at least one first wheel of the motor vehicle. function of a torque controlled by the driver of the motor vehicle and, when there is a change in the commanded torque, an inertial compensation torque is added to the commanded torque; in the case of slipping of the at least one first wheel, the addition of the inertial compensation torque is deactivated.
    The steering method thus limits the driving torque of the at least one first wheel coupled to the powertrain when the slip of the at least one first wheel is detected.
    It is proposed, secondly, a motor vehicle comprising a powertrain, at least one first wheel capable of being coupled to the powertrain and a means of implementing a method of driving the powertrain as above described.
    Various additional characteristics can be provided, alone or in combination:
    the powertrain comprises a first engine capable of being coupled to the at least one first wheel and a second engine capable of being coupled to the at least one second wheel;
    the first motorization comprises a first non-thermal drive source capable of being coupled to the at least one first wheel;
    the motor vehicle comprises a gearbox capable of coupling the first drive source and the at least one first wheel;
    the first motorization comprises a heat engine capable of being coupled to the first motor source;
    the motor vehicle comprises a clutch capable of coupling the first drive source and the heat engine;
    the motor vehicle comprises a dog clutch capable of coupling the second motorization and the at least one second wheel;
    comprises an energy store capable of supplying the first motor source and the second motorization or of being recharged by them;
    the first power source and the second engine are electric machines and the energy store is a battery.
    The invention will be better understood, and other objects, characteristics, details and advantages thereof will appear more clearly in the explanatory description which follows, made with reference to the appended drawings given solely by way of example illustrating a embodiment of the invention and in which:
    Figure 1 is a schematic view of a motor vehicle according to an embodiment of the invention;
    FIG. 2 illustrates a graph representing a method of driving a powertrain during a skid of at least one wheel of a motor vehicle according to the prior art;
    FIG. 3 illustrates a graph representing a method of driving a powertrain during a skid of at least one wheel of a motor vehicle according to an embodiment of the invention.
    FIG. 1 represents a motor vehicle 100 comprising a power train 110 and at least one first wheel 120 capable of being coupled to the power train 110.
    In the embodiment shown, the powertrain 110 comprises a first motorization 111, 112 capable of being coupled to said at least one first wheel 120 of the motor vehicle 100 and a second motorization 113 capable of being coupled to at least one second wheel 130 of the motor vehicle 100.
    According to different embodiments, the power train 110 includes only the first engine 111, 112 or only the second engine 113.
    In the illustrated embodiment, the first motorization 111, 112 comprises a first non-thermal drive source 111 capable of being coupled to said at least one first wheel 120 and a thermal engine 112 capable of being coupled to the first source 111 motor.
    According to different embodiments, the first motorization 111, 112 comprises only the first driving source 111 or only the thermal engine 112.
    In the illustrated embodiment, the first driving source 111 is able to be coupled to said at least one first wheel 120 by means of a gearbox 140.
    In the illustrated embodiment, the heat engine 112 is capable of being coupled to the first driving source 111 by means of a clutch 150.
    In the embodiment shown, the second motorization 113 comprises a second drive source capable of being coupled to the at least one second wheel 130.
    In the illustrated embodiment, the second drive source is adapted to be coupled to said at least one second wheel 130 by means of a dog clutch 160.
    In the illustrated embodiment, the powertrain 110 also includes an energy storage device 170 capable of supplying the first driving source 111 and the second driving source or of being recharged by them.
    According to the embodiment shown, the first driving source 111 and the second driving source are electric machines and the energy store 170 is a battery.
    According to the embodiment shown, the first motorization 111, 112 is adapted to be coupled to the front wheels of the motor vehicle 100 and the second motorization 113 is capable of being coupled to the rear wheels of the motor vehicle 100.
    A method of driving the powertrain 110 of the motor vehicle 100 during a slippage P of the at least one first wheel 120 to which the powertrain 110 is coupled is shown in the graph in FIG. 3.
    Figure 3 is a graph showing a torque C and a speed R as a function of time t.
    In FIG. 3 is illustrated:
    a driving torque Ce of the at least one first wheel 120 of the motor vehicle 100 by the power train 110 (in solid line, above);
    a torque Ce commanded by a driver of the motor vehicle 100 (in large dotted lines);
    a speed R1 of the at least one first wheel 120 (in phantom);
    a gradient Gr1 of the speed R1 of the at least one first wheel 120 (in thin dotted lines);
    a speed R2 of the at least one second wheel 130 (in solid lines, at the bottom).
    In the embodiment shown, the torque Ce controlled by the driver is constant.
    In the embodiment shown, the second motorization 113 is not coupled to the at least one second wheel 130 leaving this at least one second wheel 130 free to rotate.
    At an instant tO, the driver of the motor vehicle 100 controls the torque Ce. The piloting process comprises a first step of controlling the driving torque Ce.
    During this first step, the at least one first wheel 120 is not in rotation. The at least one first wheel 120 therefore has no inertia and the driving torque Ce of the at least one first wheel 120 is thus equal to the torque Ce commanded.
    At an instant t1, the at least one first wheel 120 starts to rotate.
    The slippage P of the at least one first wheel 120 is detected. The piloting process comprises a second step of controlling the driving torque Ce.
    During this second step, the driving torque Ce is equal to the commanded torque Ce.
    The torque This drive is not, during this second control step, not a function of the inertia of the at least one first wheel 120 and organs of the drive train 110 coupled to said at least one first wheel 120.
    At an instant t2, the speed R2 of the at least one second wheel 130 becomes positive. The motor vehicle 100 therefore begins to roll.
    However, the slip P of the at least one first wheel 120 is still detected. The second step of controlling the driving torque Ce is therefore still effective.
    At an instant t3, the speed R1 of the at least one first wheel 120 and the speed R2 of the at least one second wheel 130 become equal.
    The slippage P of the at least one first wheel is no longer detected. The piloting process then comprises a third step of controlling the driving torque Ce.
    During this third step, the drive torque Ce is a function of the torque Ce controlled by the driver and of an inertial compensation torque compensating for the inertia of the at least one first wheel 120 and of organs of the powerplant group 110 coupled to said at least one first wheel 120.
    The driving torque Ce of this third step is therefore a function of the commanded torque Ce and of the gradient Gr1 of the speed R1 of the at least one first wheel 120.
    The graphs shown in the figures are examples of application of the piloting process, the curves of which may have a different appearance than those shown as a function, for example, of the driver's commands or of the speed of the motor vehicle 100.
    The steering method thus limits the driving torque Ce of the at least one first wheel 120 coupled to the drive train 110 when the slip P of the at least one first wheel 120 is detected.
    The limitation of the drive torque, in the case of the slippage P of the at least one first wheel, makes it possible to reduce the skid time P of the at least one first wheel and thus makes it possible to reduce the consumption of the 100 motor vehicle as well as premature wear of certain parts of the motor vehicle 100 such as tires.
    The piloting method also makes it possible, when no slip P is detected, to compensate for the inertia of the at least one first wheel 120 and of members of the drive train 110 coupled to said at least one first wheel 120 .
    In a different embodiment, when the at least one second wheel 130 is coupled to the power train 110, the control method is implemented for the second engine 113 independently of an implementation of this method for the first engine 111, 112.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Method for controlling a power train (110) of a motor vehicle (100) according to which the power train (110) provides a drive torque (Ce) to at least one first wheel (120) of the vehicle ( 100) automobile as a function of a torque (Ce) controlled by the driver of the motor vehicle (100) and, when there is a change in the torque (Ce) ordered, is added to the torque (Ce) ordered an inertial compensation torque , the driving method being characterized in that, in the case of a slip (P) of the at least one first wheel (120), the addition of the inertial compensation torque is deactivated.
    [2" id="c-fr-0002]
    2. Motor vehicle (100) comprising a powertrain (110), at least one first wheel (120) capable of being coupled to the powertrain (110) and means for implementing a process for controlling the group (110 ) powerplant according to the preceding claim.
    [3" id="c-fr-0003]
    3. Motor vehicle (100) according to the preceding claim, characterized in that the power unit (110) comprises a first motorization (111, 112) capable of being coupled to the at least one first wheel (120) and a second motorization ( 113) able to be coupled to the at least one second wheel (130).
    [4" id="c-fr-0004]
    4. Motor vehicle (100) according to any one of claims 2 or 3, characterized in that the first motorization (111, 112) comprises a first non-thermal power source (111) capable of being coupled to the at least a first wheel (120).
    [5" id="c-fr-0005]
    5. Motor vehicle (100) according to the preceding claim, characterized in that it comprises a gearbox (140) capable of coupling the first driving source (111) and the at least one first wheel (120).
    [6" id="c-fr-0006]
    6. Motor vehicle (100) according to any one of claims 4 or 5, characterized in that the first engine (111, 112) comprises a heat engine (112) capable of being coupled to the first power source (111).
    [7" id="c-fr-0007]
    7. Motor vehicle (100) according to the preceding claim, characterized in that it comprises a clutch (150) capable of coupling the first driving source (111) and the thermal engine (112).
    [8" id="c-fr-0008]
    8. Motor vehicle (100) according to any one of claims 3 to 7, characterized in that it comprises a dog clutch (160) capable of coupling the second motorization (113) and the at least one second wheel (130).
    [9" id="c-fr-0009]
    9. Motor vehicle (100) according to any one of claims 4 to 8, 5 characterized in that it comprises a storage (170) of energy capable of supplying the first power source (111) and the second motorization (113 ) or to be recharged by them.
    [10" id="c-fr-0010]
    10. Motor vehicle (100) according to any one of claims 4 to 9, characterized in that the first driving source (111) and the second motorization
    10 (113) are electrical machines and the energy store (170) is a battery.
    类似技术:
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    同族专利:
    公开号 | 公开日
    WO2020043971A1|2020-03-05|
    CN112672941A|2021-04-16|
    FR3085311B1|2022-01-14|
    EP3844042A1|2021-07-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR3043046A1|2015-11-03|2017-05-05|Peugeot Citroen Automobiles Sa|METHOD OF CONTROLLING THE TORQUE OF AN ENGINE IN A MOTOR VEHICLE|
    FR3062357A1|2017-01-31|2018-08-03|Peugeot Citroen Automobiles Sa|METHOD FOR MONITORING A MOTOR CONTROL DEVICE FAULT IN A VEHICLE|
    CN111516689B|2020-03-23|2022-01-18|吉利汽车研究院（宁波）有限公司|Vehicle output torque control method, device and system and storage medium|
    GB2594274A|2020-04-21|2021-10-27|Jaguar Land Rover Ltd|Inertia compensation method for vehicles|
    法律状态:
    2019-07-22| PLFP| Fee payment|Year of fee payment: 2 |
    2020-03-06| PLSC| Publication of the preliminary search report|Effective date: 20200306 |
    2020-07-21| PLFP| Fee payment|Year of fee payment: 3 |
    2021-07-22| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1857746A|FR3085311B1|2018-08-29|2018-08-29|METHOD FOR CONTROLLING A POWERTRAIN OF A MOTOR VEHICLE IN THE CASE OF WHEEL SKID|FR1857746A| FR3085311B1|2018-08-29|2018-08-29|METHOD FOR CONTROLLING A POWERTRAIN OF A MOTOR VEHICLE IN THE CASE OF WHEEL SKID|
    PCT/FR2019/051766| WO2020043971A1|2018-08-29|2019-07-15|Method for driving a powertrain of a motor vehicle in the event of wheel slip|
    CN201980057074.XA| CN112672941A|2018-08-29|2019-07-15|Method for driving a drive train of a motor vehicle in the event of wheel slip|
    EP19758434.5A| EP3844042A1|2018-08-29|2019-07-15|Method for driving a powertrain of a motor vehicle in the event of wheel slip|
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