METHOD FOR CONTROLLING HYBRID VEHICLES

Abstract

A HYBRID VEHICLE MANAGEMENT METHOD for controlling the operation of electric and internal combustion engines to prevent deterioration of lubricating oil due to fuel contamination, taking into account the condition of the fuel, battery and engine load regime.

Description

[0001] The present invention relates to a method for controlling a hybrid vehicle equipped with at least one electric motor and an internal combustion engine powered by at least one fuel selected from the group consisting of fossil fuels, biofuels, and synthetic fuels, in order to maintain the integrity of moving parts of the internal combustion engine. STATE OF THE ART

[0002] A hybrid vehicle is a vehicle powered by two types of engines: internal combustion engines and electric motors. It can run on gasoline, ethanol, or diesel, and also have an electric drive. In this way, the system combines the positive aspects of each of these energy sources.

[0003] On the one hand, models with combustion engines achieve good autonomy due to easy refueling, but the combustion of fuel leads to the release of pollutants into the environment.

[0004] The electric source, on the other hand, makes the battery's autonomy and charging time a nuisance for the user. Then there's the ease of hybrid cars: They can utilize the positive aspects of different engine types, offering the driver many advantages such as practicality, comfort, and autonomy.

[0005] A hybrid vehicle operates via two drivetrains, each motor performing its own functions. The power source can be plug-in (with a power outlet for charging from the mains) or "traditional," which is charged by braking and the internal combustion engine acting as a generator.

[0006] In some models, it's not even necessary to charge the batteries, as the electric motor converts the brake movement into energy. Fuel is also needed in situations where more power is required, such as on highways or slopes.

[0007] The combustion engine, on the other hand, keeps the vehicle moving and generates energy for the electric drive.

[0008] On some models, it's possible to select a driving mode in which the system saves more or less fuel in exchange for more or less power. In any case, it will always be economical. In the city, they achieve 40 km per liter.

[0009] The flex-fuel hybrid vehicle adds an important function to the combustion engine: the ability to burn both ethanol and gasoline. This innovation allows the model to operate on three different energy sources.

[0010] Accordingly, the Flex-Hybrid offers several advantages for the market, users, and the environment. It contributes to reducing greenhouse gas emissions, especially in large cities.

[0011] As is well known, the operation of the internal combustion engine of a passenger car has four strokes / stages: 1. Entry 2. Compression 3. Combustion 4. Exhaust and each of these steps takes place in the combustion chamber present in the engine cylinders.

[0012] Each cylinder of an engine (usually three, four or six) is lined internally with a liner and houses a piston that is mechanically connected to a connecting rod and crank assembly.

[0013] The connecting rod-crank assembly is a mechanism capable of converting the translational motion of the piston (which occurs after the third stroke of the internal combustion engine) into a circular motion, causing the crankshaft to rotate.

[0014] To ensure proper sealing inside the cylinder and prevent gas from escaping from the combustion chamber, it is essential to use a liner mounted there in contact with the plunger. However, the movement of the piston in direct contact with the liner can cause excessive temperature rise due to friction between the metal surfaces, causing severe engine damage and making repairs extremely expensive.

[0015] To reduce (or even neutralize) the friction effects between the piston and the liner, a thin layer of lubricating oil is applied between the side walls of the piston and the liner in the cylinder. This thin layer of oil prevents direct contact between the parts that move relative to each other during engine operation. However, for the oil layer to effectively avoid direct contact between the parts, the oil must have an ideal viscosity to allow for fluid friction and the resulting necessary slippage. In this sense, viscosity is defined as the resistance that the oil has to itself in order to move. A more viscous (thicker) oil has greater resistance to moving between engine parts, meaning it is more difficult to drain, but has a greater capacity to stay between two moving parts and form the protective film.

[0016] Lubricating oil, found in bottles at gas stations and in stores, is classified by its viscosity, and there are numerous classifications, such as SAE 5W30, 5W40, 10W40, etc. The number before the letter W (from "winter") indicates the viscosity of the oil when cold (the lower this number, the faster it lubricates moving parts during a cold start). The number after the letter W indicates the viscosity of the oil (the higher this number, the higher the viscosity of the oil).

[0017] The oil used to lubricate the moving parts is poured into the vehicle's engine from an inlet nozzle designed to receive this type of fluid and flows through a channel until it reaches a special reservoir called the crankcase. Located at the bottom of the engine, the crankcase is responsible for storing the oil added and, after the engine is turned off, for collecting the oil that had circulated and lubricated its moving components. Therefore, the crankcase is equipped with a large opening in the upper part (to receive the oil) and a hole for drainage in the lower part, also called a drain. The drain is sealed by a screw called a plug, which is removed when the vehicle's engine oil is changed.

[0018] The oil is collected from the crankcase and trapped by a part called the oil receiver (or "fisher," as it is also called)—a device for admitting the lubricating oil stored in the crankcase—and sucked in by an oil pump. The pressure generated by the pump encourages the oil to enter the fisher, which is then sent to an oil filter to remove solid particles present in the oil stored in the crankcase. The fisher may also have a filter in its inlet, capable of performing a first filtration of larger particles, while the oil filter performs a second filtration to retain smaller particles.

[0019] Generally, after filtration through the oil filter, the lubricant is distributed through a distribution system consisting of numerous branched lines that transport the lubricating oil and deliver it to each of the parts requiring lubrication. After this lubrication, the oil flows back into the crankcase for later use.

[0020] A crucial property to note regarding lubricating oils is their optimal lubricity, which is closely related to the oil's operating temperature. Thus, lubricants have maximum and minimum operating temperature limits, which can cause engines to lose their operational stability and fail if the oil exceeds these limits. If this issue is not addressed, errors will lead to deterioration of engine components.

[0021] In this sense, lubricants can chemically decompose at colder temperatures, split into phases, and exhibit changes in their altered states of matter, making them extremely inefficient and detrimental to engine operation. For example: • Mixed type oils may begin to separate into phases; • Paraffin base oils can become wax gels; • Some additives may become insoluble, leading to sedimentation. • Dissolved water can turn into emulsified water (more harmful); • Many additives that rely on heat-induced chemical reactions fail to work (e.g. EP and AW additives); • The oil may become more viscous in order to circulate; • Filters with bypass open the valve due to the increased viscosity of the oil.

[0022] It is known that the temperature of a vehicle's engine, and therefore the temperature of its oil, increases when it is running. However, when a driver travels short distances, the driving time does not allow the engine oil to warm up sufficiently to transfer the amount of heat required for the lubricant to reach its optimal operating temperature, leading to deterioration such as that mentioned above.

[0022] In this sense, the following events directly influence the proper functioning of the engine.

[0023] The thickness of the film (or layer) determines the increase or decrease in fuel mass required to compensate for the effects of the oil film in the event of a change in engine load.

[0024] A portion of the fuel injected into the intake manifold is not immediately drawn into the combustion chamber during the next intake cycle, but condenses on the inside of the intake manifold wall in the form of a liquid film. The amount of fuel that accumulates and becomes trapped in the film on the manifold wall increases significantly with increasing load and injection time. As the butterfly valve opens further, a certain amount of injected fuel is required to contribute to the formation of the film on the wall. To prevent the air-fuel mixture from becoming enriched during acceleration, this fuel mass must be additionally injected (acceleration enrichment).

[0025] When the load decreases, the fuel mass retained in the film is available again and is partially fed into the air flow, ie in the event of a delay, the injection time must be shortened by a corresponding fuel mass (increase due to delay).

[0026] To create or compensate for these effects on the oil film or insufficient evaporation properties during cold start, additional fuel quantities are injected after starting and warming up by the starting factors;

[0027] Liquid fuel not used in combustion enters the exhaust system due to fluctuations in the accelerator pedal. The remaining fuel remains in the combustion chamber and enters the engine oil through the piston rings.

[0028] This primarily affects engines with direct injection and high-pressure injection valves with a side-mounted position, where the injected fuel hits the cylinder wall.

[0029] In engines designed with portal-type fuel injection, the fuel mass injected into the intake manifold does not remain entirely suspended in the air as fuel droplets or vapor; instead, a certain portion deposits on the inner walls of the manifold in the form of an oil film. This proportion varies depending on engine speed and load.

[0030] The smaller molecule with the hydroxyl group (-OH) leads to faster combustion with less heat loss, less ignition displacement and an exhaust gas with more water and lower temperature, but with some disadvantages: • Increased oil film in cold conditions; • Increased fuel absorption into the engine oil; • Longer injection times; • Higher stoichiometric consumption; • Compared to gasoline, ethanol evaporates completely at 78°C and enters the intake manifold through the crankcase ventilation;

[0031] Frequent cold starts and short journeys without fully warming up the engine oil and thus without flushing the fuel out of the engine oil represent a worst-case condition for fuel evaporation.

[0032] Idling is the worst case for fuel evaporation, since the evaporation fraction relative to the total combustion air (high vacuum) is maximum, which leads to possible engine stoppages.

[0033] Therefore, if the oil is not at its ideal operating temperature, the lubrication function is not achieved because its viscosity is too high. Since oil viscosity is closely related to the resistance to movement between engine parts, the more viscous the oil, the more difficult it is to drain. Therefore, the force required to move the piston relative to the cylinder liner is greater, which directly affects fuel consumption (the greater the resistance to movement, the greater the amount of fuel required to overcome this resistance).

[0034] Another event that can be detected in lubricants is contamination by the presence of water vapor originating from oil degradation or even as a result of fuel combustion and subsequent discharge of condensed vapor due to insufficient sealing of the contact area between the piston and the liner in the cylinder.

[0035] In short, when the lubricating oil degrades or does not operate at its optimum working temperature, it cannot reach its ideal viscosity and thus becomes a component that increases fuel consumption and leads the engine operation against any environmental or pollution.

[0036] The main problem to be overcome is to control the operation of electric and combustion engines in such a way that to prevent the degradation of the lubricating oil due to fuel contamination.

[0037] In this sense, there are oil management solutions, such as those presented in patent JP5104822. This document presents a solution applied to engines using the "start-stop" system, which is equipped with a system responsible for diverting and recirculating the lubricating oil, which is delivered through the branch channel to the engine's lubrication points.

[0038] The solution described in patent JP5104822 describes a system whose objective is to keep the oil heated while the engine equipped with the "start-stop" system is in "off" mode, for example, due to a traffic jam (as mentioned above). To this end, the lubrication system includes, in the transport and distribution line, a secondary line for returning the lubricating oil when the "start-stop" system is deactivated, so that the oil returns to the oil pump to keep it moving. An electric heater, located downstream of the oil pump, heats only the oil that has already passed through the pump. When the engine goes into "on" mode, the oil is pumped, begins to (re)heat, and is then distributed to the lubrication points.

[0039] The need to heat the lubricating oil in a vehicle without “start-stop” technology cannot be overcome with the previously mentioned techniques, in particular with the solution described in patent document JP5104822, for a number of reasons, ranging from the lack of need for an oil return system, since it is not a “start-stop” engine, to the higher consumption of electrical energy to heat the oil with a higher viscosity over a long distance from the crankcase through the oil pump to the heating point

[0040] In this sense, the patent document in question is silent or does not solve the problem of controlling the operation of electric and internal combustion engines in order to prevent the deterioration of lubricating oil due to fuel impurities. OBJECTIVES OF THE INVENTION

[0041] The object of the present invention is to provide a hybrid vehicle management method to control the operation of electric and internal combustion engines to prevent the degradation of the lubricating oil due to fuel contamination, taking into account the condition of the fuel, the battery and the engine load regime. BRIEF DESCRIPTION OF THE INVENTION

[0042] With a view to solving the technical problem presented and overcoming the disadvantages of the prior art, the aim of the present invention is to provide a method for controlling a hybrid vehicle equipped with • at least one electric motor capable of delivering a first operating torque that varies between a first minimum torque and a first maximum torque; • at least one internal combustion engine powered by at least one of fossil fuels, biofuels and synthetic fuels and capable of delivering a second operating torque variable between a second minimum torque and a second maximum torque; • at least one control unit that is electronically connected to the electric motor and electrically connected to the combustion engine; • at least one electricity supply unit; to include the following steps • Evidence of the presence of at least one biofuel; • Determination of at least one reference value for at least one parameter associated with the internal combustion engine; • Determining at least one value at a current time for at least one parameter associated with the combustion engine; • Comparing the reference value of at least one parameter associated with the internal combustion engine with the value at a current time associated with at least one parameter of the internal combustion engine; • Determination of a reference value for at least one electrical parameter associated with the electricity supply unit; • Determination of the value of at least one electrical parameter associated with the electricity supply unit available at a current time; • comparing the value of at least one electrical parameter associated with the available electricity supply unit at a current time with the reference value of at least one electrical parameter associated with the electricity supply unit; • Perform an action. BRIEF DESCRIPTION OF THE DRAWINGS Fig. - Structure of the hybrid vehicle management system. Fig. - Example of a hybrid vehicle. Fig. - Example of a hybrid vehicle. Fig. - Example of a hybrid vehicle. Fig. - Example of a hybrid vehicle. Fig. - Example of a hybrid vehicle. Fig. - Example of a hybrid vehicle. Fig. - Example of a hybrid vehicle. DETAILED DESCRIPTION OF THE DRAWINGS

[0043] Hybrid vehicles are part of the electrified vehicles segment, i.e. a segment that includes pure electric vehicles, hybrids and mild hybrids, and is capable of reducing fuel consumption and pollutant emissions from the combustion of fossil fuels.

[0044] Hybrid electric vehicles (HEVs) are models in which the car itself decides when to use the electric drive or the combustion engine. During low-speed maneuvers, the electric system is activated; when more power and speed are required, the combustion engine comes into play.

[0045] Also within the hybrid vehicle category are plug-in models, also known as PHEVs. In these cases, the main feature is the ability to charge the vehicle from a wall outlet, just like a 100% electric car. In this case, the electric motor is also capable of driving the wheels and can be used in more demanding driving conditions. The average range can reach 50 km, and the driver can choose when to activate the system.

[0046] The main feature of a mild hybrid vehicle (MHEV) is that, unlike conventional hybrid cars, the electric drivetrain is not capable of driving the wheels itself. In this case, the vehicles have an electric generator that is used for tasks such as starting the engine, activating and engaging the electrical systems, or even maintaining cruising speed. The electric motor provides at most a momentary assist by slightly increasing power and torque under certain conditions, such as overtaking and restarting (e.g., by increasing peak power from 150 hp to 160 hp). Instead of an electric motor capable of moving the wheels independently, a mild hybrid car has a small electric generator that also serves as an alternator and is capable of charging an auxiliary battery, which can be 12 V or 48 V.This battery, by the way, is used to start the combustion engine, maintain cruising speed, and power secondary electrical systems (with this less crucial function, the battery in mild hybrids is significantly smaller and even resembles conventional batteries).

[0047] However, all types of hybrid vehicles have one thing in common: the presence of an internal combustion engine. Internal combustion engines, in which a significant number of moving parts, such as pistons, move within the cylinders, a situation in which potential friction between these parts can be extremely damaging and requires a film or layer of lubricating oil to keep the parts slightly apart as they interact with each other.

[0048] As mentioned in the prior art, a more viscous (thicker) oil has a higher resistance to move between the engine parts, i.e. it is more difficult to drain, but has a greater capacity to remain between two moving parts and form the protective film.

[0049] In this sense, describes how Fig. As can be seen, the present invention provides a hybrid vehicle management method for controlling the operation of electric and internal combustion engines to prevent the degradation of lubricating oil due to fuel contamination, taking into account the condition of the fuel, the battery and the engine load regime.

[0050] Accordingly, the present invention discloses a hybrid vehicle management method equipped with • at least one electric motor 3 capable of generating a first operating torque that varies between a first minimum torque and a first maximum torque; • at least one internal combustion engine 1 powered by at least one fuel selected from the group consisting of fossil fuels, biofuels and synthetic fuels and capable of providing a second variable operating torque between a second minimum torque and a second maximum torque; • at least one control unit which is electronically connected to the electric motor 3 and electrically connected to the combustion engine 1; • at least one electricity supply unit 6; the method comprises the following steps, • Evidence of the presence of at least one biofuel; • Determining at least one reference value for at least one parameter associated with the internal combustion engine 1; • Determining at least one value of at least one parameter at a current time associated with the internal combustion engine 1; • Comparing the reference value of at least one parameter associated with the internal combustion engine 1 with the value at a current time associated with at least one parameter associated with the internal combustion engine 1; • Determination of a reference value for at least one electrical parameter associated with the electricity supply unit; • Determining a value of at least one electrical parameter associated with the electricity supply unit 6 that is available at a current time; • comparing the value of at least one electrical parameter associated with the available electricity supply unit 6 at a current time with the reference value of at least one electrical parameter associated with the electricity supply unit 6; • Perform an action.

[0051] The electric motor 3 and the combustion engine 1 can be coupled to each other by means of at least one clutch 7.

[0052] The second minimum torque is the minimum torque at which the combustion engine can be kept running to compensate for power losses. It can also be referred to as loss torque. Additionally, it can be used to provide a suitable charge level for the electrical supply unit 6.

[0053] Detecting the presence of at least one biofuel involves identifying biofuels (preferably ethanol) using an oxygen sensor or an ethanol sensor, whichever is more accurate. Oil contamination or deterioration is more pronounced with high ethanol content in the fuel.

[0054] A reference value of at least one parameter assigned to the internal combustion engine 1 is understood to mean, for example, at least one value from the range of fuel temperature, cooling water temperature, lubricating oil quality or temperature, which may be more than one parameter and is not limited to these.

[0055] The step of determining at least one value at a current time of at least one parameter associated with the internal combustion engine 1 can be performed either by mathematical calculations and modeling or by reading data from sensors and the like, for example ethanol sensor (direct reading) or oxygen sensor (reactive).

[0056] At least one electrical parameter associated with the power supply unit 6 is understood as a minimum voltage value, a minimum state of charge, or a minimum electrical power for operating the electric motor 3. The power supply unit 6 can be defined as a battery. It is coupled to a frequency converter 5.

[0057] An electrical parameter associated with the available electricity supply unit 6 is understood to be a value of the voltage, state of charge or electrical power available from the battery 6.

[0058] The comparison steps can be carried out sequentially, but also simultaneously or even inverted.

[0059] The present invention also discloses a hybrid vehicle management method, wherein the step of determining at least one reference value of at least one parameter associated with the internal combustion engine 1 comprises at least one parameter associated with at least one of the following parameters • Concentration of biofuel in the fuel; • Fuel temperature in the fuel distribution device; • Temperature of the cooling liquid of the internal combustion engine 1; • Viscosity of the lubricating fluid of the internal combustion engine 1; • Temperature of the lubricating fluid of the internal combustion engine 1.

[0060] A fuel distribution device is a fuel gallery.

[0061] The coolant temperature of the internal combustion engine 1 can be used to determine the temperature of the lubricating fluid (oil). This becomes mandatory if no oil quality and / or temperature sensors are present.

[0062] The viscosity of the lubricating fluid of the internal combustion engine 1 can be determined by using an oil quality sensor or by mathematical modeling.

[0063] The present invention also describes a hybrid vehicle management method, wherein the step of determining at least one value at a current time of at least one of at least one parameters associated with the internal combustion engine 1 comprises determining at least one value at a current time of at least one of at least one parameters associated with the internal combustion engine 1 by means of an ethanol sensor.

[0064] Furthermore, the present invention describes a hybrid vehicle management method such that the step of determining at least one value at a current time of at least one of at least one parameters associated with the internal combustion engine 1 comprises determining at least one value at a current time of at least one of at least one parameters associated with the internal combustion engine 1 by means of an oxygen sensor.

[0065] The present invention also describes a hybrid vehicle management method, wherein the step of determining at least one value at a current time of at least one parameter associated with the internal combustion engine 1 comprises a step of calculating at least one value at a current time of at least one parameter associated with the internal combustion engine 1.

[0066] The present invention also provides a hybrid vehicle management method, wherein the step of determining at least one reference value of at least one parameter associated with the internal combustion engine 1 and the step of determining at least one reference value of at least one electrical parameter associated with the electricity supply unit 6 comprise a process of inputting at least one reference value of at least one parameter associated with the internal combustion engine 1 and inputting at least one reference value of at least one electrical parameter associated with the electricity supply unit 6 to the control unit.

[0067] The present invention also describes a hybrid vehicle management method, wherein the step of comparing the reference value of at least one parameter associated with the internal combustion engine 1 with the value of at least one parameter associated with the internal combustion engine 1 present at a current time and the step of comparing the value of at least one electrical parameter associated with the electricity supply unit 6 present at a current time with the reference value of at least one electrical parameter associated with the electricity supply unit 6 comprise an action for processing the comparison in the control unit.

[0068] The present invention further describes a hybrid vehicle management method, in which the step of determining a reference value of at least one parameter associated with the internal combustion engine 1 comprises measuring at least one value at a current time of at least one parameter associated with the internal combustion engine 1, and the step of determining a value of at least one electrical parameter associated with the electrical supply unit 6 and available at a current time comprises measuring at least one value at a current time of at least one electrical parameter to be supplied and associated with the electrical supply unit 6.

[0069] The present invention also represents a hybrid vehicle management method in which the step of determining a reference value of at least one parameter associated with the internal combustion engine 1 comprises calculating at least one value at a current time of at least one parameter associated with the internal combustion engine 1, and the step of determining a value of at least one electrical parameter associated with the electrical supply unit 6 and available at a current time comprises calculating at least one value at a current time of at least one electrical parameter to be supplied and associated with the electrical supply unit 6.

[0070] The present invention also discloses a hybrid vehicle management method, wherein the step of performing an action comprises an action between providing a second minimum torque and a second torque that is greater than the second minimum torque and less than or equal to the second maximum torque.

[0071] The present invention also discloses a method for hybrid vehicle management, wherein the step of performing an action comprises performing at least one action between • Switching on the electric motor (3); • Switching off the electric motor (3); • Switching on the combustion engine (1); • Switching off the combustion engine (1) includes.

[0072] The present invention also includes a hybrid vehicle management method in which the electric motor 3 is mechanically connected to at least one wheel. Such an embodiment is described in Fig. to see.

[0073] The present invention even represents a hybrid vehicle management method in which the internal combustion engine 1 is mechanically connected to at least one wheel. This embodiment is shown in Fig. 5 can be seen.

[0074] The present invention also provides a hybrid vehicle management method in which the electric motor 3 and the internal combustion engine 1 are mechanically connected to at least the same wheel. This association can be achieved directly or through axles, constant velocity joints, and / or propeller shafts.

[0075] The present invention also introduces a hybrid vehicle management method in which the internal combustion engine 1 is mechanically connected to at least one electricity generation unit 8. This electricity generation unit 8 is a generator and is electrically connected to a frequency converter 5.

[0076] Furthermore, the present invention also discloses a hybrid vehicle management method in which the biofuel comprises any fuel composition provided with ethanol.

[0077] The steps, which include actions such as calculating, processing, and comparing, must be performed by a vehicle parameter processing control unit 50, which is preferably responsible for the intelligence of the engine as a whole. This control unit can include both the ECU (Electronic Control Unit 11 - responsible for the electronic control of the entire operation of the internal combustion engine 111, as well as the torque structure 114, starting 112, and switching between engines 113) and an exclusive unit dedicated solely to battery management 31.

[0078] Thus, the present invention achieves the objective of providing a hybrid vehicle management method for controlling the operation of electric and internal combustion engines to prevent the degradation of lubricating oil by fuel contamination, taking into account the condition of the fuel, the battery, and the engine load regime. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 5104822 [0037, 0038, 0039]

Claims

[1] Method for controlling a hybrid vehicle equipped with • at least one electric motor (3) capable of generating a first operating torque that fluctuates between a first minimum torque and a first maximum torque; • at least one internal combustion engine (1) powered by at least one fuel selected from the group consisting of fossil fuels, biofuels and synthetic fuels and capable of delivering a second operating torque variable between a second minimum torque and a second maximum torque; • at least one control unit which is electronically connected to the electric motor (3) and electrically connected to the combustion engine (1); • at least one electricity supply unit (6); characterized by that it includes the following steps • Evidence of the presence of at least one biofuel; • Determination of at least one reference value for at least one parameter of the internal combustion engine (1); • Determining at least one value at a current time of at least one parameter associated with the internal combustion engine (1); • Comparison of the reference value of at least one parameter of the internal combustion engine (1) with the value of at least one parameter of the internal combustion engine (1) at the current time; • Determining a reference value for at least one electrical parameter associated with the electricity supply unit (6); • Determining a value of at least one electrical parameter connected to the electricity supply unit (6) and available at a current time; • comparing the value of at least one electrical parameter associated with the available electricity supply unit (6) at a current time with the reference value of at least one electrical parameter associated with the electricity supply unit (6); • Perform an action. [2] Hybrid vehicle management method according to claim 1, characterized by that the step of determining at least one reference value for at least one parameter associated with the internal combustion engine (1) comprises at least one parameter relating to at least one of the following • Concentration of biofuel in the fuel; • Fuel temperature in the fuel distribution device; • Temperature of the coolant of the internal combustion engine (1); • Viscosity of the lubricating fluid of the internal combustion engine (1); • Temperature of the lubricating fluid of the combustion engine (1). [3] Hybrid vehicle management method according to claim 1, characterized by in that the step of determining at least one value at a current time of at least one parameter of at least one parameter associated with the internal combustion engine (1) comprises determining at least one value at a current time of at least one parameter of at least one parameter associated with the internal combustion engine (1) by means of an ethanol sensor. [4] Hybrid vehicle management method according to claim 1, characterized byin that the step of determining at least one value at a current time of at least one parameter of at least one parameter associated with the internal combustion engine (1) comprises determining at least one value at a current time of at least one parameter of at least one parameter associated with the internal combustion engine (1) by means of an oxygen sensor. [5] Hybrid vehicle management method according to claim 1, characterized by in that the step of determining at least one value at a current time of at least one parameter associated with the internal combustion engine (1) comprises a step of calculating at least one value at a current time of at least one parameter associated with the internal combustion engine (1). [6] Hybrid vehicle management method according to claim 1, characterized bythat the step of determining at least one reference value of at least one parameter assigned to the internal combustion engine (1) and the step of determining at least one reference value of at least one electrical parameter to be supplied and assigned to the electricity supply unit (6) comprise a process of inputting at least one reference value of at least one parameter assigned to the internal combustion engine (1) and inputting at least one reference value of at least one electrical parameter to be supplied and assigned to the electricity supply unit (6) into the control unit. [7] A method for managing hybrid vehicles according to claim 1, characterized bythat the step of comparing the reference value of at least one parameter associated with the internal combustion engine (1) with the value of at least one parameter associated with the internal combustion engine (1) at a current time and the step of comparing the value of at least one electrical parameter associated with the electricity supply unit (6) that is available at a current time with the reference value of at least one electrical parameter associated with the electricity supply unit (6) comprise an action of processing the comparison in the control unit. [8] Method for controlling hybrid vehicles according to claim 1, characterized in that the step of determining a reference value of at least one parameter associated with the internal combustion engine (1) comprises measuring at least one value at a current time of at least one parameter associated with the internal combustion engine (1), and the step of determining a value of at least one electrical parameter connected to the electricity supply unit (6) available at a current time comprises measuring at least one value at a current time of at least one electrical parameter to be supplied, which is connected to the electricity supply unit (6). [9] A method for controlling hybrid vehicles according to claim 1, characterized in that the step of determining a reference value of at least one parameter associated with the internal combustion engine (1) comprises calculating at least one value at a current time of at least one parameter associated with the internal combustion engine (1), and the step of determining a value of at least one electrical parameter connected to the electricity supply unit (6) and available at a current time comprises calculating at least one value at a current time of at least one electrical parameter to be supplied and connected to the electricity supply unit (6). [10] Hybrid vehicle management method according to claim 1, characterized bythat the step of performing an action comprises an action between providing a second minimum torque and a second torque that is greater than the second minimum torque and less than or equal to the second maximum torque. [11] Hybrid vehicle management method according to claim 1, characterized by that the step of performing an action is the performance of at least one act between • Switching on the electric motor (3); • Switching off the electric motor (3); • Switching on the combustion engine (1); • Switch off the combustion engine (1). [12] Hybrid vehicle management method according to claim 1, characterized by that the electric motor (3) is mechanically connected to at least one wheel. [13] Hybrid vehicle management method according to claim 1, characterized by that the combustion engine (1) is mechanically connected to at least one wheel. [14] Hybrid vehicle management method according to claim 1, characterized by that the electric motor (3) and the combustion engine (1) are mechanically connected to at least one of the same wheels. [15] Hybrid vehicle management method according to claim 1, characterized by that the internal combustion engine (1) is mechanically connected to at least one electricity generation unit (7). [16] Hybrid vehicle management method according to one of the preceding claims, characterized by that the biofuel comprises any fuel composition containing ethanol.

Images