Electronic control unit for system for controlling acceleration according to speed

Abstract

The invention relates to an electronic control unit (12) for a hybrid vehicle (1) comprising a control system (10), an electric motor (20) and an internal combustion engine (40), the electronic control unit being configured to: receive, via a communication network (13), an acceleration request requested by a user of the vehicle (1) by actuating a control handle (11) of the control system (10); comparing the speed value measured by the speed measurement module (14) with a stored minimum speed value after receiving the acceleration request; if the measured speed is below the stored minimum speed, a single torque command intended for the electric motor (20) is generated in accordance with the acceleration request, and the single torque command is sent to the electric motor (20).

Description

[Technical Field] This invention relates to the field of motorized two-wheeled or three-wheeled vehicles, and more particularly to a system for controlling the acceleration of such vehicles. [Background Technology] Due to various regulations concerning vehicle emissions and fuel consumption, the transportation vehicle industry has been developing more and more electric vehicle models that produce less pollution.

[0003] However, the full electrification of certain types of vehicles (especially motorized two-wheeled vehicles such as motorcycles or scooters) still involves technical difficulties that make these vehicles very expensive while maintaining their performance capabilities.

[0004] To address this issue, hybrid vehicles have been developed that can operate purely on electric power in certain situations (especially in speed-limited built-up areas), or can operate using only a conventional internal combustion engine, or a combination of both.

[0005] However, hybrid motorized two-wheeled vehicles are still not fully developed, and the technology to adapt the functions that are essential for driving hybrid vehicles is not widely available.

[0006] When this vehicle is in hybrid mode, both electric motors (i.e., the electric motor and the internal combustion engine) operate. When the user desires acceleration, both the electric motor and the internal combustion engine contribute to generating the engine torque needed for acceleration.

[0007] Depending on the gear ratio of the internal combustion engine's mechanical clutch and the vehicle's speed, the internal combustion engine's contribution to overall acceleration may be too large, potentially causing the engine to stall.

[0008] This situation is especially likely to occur when starting the vehicle if the user has not yet shifted the gear to the minimum gear ratio.

[0009] Besides affecting user comfort, such situations can also impact driving safety and vehicle fuel consumption.

[0010] Therefore, a simple and effective solution is needed to at least partially overcome these shortcomings. [Summary of the Invention] Therefore, the initial object of the present invention is an electronic control unit for hybrid vehicles, particularly for two-wheeled or three-wheeled vehicles, the vehicles comprising: a. Control system; b. Electric motor; c. Internal combustion engine; d. A mechanical transmission comprising a centrifugal clutch connected to the internal combustion engine via the centrifugal clutch, the transmission being characterized by a gear ratio; The control system includes a control handle, an electronic control unit referred to as the "main" electronic control unit, a speed measurement module configured to measure the vehicle's speed, and a communication network. The main electronic control unit includes a storage area that stores a maximum threshold associated with the vehicle's acceleration for each value of the gear ratio. The electronic control unit is configured to: • Receive the gear ratio engaged with the mechanical gearbox via the communication network; • Receive acceleration requests from the user of the vehicle by actuating the control handle via the communication network; • Upon receiving the acceleration request, the speed value measured by the speed measurement module is compared with the maximum speed threshold value stored in the storage area; • If the measured speed is lower than the stored maximum speed threshold, a single torque command is generated based on the acceleration request, intended for use with the motor; and • The single torque command is sent to the motor via the communication network.

[0012] Therefore, the electronic control unit according to the present invention avoids the use of the internal combustion engine when the engine speed does not correspond to the vehicle speed. This allows for reduced fuel consumption, reduced vehicle noise, and a lower risk of damaging the internal combustion engine and stalling. If the vehicle speed is too low, the electric motor fully meets the user's acceleration request.

[0013] Preferably, the storage area stores a minimum threshold associated with the deceleration of the vehicle for each gear ratio, and the electronic control unit is configured to: • Receive braking request; • Upon receiving the braking request, the speed value measured by the speed measurement module is compared with the minimum speed threshold value corresponding to the received gear ratio; • If the measured speed is lower than the minimum speed, a single torque command is generated based on the braking request and sent to the motor via the communication network.

[0014] Preferably, the vehicle further includes a battery, and the control system further includes a charging control module configured to measure the battery's charge level, and the main electronic control unit, as disclosed, is configured to: receive, via the communication network, a value of the battery's charge level measured by the charging control module; include a pre-recorded charge threshold in the storage area; compare the battery's charge value with the charge threshold, and if the battery's charge is higher than the charge threshold, generate a single torque command intended for the electric motor; and send the single torque command to the electric motor via the communication network. Therefore, the main electronic control unit according to the invention does not send a torque command to the electric motor that requires more charge than the battery's charge level, thereby preventing the vehicle from failing to accelerate due to insufficient battery power.

[0015] More preferably, the main electronic control unit disclosed is configured to: receive, via the communication network, the performance capability of the electric motor as measured by the electric motor; compare the torque command with the maximum performance capability of the electric motor; and when the command is higher than the performance capability of the electric motor, send a supplementary torque command to the internal combustion engine via the communication network even if the measured speed is lower than the recorded minimum speed.

[0016] The present invention also relates to a torque control method implemented by a main electronic control unit as disclosed above, the method comprising the following steps: - Receive torque commands; -Receive vehicle speed; - Receive the gear ratio of the mechanical gearbox via a communication network; - Compare the received speed of the vehicle with the stored maximum speed threshold value corresponding to the engaged gear ratio; - If the received speed of the vehicle is lower than the stored maximum speed threshold, a single torque command is generated and sent to the electric motor. - If the received speed of the vehicle is higher than the stored maximum speed threshold, then generate torque commands intended for the electric motor and torque commands intended for the internal combustion engine, and send these torque commands.

[0017] If the speed exceeds a pre-recorded minimum speed, this method allows for the generation of a single torque command, or the generation of both an electric torque command and an internal combustion engine torque command. Advantageously, if the battery charge and / or the electric motor's performance capability is insufficient to implement the generated single torque command, the method can also omit the generation of both the electric torque command and the internal combustion engine torque command.

[0018] The present invention also relates to a computer program product, characterized in that the computer program product includes a set of program code instructions that, when executed by one or more processors, configure the one or more processors to perform the methods as disclosed.

[0019] According to another aspect, the present invention also relates to a control system for hybrid vehicles, particularly for two-wheeled or three-wheeled vehicles, the vehicle including the control system, an electric motor, and an internal combustion engine, the control system including a control handle, a main electronic control unit as disclosed above, a speed measurement module configured to measure vehicle speed, and a communication network. Therefore, the control system according to the invention allows for the generation and transmission of acceleration requests to the electric motor and the internal combustion engine.

[0020] The present invention also relates to a hybrid electric vehicle, particularly a hybrid electric vehicle having two or three wheels, the hybrid electric vehicle comprising a control system as disclosed, an electric motor, an internal combustion engine, and a mechanical transmission connected to the internal combustion engine.

[0021] The present invention also relates to a hybrid electric vehicle as described above, wherein the mechanical transmission is connected to the internal combustion engine via a centrifugal clutch. The centrifugal clutch automatically engages when the drive shaft of the internal combustion engine rotates sufficiently, and automatically disengages the internal combustion engine from the mechanical transmission when the rotation is lower. This device allows the vehicle to be easily disconnected from the internal combustion engine from the mechanical transmission when the internal combustion engine is not running and when only the internal combustion engine is accelerating the vehicle, without requiring manual action from the user.

[0022] The present invention also relates to a torque control method implemented by a vehicle as disclosed, the method comprising the following steps: - An acceleration request is generated by the user by activating the control handle; - Receive the generated acceleration request via the main electronic control unit; - The main electronic control unit receives the vehicle's speed value measured by the speed measurement module; - Receive the gear ratio of the mechanical gearbox via a communication network; -The main electronic control unit compares the received speed of the vehicle with a stored maximum speed threshold value corresponding to the received gear ratio; - If the received speed of the vehicle is lower than the stored maximum speed threshold, a single torque command is generated for the electric motor, the single torque command is sent to the electric motor via the communication network, the electric motor receives and executes the single torque command, and the electric motor accelerates the vehicle. If the received speed of the vehicle is higher than the stored minimum speed threshold, a torque command intended for the electric motor and a supplementary torque command intended for the internal combustion engine are generated, the torque commands are sent to the electric motor and the internal combustion engine via the communication network, the electric motor and the internal combustion engine receive and implement these torque commands, and the electric motor and the internal combustion engine accelerate the vehicle. [Image Description] Further features and advantages of the invention will become more apparent upon reading the following description. This description is purely illustrative and must be read with reference to the accompanying drawings, in which: [ Figure 1 ] Figure 1 A hybrid vehicle according to the present invention is schematically shown, the hybrid vehicle including an electric motor and an internal combustion engine, as well as a control system and an electric motor; [ Figure 2 ] Figure 2 The diagram schematically illustrates a component consisting of an internal combustion engine and a mechanical gearbox connected via a centrifugal clutch. [ Figure 3 ] Figure 3 The steps of a method for controlling electric torque and / or internal combustion torque according to the present invention are illustrated schematically. [Detailed Implementation] Vehicle 1 refer to Figure 1 Vehicle 1 is a hybrid two-wheeled vehicle, which includes a control system 10, an electric motor 20, a battery 30, an internal combustion engine 40, and a mechanical transmission 50.

[0025] Control System 10 The control system 10 includes a control handle 11, a brake lever, a main electronic control unit 12, a communication network 13, a speed measurement module 14, and a charging control module 15.

[0026] The control handle 11 is configured to generate an acceleration request when it is actuated by a user of vehicle 1, and to send the generated acceleration request via communication network 13.

[0027] The main electronic control unit 12 is configured to receive acceleration requests (generated by the control handle 11) or deceleration / braking requests (generated by the brake lever) via the communication network 13.

[0028] The main electronic control unit 12 is configured to generate a torque command called an “electric” torque command and send the electric torque command to the motor 20 via the communication network 13.

[0029] The main electronic control unit 12 is configured to generate a torque command called an "internal combustion" torque command and send the internal combustion torque command to the internal combustion engine 40 via the communication network 13.

[0030] The main electronic control unit 12 is configured to receive the speed value of the vehicle 1 measured by the speed measurement module 14 via the communication network 13.

[0031] The main electronic control unit 12 is configured to receive the battery power value of the battery 30 measured by the charging control module 15 via the communication network 13.

[0032] The main electronic control unit 12 is configured to receive performance capability information of the motor 20 via the communication network 13.

[0033] Communication network 13 is, for example, a CAN-type communication network.

[0034] The speed measurement module 14 is configured to measure the moving speed of the vehicle 1. The measurement can be performed, for example, by a sensor for detecting the number of rotations of one of the wheels of the vehicle 1, or even by a device for transmitting and receiving ultrasonic signals on the ground.

[0035] The speed measurement module 14 is configured to send the measured speed value to the main electronic control unit 12 via the communication network 13.

[0036] The charging control module 15 is connected to the battery 30 that powers the motor 20 and is configured to measure the charge level of the battery 30 and send the value to the main electronic control unit 12 via the communication network 13.

[0037] The main electronic control unit 12 will be described in further detail at the end of the detailed implementation, by which time the other components of the vehicle will have been described.

[0038] Electric motor 20 The electric motor 20 allows the generation of acceleration torque for the vehicle 1 according to an electric torque command. The driving torque causes the wheels to start rotating.

[0039] The electric motor 20 is configured to receive electric torque commands from the main electronic control unit 12 via the communication network 13.

[0040] Preferably, the motor 20 includes an electronic control unit that transmits and receives electronic signals via a communication network 13.

[0041] The electric motor 20 is powered by the battery 30.

[0042] Battery 30 The battery 30 is connected to the motor 20 and allows current to be supplied to it so that the motor can be operated and generate acceleration torque.

[0043] The battery 30 is configured to be charged by connecting to an external energy source when the vehicle 1 is stopped, or even by the electric motor 20 during recovery mode (especially when the vehicle 1 is braking).

[0044] Internal combustion engine 40 The internal combustion engine 40 allows the generation of driving torque for the vehicle 1 according to the internal combustion torque request, and is particularly suitable for internal combustion engines.

[0045] like Figure 2 As shown, the internal combustion engine 40 includes a drive shaft 41 that is configured to rotate during operation of the internal combustion engine 40.

[0046] The internal combustion engine 40 is connected to the mechanical gearbox 50 via a drive shaft 41.

[0047] Preferably, the internal combustion engine 40 includes an electronic control unit that transmits and receives electronic signals via a communication network 13.

[0048] Mechanical gearbox 50 like Figure 2 As shown, the mechanical gearbox 50 includes a centrifugal clutch 51, a shaft 52, multiple gear ratios 53, and a transmission device 54.

[0049] Centrifugal clutch 51 is fixed to the end of drive shaft 41. When drive shaft 41 rotates at a sufficient speed, centrifugal clutch 51 disengages and engages shaft 52, thereby transmitting the rotation generated by internal combustion engine 40 to the shaft.

[0050] The centrifugal clutch 51 may in particular consist of flyweights connected to the drive shaft 41, which move apart under the action of centrifugal force during rotation. Above a rotational speed threshold, these flyweights are separated far enough to drive the shaft 52 in a frictional manner, for example, by inserting themselves into dedicated tracks.

[0051] Multiple gear ratios 53 are located on shaft 52. The user of vehicle 1 can select the gear ratio 53 according to the torque supplied by internal combustion engine 40 and the use of vehicle 1.

[0052] The resulting rotational torque is transmitted to at least one wheel of the vehicle 1 via the transmission device 54.

[0053] Supplement to the main electronic control unit 12 The main electronic control unit 12 includes a storage area containing pre-recorded thresholds for each gear ratio 53.

[0054] More specifically, the storage area stores two thresholds for each gear ratio 53. In other words, the storage area associates the following two thresholds with each gear ratio 53: a. A maximum speed threshold associated with vehicle acceleration. When the vehicle is operating in electric mode (where only the electric motor 20 supplies power to the vehicle), the maximum speed threshold allows for a transition from pure electric mode to hybrid mode. In other words, when the vehicle's speed increases to exceed the maximum speed threshold, this means that a torque request is sent to the internal combustion engine 40; b. Minimum speed threshold associated with vehicle deceleration. When the vehicle is operating in hybrid mode (where the electric motor 20 and internal combustion engine 40 supply power to the vehicle), the minimum speed threshold allows for a transition from hybrid mode to electric mode. In other words, when the vehicle's speed decreases below the minimum speed threshold, this means a stop request is sent to the internal combustion engine 40.

[0055] For each gear ratio 53, the maximum speed threshold is defined such that at that speed and for that gear ratio 53, the speed of the internal combustion engine 40 (in revolutions per minute) is high enough for the centrifugal clutch 51 to open and engage with the shaft 52 (in other words, for the centrifugal clutch 51 to transmit torque). For example, approximately 5,000 revolutions per minute ensures efficient and unimpeded engagement of the centrifugal clutch.

[0056] For each gear ratio 53, the minimum speed threshold is defined such that at that speed and for that gear ratio 53, the speed of the internal combustion engine 40 (in revolutions per minute) is low enough that the centrifugal clutch 51 disengages from the shaft 52 (in other words, the centrifugal clutch 51 is no longer able to transmit torque). For example, approximately 2,000 revolutions per minute are required to ensure unimpeded disengagement of the centrifugal clutch.

[0057] Therefore, the minimum and maximum thresholds are defined based on the technical characteristics of the centrifugal clutch. Consequently, the use of hybrid or electric mode is adapted based on the gear ratio selected by the driver and depends on the technical characteristics of the centrifugal clutch.

[0058] The minimum speed threshold value is strictly less than the maximum speed threshold value.

[0059] For example, for the first transmission ratio: a. The maximum speed threshold corresponds to a speed higher than the maximum speed a vehicle can travel at; b. The minimum speed threshold also corresponds to the maximum speed that is higher than the speed at which the vehicle can travel.

[0060] More specifically, in the scenario described herein, the first gear ratio is not used because the vehicle is in electric mode at low speeds. In other words, the internal combustion engine 40 is not used to supply power to the vehicle. Only the electric motor 20 provides torque.

[0061] For the second transmission ratio: a. The maximum speed threshold corresponds to a value in the range of 30 km / h to 40 km / h, and preferably 35 km / h; b. The minimum speed threshold corresponds to a value in the range of 10 km / h to 20 km / h, and preferably 15 km / h.

[0062] For the third transmission ratio: a. The maximum speed threshold corresponds to a value in the range of 50 km / h to 60 km / h, and preferably 55 km / h; b. The minimum speed threshold corresponds to a value in the range of 15 km / h to 25 km / h, and preferably 20 km / h.

[0063] For the fourth, fifth, and sixth transmission ratios: a. The maximum speed threshold corresponds to a zero value; b. The minimum speed threshold corresponds to a zero value.

[0064] In the scenario described herein, when the centrifugal clutch 51 operates at gear ratios 4, 5, or 6, the vehicle always operates in either hybrid or internal combustion engine mode. In other words, the internal combustion engine 40 must provide torque. In fact, the electric motor 20 alone cannot propel the vehicle at the speed desired by the driver.

[0065] Furthermore, the main electronic control unit 12 is configured to maintain the electric torque request during the period when the centrifugal clutch 51 is open and engaged with the shaft 52 when the vehicle transitions from electric mode to hybrid mode. This allows for the avoidance of temporary, sudden drops in torque.

[0066] Similarly, the main electronic control unit 12 is configured to maintain the electric torque request during the time the centrifugal clutch 51 disengages from the shaft 52 when the vehicle transitions from hybrid mode to electric mode. This allows for the prevention of unexpected torque jumps.

[0067] The main electronic control unit 12 is configured to receive the gear ratio 53 engaged in the mechanical gearbox 50 via the communication network 13.

[0068] The main electronic control unit 12 is configured to determine whether the vehicle is accelerating or decelerating based on the type of request received (acceleration or deceleration) and / or based on changes in vehicle speed.

[0069] Therefore, the main electronic control unit 12 is configured to determine the threshold to be selected (i.e., the maximum threshold or the minimum threshold) by making a selection in the storage area based on the received engaged gear ratio 53 and information about the vehicle's acceleration or deceleration state.

[0070] The main electronic control unit 12 is configured to compare the received measured (vehicle) speed with a selected minimum / maximum threshold.

[0071] Example When the hybrid-powered vehicle 1 is in operation, that is, when the hybrid-powered vehicle is traveling at a certain speed and is driven by a user, the user may wish to accelerate the vehicle 1.

[0072] Therefore, in step E1, the user actuates the control handle 11 of the control system 10. Then, the control handle 11 generates an acceleration request to be sent via the communication network 13.

[0073] In another scenario, the user can also generate a request to decelerate / brake the vehicle, for example, by actuating the vehicle's brake lever. The deceleration request is also sent via communication network 13.

[0074] In step E2, the main electronic control unit 12 receives an acceleration or deceleration request. Preferably, due to the nature of the communication network 13 (e.g., a CAN network), the acceleration or deceleration request is intended to be received by the main electronic control unit 12, rather than by another element on the communication network 13.

[0075] In step E3, the main electronic control unit 12 receives the speed value of vehicle 1 measured by speed measurement module 14 via communication network 13.

[0076] Step E3 can begin by sending a signal to the speed measurement module 14 via the main electronic control unit 12 to trigger feedback of the measured speed value via the communication network 13.

[0077] Alternatively, the measured speed values ​​can be transmitted continuously at a given time frequency via the communication network 13 using the speed measurement module 14.

[0078] The control unit infers whether the vehicle is accelerating or decelerating based on the type of request received (acceleration or deceleration) and / or on changes in vehicle speed.

[0079] In step E4, the main electronic control unit 12 receives the gear ratio 53 of the engaged mechanical gearbox 50 via the communication network 13.

[0080] Step E4 can begin by sending a signal to the mechanical transmission 50 via the main electronic control unit 12 to trigger feedback of the engaged gear ratio 53 via the communication network 13.

[0081] Alternatively, the gear ratio 53 engaged, transmitted by the mechanical gearbox 50 via the communication network 13, can be executed continuously at a given time frequency.

[0082] In step E5-1, the main electronic control unit 12 receives performance capability information of the motor 20. This information may include the maximum speed per minute that the motor can achieve under the current operating conditions.

[0083] Step E5-1 can begin by sending a signal to the motor 20 via the main electronic control unit 12 to trigger feedback of performance capability information via the communication network 13.

[0084] Alternatively, the performance capability information transmitted by the motor 20 via the communication network 13 can be performed continuously at a given time frequency.

[0085] In step E5-2, the main electronic control unit 12 receives the battery power value of the battery 30 from the charging control module 15.

[0086] Step E5-2 can begin by sending a signal to the charging control module 15 via the main electronic control unit 12 to trigger feedback of the battery 30's charge level via the communication network 13.

[0087] Alternatively, the battery 30 charge value can be transmitted by the motor 20 via the communication network 13 continuously at a given time frequency.

[0088] Alternatively, steps E3, E4, E5-1, and E5-2 can be performed in any order.

[0089] In step E6, the main electronic control unit 12 selects a minimum speed threshold or a maximum speed threshold to consider based on the received engaged gear ratio 53 and whether the vehicle is accelerating or decelerating. Then, still in step E6, the main electronic control unit 12 compares the received speed value of the vehicle 1 with the selected minimum speed threshold or maximum speed threshold.

[0090] Vehicle acceleration: First, the method is described in the case where the vehicle is accelerating and the selected speed threshold corresponds to the maximum speed threshold.

[0091] If the speed value of vehicle 1 received at the end of step E6 is less than the selected maximum speed threshold, the main electronic control unit 12 generates a single torque command in step E7.

[0092] In step E8, the main electronic control unit 12 compares the generated single torque command with the performance capability of the received motor 20, and compares the amount of electricity required to implement the single torque command with the charge level of the battery 30.

[0093] Alternatively, steps E5-1 and E5-2 can occur between steps E7 and E8.

[0094] If, at the completion of step E8, the single torque command is lower than the performance capability of the received motor 20 and the battery 30 has sufficient charge, then in step E9, the single torque command is sent to the motor 20 via the communication network 13.

[0095] In step E10, the motor 20 receives a single torque command, which the motor then executes.

[0096] In step E11, vehicle 1 is thus accelerated by electric motor 20 according to an acceleration request generated by the user.

[0097] If, upon completion of step E8, the single torque command exceeds the performance capability of the received motor 20 or the battery 30 has insufficient charge, then in step E9... In step E9, the main electronic control unit 12 recalculates the secondary torque command corresponding to the performance capability of the motor 20. During this period, a supplementary torque command intended to be sent to the internal combustion engine 40 is calculated.

[0098] In step E10 In this process, the main electronic control unit 12 sends a secondary torque command to the electric motor 20 via the communication network 13, and the main electronic control unit 12 sends a supplementary torque command to the internal combustion engine 40 via the communication network 13.

[0099] In step E11 In this process, the electric motor 20 receives a secondary torque command and executes the secondary torque command, and the internal combustion engine 40 receives a supplementary torque command and executes the secondary torque command.

[0100] In step E12 In this process, vehicle 1 is thus accelerated by internal combustion engine 40 and electric motor 20 according to an acceleration request generated by the user.

[0101] If, upon completion of step E6, the received speed value of vehicle 1 is higher than the selected maximum speed threshold, then the main electronic control unit 12 proceeds to step E7. The system generates electric torque commands intended for use with the electric motor 20 and internal combustion torque commands intended for use with the internal combustion engine 40.

[0102] In step E8 In the process, the electric torque command is sent to the electric motor 20 and the internal combustion torque command is sent to the internal combustion engine 40 via the communication network 13.

[0103] In step E9 In this system, the electric motor 20 receives electric torque commands, and the internal combustion engine 40 receives internal combustion torque commands. The electric motor and the internal combustion engine execute these torque commands.

[0104] In step E10 In this process, vehicle 1 is thus accelerated by internal combustion engine 40 and electric motor 20 according to an acceleration request generated by the user.

[0105] In the following situation, after step E11, vehicle 1 is accelerated only by electric motor 20, internal combustion engine 40 is not running and shaft 41 is not rotating.

[0106] This is especially likely to occur when a user wants to accelerate the vehicle after it has come to a stop without reducing the gear ratio 53 of the mechanical transmission 50. Therefore, upon restarting, the electric motor 20 provides acceleration.

[0107] Since shaft 41 does not rotate, centrifugal clutch 51 is not deployed.

[0108] During acceleration of vehicle 1, the main electronic control unit 12 can detect that the acceleration requested by the user exceeds the performance capability of the electric motor 20, and can therefore send an internal combustion torque command to the internal combustion engine 40.

[0109] The torque command causes the internal combustion engine 40 to run and the shaft 41 to rotate, thereby engaging the centrifugal clutch 51, which transmits the rotation of the shaft 41 to the mechanical gearbox 50.

[0110] If the engaged gear ratio is too low, the rotation transmitted to the mechanical transmission 50 will be too high, and there is a risk of damaging the internal combustion engine 40 and / or the mechanical transmission 50, as well as causing the internal combustion engine 40 to stall.

[0111] Therefore, it is important that when acceleration is achieved solely by means of the electric motor 20, the user switches to a higher gear ratio 53. As a variant, the switching to gear ratio 53 can be performed automatically.

[0112] As a variant, the minimum gear ratio 53 present on the conventional mechanical transmission 50 can be removed. Therefore, when the user starts and maintains a low speed, the vehicle 1 is accelerated only by the electric motor 20, while when the user further increases the speed and the internal combustion engine 40 is activated, the gear ratio 53 already corresponds to the higher speed of the vehicle 1.

[0113] Vehicle deceleration: This method can also be implemented for vehicles that are decelerating. In this case, the selected speed threshold corresponds to the minimum speed threshold, and the vehicle was previously operating in hybrid mode.

[0114] When the vehicle speed decreases below a minimum speed threshold, the method then includes sending a stop request to the internal combustion engine 40. The centrifugal clutch 51 disengages from the shaft 52. Therefore, as the vehicle speed decreases, the electric motor 20 alone is sufficient to drive the vehicle at the desired speed.

Claims

1. An electronic control unit (12) for a hybrid vehicle (1), particularly for a two-wheeled or three-wheeled vehicle (1), said vehicle (1) comprising: • Control system (10); • Electric motor (20); • Internal combustion engine (40); • A mechanical transmission (50) including a centrifugal clutch (51) connected to the internal combustion engine (40) via the centrifugal clutch (51), the transmission (50) being characterized by a gear ratio (53); The control system (10) includes a control handle (11), an electronic control unit (12) referred to as the "main" electronic control unit, a speed measurement module (14) configured to measure the speed of the vehicle (1), and a communication network (13). The main electronic control unit (12) includes a storage area that stores a maximum threshold associated with the acceleration of the vehicle for each value of the gear ratio (53). The electronic control unit (12) is configured to: - Receive the gear ratio (53) engaged on the mechanical gearbox (50) via the communication network (13); -Receive acceleration requests requested by the user of the vehicle (1) by actuating the control handle (11) via the communication network (13); -After receiving the acceleration request, the speed value measured by the speed measurement module (14) is compared with the value of the maximum speed threshold corresponding to the received transmission ratio (53); -If the measured speed is lower than the maximum speed threshold, a single torque command is generated based on the acceleration request for use with the motor (20); as well as - The single torque command is sent to the motor (20) via the communication network (13).

2. The electronic control unit (12) as described in the preceding claim, wherein, The storage area stores the minimum threshold associated with the deceleration of the vehicle for each gear ratio (53), and the electronic control unit is configured to: • Receive braking request; • After receiving the braking request, the speed value measured by the speed measurement module (14) is compared with the value of the minimum speed threshold corresponding to the received transmission ratio (53); • If the measured speed is lower than the minimum speed, a single torque command is generated for the motor (20) based on the braking request, and the single torque command is sent to the motor (20) via the communication network (13).

3. The main electronic control unit (12) as claimed in the preceding claim, the vehicle (1) further includes a battery (30), and the control system (10) further includes a charging control module (15) configured to measure the charge level of the battery (30), the main electronic control unit (12) being configured to: receive, via the communication network (13) a value of the charge level of the battery (30) measured by the charging control module (15); include a pre-recorded charge threshold in the storage area; compare the charge value of the battery (30) with the charge threshold, and if the charge of the battery (30) is higher than the charge threshold, generate a single torque command intended for use in the electric motor (20); and send the single torque command to the electric motor (20) via the communication network (13).

4. The main electronic control unit (12) as claimed in any of the preceding claims, the main electronic control unit (12) being configured to: receive, via the communication network (13) the performance capability of the electric motor (20) as measured by the electric motor (20); and compare the torque command with the maximum performance capability of the electric motor (20); and when the command is higher than the performance capability of the electric motor (20), send a supplementary torque command to the internal combustion engine (40) via the communication network (13) even if the measured speed is lower than the recorded minimum speed.

5. A torque control method implemented by a main electronic control unit (12) as described in any of the preceding claims, comprising the following steps: - Receive (E2) torque command; - Receive (E3) the speed of vehicle (1) measured by speed measurement module (14); - Receive the gear ratio (53) of the mechanical gearbox (50) via the communication network (13); - Compare the received speed of the vehicle (1) with the value of the stored maximum speed threshold corresponding to the received gear ratio (53) (E6). - If the speed of the vehicle (1) received is lower than the stored maximum speed threshold, a single torque command (E7) is generated and the single torque command (E8) is sent to the electric motor (20); - If the speed of the received vehicle (1) is higher than the stored maximum speed threshold, then generate (E7) The torque command is intended for use with the electric motor (20) and the torque command is intended for use with the internal combustion engine (40), as well as the transmission (E8) These torque commands.

6. A computer program product, characterized in that, The computer program product includes a set of program code instructions that, when executed by one or more processors, configure the one or more processors to perform the method as described in the preceding claim.

7. A control system (10) for a hybrid vehicle (1), particularly for a two-wheeled or three-wheeled vehicle (1), the vehicle (1) including the control system (10), an electric motor (20) and an internal combustion engine (40), the control system (10) including a control handle (11), a main electronic control unit (12) as claimed in any one of claims 1 to 4, a speed measurement module (14) configured to measure the speed of the vehicle (1), and a communication network (13).

8. A hybrid motor vehicle (1), particularly a hybrid motor vehicle having two or three wheels, the hybrid motor vehicle comprising a control system (10) as described in the preceding claim, an electric motor (20), an internal combustion engine (40), and a mechanical transmission (50) connected to the internal combustion engine (40).

9. The hybrid electric vehicle (1) as claimed in the preceding claim, wherein, The mechanical gearbox (50) is connected to the internal combustion engine (40) via a centrifugal clutch (51).

10. A torque control method implemented by the vehicle (1) as described in any one of claims 7 and 8, comprising the following steps: - An acceleration request (E1) is generated by the user by activating the control handle (11); - Receives the acceleration request generated by (E2) via the main electronic control unit (12); - The speed value of the vehicle (1) measured by the speed measurement module (14) is received (E3) by the main electronic control unit (12); - Receive the gear ratio (53) of the mechanical gearbox (50) via the communication network (13); - The received speed of the vehicle (1) is compared with the value of the stored maximum speed threshold corresponding to the received gear ratio (53) via the main electronic control unit (12) (E6). - If the speed of the vehicle (1) received is lower than the stored maximum speed threshold, a single torque command (E7) is generated for the electric motor (20), the single torque command (E9) is sent to the electric motor (20) via the communication network (13), the electric motor (20) receives and implements (E10) the single torque command, and the electric motor (20) accelerates the vehicle (1) (E11). - If the speed of the received vehicle (1) is higher than the stored maximum speed threshold, then generate (E7) Torque commands intended for the electric motor (20) and supplementary torque commands intended for the internal combustion engine (40) are transmitted via the communication network (13) to the electric motor (20) and the internal combustion engine (40) (E8) The torque command is received by the electric motor (20) and the internal combustion engine (40) (E9) ) and implement these torque commands, and accelerate the vehicle (1) by the electric motor (20) and the internal combustion engine (40) (E10) ).

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