Method for controlling the use of driver assistance functions in a vehicle having an at least partly electric powertrain, and computer program product, control device and vehicle

Abstract

The invention relates to a control method implemented in a land vehicle which comprises a powertrain having an electric motor and is controlled by a control device having forward and reverse driving positions which are associated with opposite theoretical directions of travel respectively, and to at least one driver assistance function making it possible to set a speed limit. This method comprises a step (10-30) in which, when the driver assistance function is used and the vehicle has an actual direction of travel opposite to the theoretical direction of travel associated with the current position of the control device, the driver assistance function is inhibited.

Description

DESCRIPTION METHOD FOR CONTROLLING THE USE OF DRIVING AID FUNCTION(S) IN AN AT LEAST PARTIALLY ELECTRIC GMP VEHICLE, AS WELL AS COMPUTER PROGRAM PRODUCT, CONTROL DEVICE AND VEHICLE 5 The present invention claims priority from French application No. 2301415 filed on 02 / 15 / 2023, the content of which (text, drawings and claims) is incorporated herein by reference. Technical field of the invention 10

[0001] The invention relates to vehicles comprising an all-electric or hybrid powertrain (or GMP) and at least one driving assistance function making it possible to establish a speed limit, and more specifically to control the use of such a driving assistance function. 15 State of the art

[0002] Certain vehicles, possibly of the automobile type, include an all-electric or hybrid (thermal and electric) powertrain (or GMP) and controlled by a control device having forward and reverse gear positions associated respectively with directions of 2 0 opposite theoretical movements (forward and backward). This control device is generally a gear lever which is operated by the driver of the vehicle and which allows to configure a gearbox of the GMP, to which the (one) electric motor of the GMP can be coupled by a coupling device. 25

[0003] In general, due to the technology of the electric motor (and unlike the thermal engine), there is no need to provide in the GMP a reduction gear which reverses the direction of rotation between the electric motor and the drive wheels. In an all-electric circulation phase, the forward movement of the vehicle is ensured by a so-called positive torque 3 0 provided by the electric motor, while the reverse gear of the vehicle can be ensured by a so-called negative torque which induces a negative speed of the electric motor or by a mechanical torque inverter.

[0004] The land vehicles presented above may include at least one driving assistance function (or ADAS ("Advanced Driver Assistance System")) which allows a speed limit to be set, such as a speed limitation function or a speed restriction function. This type of driving assistance function interacts with the powertrain for speed management and / or longitudinal acceleration purposes by imposing a maximum torque on it.

[0005] Historically, the driving assistance functions mentioned above have a GMP control convention according to which a positive torque is a torque that accelerates the vehicle regardless of its actual direction of travel, while a negative torque is a torque that brakes the vehicle regardless of its actual direction of travel. However, the GMP supervision computer, which determines in particular the torque instructions intended for the computers controlling each GMP prime mover and the gearbox, does not use the same control convention as the aforementioned driving assistance devices (we often speak of different torque references). Indeed, the GMP supervision computer takes into account the actual direction of travel of the vehicle, which can sometimes be opposite to the theoretical direction of travel which is associated with the current position of the control device.

[0006] As long as the actual direction of travel of the vehicle is identical to the current theoretical direction of travel, there is no conflict between the GMP supervision computer and a driving assistance function allowing a speed limit to be established.

[0007] On the other hand, when the actual direction of travel of the vehicle is opposite to the current theoretical direction of travel, a conflict arises between the GMP supervision computer and the driving assistance function allowing a speed limit to be set. This latter conflict situation can occur in particular when the control device is in its forward position while the vehicle is oriented in the direction of travel. uphill and is moving backward by gravity, or when the control device is in its reverse position while the vehicle is facing downhill and is moving forward (descending) by gravity. Such conflicting situations may cause abnormal movements and / or abnormal reactions of the vehicle which may surprise the driver and / or prove potentially dangerous for the vehicle and / or the vehicle's environment.

[0008] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0009] For this purpose, it proposes in particular a control method intended to be implemented in a vehicle comprising, on the one hand, a powertrain with an electric motor and controlled by a control device having forward and reverse gear positions associated respectively with opposite theoretical directions of movement of the vehicle, and, on the other hand, at least one driving assistance function making it possible to establish a speed limit.

[0010] This control method is characterized by the fact that it comprises a step in which, when the (each) driving assistance function is used and the vehicle has an actual direction of travel opposite to the theoretical direction of travel associated with the current position of the control device, this (each) driving assistance function is inhibited.

[0011] This temporary inhibition, when the actual direction of movement is opposite to the current theoretical direction of movement, ensures that there is no longer any conflict between the GMP supervision computer and the (each) driving assistance function, and therefore that there is no longer any risk of abnormal movement and / or abnormal reaction of the vehicle.

[0012] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0013] - in a first embodiment, in its step, it is possible to inhibit the (each) driving assistance function by temporarily prohibiting its use;

[0014] - in a second embodiment, in its step, it is possible to inhibit the (each) driving assistance function by imposing a chosen speed limit on the latter;

[0015] - in this second embodiment, in its step, the chosen speed limit can be between 190 km / h and 300 km / h;

[0016] - in the presence of the last sub-option, in its step, the chosen speed limit can be equal to 255 km / h.

[0017] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a vehicle comprising, on the one hand, a powertrain with an electric motor and controlled by a control device having forward and reverse gear positions associated respectively with opposite theoretical directions of movement of the vehicle, and, on the other hand, at least one driving assistance function making it possible to establish a speed limit, to control the use of the (each) driving assistance function.

[0018] The invention also proposes a control device intended to equip a vehicle comprising, on the one hand, a powertrain with an electric motor and controlled by a control device having forward and reverse gear positions associated respectively with opposite theoretical directions of movement of the vehicle, and, on the other hand, at least one driving assistance function making it possible to establish a speed limit.

[0019] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, when the (each) driving assistance function is used and the vehicle has an actual direction of movement opposite to the theoretical direction of movement associated with the current position of the driving assistance device, of: command, to trigger an inhibition of this (each) driving assistance function.

[0020] The invention also proposes a vehicle, possibly of the automobile type, and comprising, on the one hand, a powertrain with an electric motor and controlled by a control device having forward and reverse gear positions associated respectively with opposite theoretical directions of movement of the vehicle, and at least one driving assistance function making it possible to establish a speed limit, and, on the other hand, a control device of the type presented above.

[0021] For example, the powertrain may also include a thermal engine. Brief description of the figures

[0022] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0023] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a control device according to the invention and a hybrid GMP transmission chain and associated with a supervision computer,

[0024] [Fig. 2] schematically and functionally illustrates an exemplary embodiment of a supervision computer comprising an exemplary embodiment of a control device according to the invention, and

[0025] [Fig. 3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0026] The invention aims in particular to propose a control method, and an associated control device DC3, intended to enable control of the use of at least one driving assistance function fac enabling a speed limit vl to be established in a land vehicle V comprising a all-electric or hybrid (thermal and electric) powertrain (or GMP).

[0027] In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. It is for example a car, as illustrated in Figure 1. But the invention is not limited to this type of land vehicle. It relates in fact to any type of land vehicle comprising an all-electric or hybrid (thermal and electric) GMP transmission chain and having at least one driving assistance function (or ADAS) making it possible to establish a speed limit. Thus, it relates in particular to utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and tracked vehicles, for example.

[0028] Furthermore, it is considered in the following, by way of non-limiting example, that the GMP is hybrid (thermal and electric). But the invention is not limited to this type of GMP. It also concerns all-electric GMPs, and therefore comprising at least one electric motor associated with at least one rechargeable battery (called main or traction) or a fuel cell (for example hydrogen). In general, the invention concerns all GMPs equipped with at least one electric motor / generator.

[0029] Figure 1 schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (and therefore in particular a thermal motor MMT and an electric motor MME), a supervision computer CS, a rechargeable battery BA, and a control device DC3 according to the invention.

[0030] As illustrated, the transmission chain also comprises, here, a motor shaft AM, a first coupling device DC1, a second coupling device DC2, a gearbox BV associated with a control device DC4, and a transmission shaft AT.

[0031] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0032] The thermal engine MMT comprises a crankshaft (not shown) which is fixedly secured to the engine shaft AM in order to drive the latter (AM) in rotation. This thermal engine MMT is capable of operating according to a first speed to provide a first torque, on command from the supervision computer CS. In addition, it (MMT) is capable of being coupled to the gearbox BV, having a second speed as input, via at least the first coupling device DC1. The latter (DC1) is capable of delivering a second torque from the first torque, in particular for at least one train T1 of driving wheels, when it is in its coupled position and therefore when it couples the thermal engine MMT to the gearbox BV. This second torque is defined by a clutch torque setpoint which is determined by the supervision computer CS.

[0033] It should be noted that the operation of the MMT thermal motor is controlled either by a speed setpoint when the first coupling device DC1 is sliding, or by a torque setpoint when the first coupling device DC1 is in its coupling position (or closed), the speed or torque setpoint being determined by the CS supervision computer.

[0034] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0035] Also for example, the train T 1 can be located in the front part PW of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) DV. But in a variant this train T 1 could be the one referenced T2 which is located in the rear part PRV of the vehicle V.

[0036] The electric motor MME is, here, installed between the first coupling device DC1 and the gearbox BV, and is capable of providing a third torque, defined by a torque setpoint determined by the supervision computer CS.

[0037] When the first coupling device DC1 has been placed in its coupled state (or fully closed) and the thermal motor MMT is in operation (and therefore at a first non-zero speed to provide the first torque), the first coupling device DC1 delivers a second torque which is added to a possible third torque supplied, upstream of the gearbox BV, by the electric motor MME when it is supplied with electrical energy by the rechargeable battery BA. When the first coupling device DC1 has been placed in its decoupled (or completely open) state, only the electric motor MME can supply a third torque upstream of the gearbox BV in a purely electric driving phase.

[0038] The electric motor MME is also arranged, in a recharging phase, so as to recharge the associated rechargeable battery BA in the presence of the second torque. More precisely, it (MME) is capable in a recharging phase of producing from the second torque (from the first coupling device DC1) a third torque which has a negative value opposite to that of the first torque (supplied by the thermal motor MMT) to recharge the associated rechargeable battery BA. It will be noted that it (MME) can also recharge the rechargeable battery BA by producing a negative torque, in a regenerative (or regenerative) braking phase.

[0039] For example, the BA rechargeable battery can be of the cellular type. In this case, it includes electrical energy storage cells, possibly electrochemical (such as lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd cells). Also, for example, this BA rechargeable battery can be of the 450 V type. But this is not an obligation. Indeed, it could alternatively be of the 48 V or 600 V type, for example.

[0040] The gearbox BV is automated and configurable by the associated control device DC4. This control device DC4 has in particular a forward gear position associated with a theoretical forward direction of movement sdt1 of the vehicle V and a reverse gear position associated with a theoretical backward direction of movement sdt2 of the vehicle V. These two theoretical directions of movement sdtj (j = 1 or 2) are therefore opposed to each other. For example, the control device DC4 can be a gear lever which is actuated by the driver of the vehicle V.

[0041] Also for example, the BV gearbox can be of the so-called "double clutch (or DCT)" type. But the invention is not limited to this type of gearbox.

[0042] It will be noted that in the example illustrated non-limitingly in Figure 1 the transmission chain also includes a second coupling device DC2 installed downstream of the first coupling device DC1 and electric motor MME and upstream of the gearbox BV. But this is not an obligation.

[0043] It will also be noted that in the example illustrated non-limitingly in Figure 1 the first coupling device DC1, the second coupling device DC2, the electric motor MME and the gearbox BV are part of a gearbox assembly EBV. But this is not an obligation.

[0044] The vehicle V also has at least one driving assistance function fac for setting a speed limit. For example, each driving assistance function fac can be chosen from a speed limitation function and a speed restriction function. It should be noted that each driving assistance function fac can be implemented by at least one computer on board the vehicle V, as well as at least one electronic component or equipment.

[0045] As mentioned above, the invention proposes in particular a control method intended to enable the control of the use of at least one driving assistance function fac enabling a speed limit vl to be established, for example chosen (or selected) by the driver (or user) of the vehicle V.

[0046] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in Figures 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This control device DC3 can therefore be implemented in the form of a combination of circuits or components electrical or electronic (or "hardware") and software modules (or "software"). For example, this could be a microcontroller.

[0047] The MD memory is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0048] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC3 could include its own dedicated computer, which is then coupled to the supervision computer CS, or could be part of another computer on board the vehicle V and providing at least one other function, for example.

[0049] As illustrated non-limitingly in Figure 3, the (control) method according to the invention comprises a step 10-30 which is implemented each time at least one driving assistance function fac (making it possible to set a speed limit vl) is used (or activated) in the vehicle V.

[0050] Step 10-30 of the method comprises a sub-step 30 in which, when a driving assistance function fac (allowing a speed limit vl to be set) is used and the vehicle V has an actual direction of travel sde which is opposite to the theoretical direction of travel sdtj associated with the current position of the control device DC4, this driving assistance function fac is inhibited (the control device DC3 triggers the inhibition of).

[0051] Thanks to this temporary inhibition, when the actual direction of movement sde is opposite to the current theoretical direction of movement sdtj, there is no longer any risk of conflict between the supervision computer CS and the (each) driving assistance function fac, and therefore there is no longer any risk of abnormal movement and / or abnormal reaction of the vehicle V, which improves the driving comfort. driving and enhances the safety of passengers in the vehicle V and of living beings and objects present in its environment (V).

[0052] For example, and as illustrated non-limitingly in Figure 3, step 10-30 of the method may comprise a sub-step 10 in which one (the control device DC3) can determine from a computer on board the vehicle V the actual direction of movement sde of the latter (V) and the theoretical direction of movement sdtj which is associated with the current position of the control device DC4. Then, in a sub-step 20 of step 10-30 one (the control device DC3) can determine whether this determined actual direction of movement sde is opposite to the determined theoretical direction of movement sdtj. If not, one (the control device DC3) performs sub-step 10 again. If so, one (the control device DC3) performs sub-step 30 in order to inhibit the (each) driving assistance function fac.It will be understood that as soon as the actual direction of movement sde determined becomes identical to the theoretical direction of movement sdtj determined, the (each) driving assistance function fac previously inhibited is disinhibited (the control device DC3).

[0053] At least two embodiments can be envisaged for carrying out the inhibition.

[0054] In a first embodiment, in sub-step 30, it is possible to inhibit (the control device DC3 can trigger the inhibition of) the (each) driving assistance function fac by temporarily prohibiting its use. It will be understood that in this first embodiment, as soon as the determined actual direction of movement sde becomes identical to the determined theoretical direction of movement sdtj, it (the control device DC3) reauthorizes the use (or activation) of the (each) driving assistance function fac.

[0055] In a second embodiment, in sub-step 30 it is possible to inhibit (the control device DC3 can trigger the inhibition of) the (each) driving assistance function fac by imposing on the latter (fac) a chosen limit speed vie. It will be understood that this chosen limit speed vie is very high compared to the current speed of the vehicle V, and also preference higher than the maximum speed that the vehicle V can offer, to avoid any risk that the latter (V) could reach the limit speed vl previously chosen for the driving assistance function fac considered.

[0056] For example, the chosen speed limit for life can be between 190 km / h and 300 km / h. This depends, for example, on the power of the vehicle's GMP V and / or current regulations. As an illustrative example, the chosen speed limit for life can be equal to 255 km / h.

[0057] In this second embodiment, as soon as the actual direction of movement sde determined becomes identical to the theoretical direction of movement sdtj determined, we (the control device DC3) re-authorize the use of the limit speed vl previously in force before inhibition by use of the chosen limit speed vie.

[0058] The invention offers several advantages including:

[0059] - an improvement in driving pleasure,

[0060] - robustness of the control strategies of the driving assistance functions fac allowing the establishment of a speed limit vl,

[0061] - the possibility of having strategies for controlling the driving assistance functions fac allowing the establishment of a speed limit vl which are identical whatever the type of GMP (purely thermal, hybrid, or purely electric) and whatever the way of carrying out reverse gear (reversing the gear ratio or reversing the direction of rotation of the electric motor MME).

[0062] - the end of the occurrence of a fault causing the vehicle V to increase its speed,

[0063] - better readability of strategies by users of vehicle V.

[0064] It will also be noted, as illustrated non-limitingly in Figure 2, that the supervision computer CS (or the computer of the control device DC3) can also include a mass memory MM1, in particular for storing the actual movement directions sde and theoretical movement directions sdtj in progress, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the computer of the control device DC3) can also comprise an input interface IE for receiving at least the actual direction of movement sde and the theoretical direction of movement sdtj in progress, to use them in calculations or processing, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2. In addition, this supervision computer CS (or the computer of the control device DC3) can also comprise an output interface IS, in particular for delivering each message of inhibition of a driving assistance function fac making it possible to establish a speed limit vl and each message of end of inhibition of a driving assistance function fac making it possible to establish a speed limit vl.

[0065] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the use of the (each) driving assistance function fac making it possible to establish a speed limit vl in the vehicle V.

Claims

CLAIMS

1. Control method for a land vehicle (V) comprising i) a powertrain with an electric motor (MME) and controlled by a control device (DC4) having forward and reverse positions associated respectively with opposite theoretical directions of movement of said vehicle (V), and ii) at least one driving assistance function making it possible to establish a speed limit, characterized in that it comprises a step (10-30) in which, when said driving assistance function is used and said vehicle (V) has an actual direction of movement opposite to the theoretical direction of movement associated with the current position of said control device (DC4), said driving assistance function is inhibited.

2. Method according to claim 1, characterized in that in said step (10-30) said driving assistance function is inhibited by temporarily prohibiting its use.

3. Method according to claim 1, characterized in that in said step (10-30) said driving assistance function is inhibited by imposing a chosen speed limit on the latter.

4. Method according to claim 3, characterized in that in said step (10-30) said chosen limit speed is between 190 km / h and 300 km / h.

5. Method according to claim 4, characterized in that in said step (10-30) said chosen limit speed is equal to 255 km / h.

6. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 5, in a land vehicle (V) comprising i) a powertrain with an electric motor (MME) and controlled by a control device (DC4) having forward and reverse gear positions associated respectively with opposite theoretical directions of movement of said vehicle (V), and ii) at least one driving assistance function making it possible to establish a speed limit, to control the use of said driving assistance function.

7. Control device (DC3) for a land vehicle (V) comprising i) a powertrain with an electric motor (MME) and controlled by a control device (DC4) having forward and reverse positions associated respectively with opposite theoretical directions of movement of said vehicle (V), and ii) at least one driving assistance function making it possible to establish a speed limit, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when said driving assistance function is used and said vehicle (V) has an actual direction of movement opposite to the theoretical direction of movement associated with the current position of said control device (DC4), in triggering an inhibition of said driving assistance function.

8. Land vehicle (V) comprising i) a powertrain with an electric motor (MME) and controlled by a control device (DC4) having forward and reverse gear positions associated respectively with opposite theoretical directions of movement of said vehicle (V), and ii) at least one driving assistance function making it possible to establish a speed limit, characterized in that it further comprises a control device (DC4) according to claim 7.

9. Land vehicle according to claim 8, characterized in that said powertrain further comprises a thermal motor machine (MMT).

10. Land vehicle according to claim 8 or 9, characterized in that it is of the automobile type.

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