MULTI-CONDITION MONITORING OF AN AUTOMATIC VEHICLE PARKING FUNCTION

Abstract

A monitoring method is implemented in a vehicle comprising an electric drive providing an estimable output torque, and an automatic parking function requiring the supply of output torques to park it automatically. This method includes a step (10-30) in which the use of the automatic parking function is prohibited when at least two conditions are met, chosen from among: exceeding a first threshold by a difference between a required output torque and an estimated output torque, exceeding a second threshold by an estimate of the vehicle acceleration that the required output torque will cause, the required output torque not belonging to a torque range, a request to put a supervisory computer to sleep has been generated, and a current vehicle speed not belonging to a speed range. Fig. 3

Description

Title of the invention: MULTI-CONDITION MONITORING OF AN AUTOMATIC PARKING FUNCTION OF A VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising an automatic parking function, and more specifically to the monitoring within such vehicles of the operation of such a function. State of the art

[0002] Certain vehicles, possibly of the automobile type, include controllable steering, a controllable braking system, an electric drive machine forming part of a powertrain (or PWM) and providing estimable output torque, and an automatic parking function requiring the provision of successive output torques and controlling the braking and steering systems to automatically park the vehicle. It should be noted that the electric drive machine produces its output torque from electrical energy supplied by an on-board electrical energy source in the vehicle, such as a main (or traction) battery or a fuel cell.

[0003] When the driver of a vehicle decides to activate the automatic parking function of the latter, a piece of equipment in the vehicle, generally the powertrain control unit, monitors this automatic parking function to prevent an incident from occurring, which could cause damage to the vehicle and / or another vehicle located in the immediate vicinity of it and / or cause injury to a person (passenger or pedestrian) and / or a loss of confidence of the driver in this automatic parking function.

[0004] Currently, this monitoring consists only of comparing to a chosen threshold a difference between the output torque required by the automatic parking function and an estimate of the output torque actually delivered at the output of the electric motor machine, and, when this difference is greater than this threshold, of temporarily prohibiting the use of the automatic parking function.

[0005] During automatic parking, the automatic parking function triggers the braking system at selected times, and therefore the aforementioned monitoring, while essential, is not sufficient to verify that the automatic parking function is working correctly. Indeed, the aforementioned monitoring does not mean that the so-called "wheel torque" is monitored (i.e., the torque at the wheel). (i.e. actually received by each wheel), because when the automatic parking function triggers an actuation of the braking system on a wheel, the torque at the output of the electric drive machine no longer reaches that wheel completely since part of this torque is taken up by the braking system.

[0006] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0007] In particular, it proposes for this purpose a monitoring method, on the one hand, intended to be implemented in a vehicle comprising controllable steering and braking systems, an electric drive machine providing an estimable output torque, and an automatic parking function designed to require the supply of successive output torques and to control the braking system and steering to park the vehicle automatically, and, on the other hand, comprising a step in which, when a difference between a required output torque and an estimate of the output torque is greater than a first chosen threshold, the use of the automatic parking function is temporarily prohibited.

[0008] This monitoring method is characterized by the fact that, in its stage, the use of the automatic parking function is also temporarily prohibited when at least one condition chosen from:

[0009] - an exceedance of a second threshold chosen by an estimation of an acceleration of the which vehicle will produce the required output torque,

[0010] - a non-membership of the required output pair within a chosen interval of pairs,

[0011] - a request to put a machine monitoring computer to sleep Electric power was generated in the vehicle, and

[0012] - a non-belonging of a current vehicle speed to a speed range selected.

[0013] Thanks to the invention, the probability of an incident occurring due to the ongoing use of the automatic parking function is significantly reduced, which makes it possible to almost certainly avoid damaging the vehicle and / or another vehicle located in the immediate vicinity of it and / or injuring a person (passenger or pedestrian) and / or causing a loss of confidence in this automatic parking function by the driver.

[0014] The monitoring method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0015] - in its stage the first threshold can be between 5 Nm and 20 Nm;

[0016] - in its step the second threshold can be chosen according to a current slope of a traffic lane on which the vehicle is traveling;

[0017] - in its step the second threshold can be between 2 m / s2 and 3 m / s2;

[0018] - in its step the interval of pairs may include a lower bound between -700 Nm and -500 Nm, and an upper limit between +800 Nm and +1000 Nm;

[0019] - in its stage the speed range may include a lower bound between -30 km / h and -10 km / h, and an upper limit between +10 km / h and +30 km / h;

[0020] - in its stage, in the event of a temporary prohibition on the use of the function of automatic parking, it is also possible to perform in the vehicle at least one additional action chosen from a generation of an alert to a vehicle user of this prohibition of use and a recording of at least one fault code representative of a cause of this prohibition of use.

[0021] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a monitoring method of the type presented above for monitoring an automatic parking function suitable for automatically parking a vehicle comprising controllable steering and braking systems, and an electric drive machine providing an estimable output torque.

[0022] The invention also proposes a monitoring device, on the one hand, intended to equipping a vehicle comprising controllable steering and braking systems, an electric drive machine providing an estimable output torque, and an automatic parking function designed to require the supply of successive output torques and to control the braking system and steering to automatically park the vehicle, and, on the other hand, comprising at least one processor and at least one memory arranged to perform the operations consisting, when a difference between a required output torque and an estimate of the output torque is greater than a first chosen threshold, of temporarily prohibiting the use of the automatic parking function.

[0023] This monitoring device is characterized by the fact that its processor and memory are further arranged to also temporarily prohibit the use of the automatic parking function when at least one condition chosen from among an exceeding of a second threshold chosen by an estimate of an acceleration of the vehicle that will cause the required output torque, a non-belonging of the required output torque to a chosen interval of torques, a request to put a monitoring computer of the electric motor machine to sleep has been generated in the vehicle, and a non-belonging of a current speed of the vehicle to a chosen interval of speeds.

[0024] The invention also proposes a vehicle, possibly of the automobile type, comprising, on the one hand, controllable steering and braking systems, an electric drive machine providing an estimable output torque, and an automatic parking function capable of requiring the supply of successive output torques and controlling the braking system and steering to automatically park the vehicle, and, on the other hand, at least one monitoring device of the type presented above. Brief description of the figures

[0025] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0026] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle offering an automatic parking function and comprising a powertrain, with an electric drive unit powered by a rechargeable main battery, and a monitoring device according to the invention,

[0027] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervisory computer comprising an example of an embodiment of a monitoring device according to the invention, and

[0028] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0029] The invention aims in particular to provide a monitoring method, and an associated DS monitoring device, intended to allow multi-condition monitoring of an automatic parking function of a vehicle V with an electric drive machine MME.

[0030] In what follows, vehicle V is considered, by way of non-limiting example, to be of the automobile type. For example, it is a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of vehicle. It relates to any type of vehicle comprising a powertrain (or PWM) including an electric drive unit supplied with electrical energy by an electrical energy source, such as a main (or traction) battery or a fuel cell. Thus, it relates, for example, to land vehicles (commercial vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road maintenance vehicles, construction equipment, agricultural vehicles, recreational vehicles (snowmobiles, go-karts), and tracked vehicles, for example), boats, and aircraft.

[0031] Furthermore, in what follows, by way of non-limiting example, vehicle V is considered to comprise an all-electric powertrain (or PMT) (and therefore its propulsion is provided exclusively by at least one electric motor MME). However, the PMT could be of the hybrid type (thermal and electric).

[0032] Furthermore, in what follows, by way of non-limiting example, it is assumed that the electric drive machine MME is powered by a main (or traction) battery BP, which is rechargeable during charging phases. However, the electric drive machine MME could also be powered by a fuel cell.

[0033] Figure 1 schematically represents a vehicle V comprising an electric powertrain (and therefore an electric drive unit), an on-board network RB, a service battery BS, a main (or traction) battery BP, a converter CV, and a monitoring device DS according to the invention. It should be noted that the vehicle V also includes a controllable braking system and controllable steering, and provides an automatic parking function allowing it to be parked automatically. For example, this automatic parking function can be provided by a DCT trajectory control device of the ESP / ABS type (ESP: "Electronic Stability Program"), ABS: "Anti-Blocking System").

[0034] When the automatic parking function is selected (or activated) by the driver of vehicle V, it requires the supply of successive output torques csr and controls the braking system and steering to automatically park vehicle V.

[0035] The RB on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0036] The auxiliary battery BS is responsible for supplying electrical power to the vehicle's electrical system RB, supplementing, in this case, that supplied by the inverter CV powered by the main battery BP, and sometimes replacing, in this case, the inverter CV. For example, this auxiliary battery BS can be configured as a very low voltage type battery (typically 12 V, 24 V, or 48 V). It is rechargeable at least by the inverter (current) CV. In the following, by way of non-limiting example, the auxiliary battery BS is assumed to be a 12 V lithium-ion type.

[0037] The transmission chain has a powertrain which is, here, purely electric and therefore includes, in particular, an electric drive machine MME, a drive shaft AM, and a transmission shaft AT. Here, "electric drive machine" means an electric machine arranged to provide torque to move the vehicle V when it is supplied with electrical energy (here) by the main battery BP (this is referred to as providing a positive output torque), and possibly to recover torque in regenerative braking (this is referred to as providing a negative output torque).

[0038] The operation of the GMP (and therefore of the electric motor machine MME) is supervised by a CS supervisory computer.

[0039] The electric drive machine MME (here an electric motor) is here coupled to the main battery BP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy, in particular during regenerative braking.

[0040] In what follows, by way of non-limiting example, the electric motor machine MME is considered to comprise a rotor and a stator.

[0041] Furthermore, this electric drive machine MME is coupled to the motor shaft AM to provide it with output torque by rotational drive. This motor shaft AM is coupled to a gearbox RD, which is also coupled to the transmission shaft AT, itself coupled to a first set of wheels Tl, preferably via a differential DI. The operation of the electric drive machine MME is controlled by a machine computer CM and supervised by the supervisory computer CS.

[0042] This first train Tl is located here in the front part PVV of the vehicle V. But in a variant this first train Tl could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

[0043] The CV converter is also responsible, here, during the driving phases of the vehicle V, for converting part of the electrical current stored in the main battery BP to supply converted electrical current to the on-board network RB and the auxiliary battery BS (to recharge it).

[0044] It will be noted, as illustrated non-limitingly in [Fig. 1], that the CV converter can be part of a CH charger also comprising a charging computer (not illustrated) responsible, at least, for controlling the charging of the main battery BP.

[0045] The main (or traction) battery BP may, for example, comprise electrical energy storage cells, possibly electrochemical (e.g., lithium-ion (or Li-ion) or Ni-MH or Ni-Cd type). Also, for example, the main battery BP may be of the low-voltage type (typically 450 V by way of illustration). But it could also be of the medium-voltage or high-voltage type.

[0046] It should also be noted that the main battery BP is associated with a battery box BB which includes, in particular, a battery control unit CB. This main battery BP and its battery box BB constitute a battery pack.

[0047] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the vehicle V also includes a distribution box BD to which the auxiliary battery BS, the converter CV, and the on-board network RB are coupled. This distribution box BD is responsible for distributing the electrical energy stored in the auxiliary battery BS or produced by the converter CV into the on-board network RB to power the electrical components (or equipment) connected to the on-board network. RB depending on power requests received (notably from the CS supervision computer of the GMP).

[0048] As mentioned above, the automatic parking function requires the supply of successive output torques csr. To this end, the DCT trajectory control device (which here performs the automatic parking function) requests the CS supervisory computer to ensure that the electric drive machine MME successively supplies the required output torques csr to move the vehicle V in a controlled manner.

[0049] For example, the CS supervisory computer can receive a wheel torque command ccr from the DCT trajectory control device, which it converts into a required output torque csr by dividing it by the reduction ratio of the gearbox RD (or a possible transmission). The CS supervisory computer then sends this required output torque csr to the CM machine computer so that the electric drive machine MME provides this required output torque csr at its output. It should be noted that the CM machine computer then performs an estimation ecs of the output torque actually supplied by the electric drive machine MME, using measurements on the latter's rotor (MME), and then sends this estimated output torque ecs to the CS supervisory computer.

[0050] As mentioned above, the invention proposes in particular a monitoring method intended to allow multi-condition monitoring of the automatic parking function of vehicle V.

[0051] This (monitoring) method can be implemented at least partially by the DS monitoring device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This DS monitoring device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). By way of example, it could be a microcontroller.

[0052] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the monitoring process. The PR1 processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0053] In the example illustrated, but not limited to, Figures 1 and 2, the DS monitoring device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DS monitoring device could comprise its own dedicated computer, which is then coupled to the CS supervisory computer, or could be part of another embedded computer (for example the CM machine computer).

[0054] As illustrated non-limitingly in [Fig.3], the (monitoring) method according to the invention includes a step 10-30 which is implemented when the vehicle V's engine is in operation and the automatic parking function has been selected (or activated) by the driver of the vehicle V.

[0055] Step 10-30 of the method includes a substep 30 in which the (monitoring device) temporarily prohibits the use of the automatic parking function when a first condition and at least one other condition are met.

[0056] The first condition consists of exceeding a first threshold chosen by a difference ect between the output torque csr (which was required by the automatic parking function) and the ecs estimate of the output torque (provided by the machine computer CM following the provision of the output torque csr by the electric motor machine MME).

[0057] Each other condition is chosen from:

[0058] - exceeding a second threshold s2 chosen by an estimation ea of ​​the acceleration of vehicle V which will cause the required output torque csr,

[0059] - the non-membership of the required output couple csr in an interval of couples ic selected,

[0060] - a request to put the CS supervisory computer to sleep was generated, and

[0061] - the non-belonging of the current speed vv of vehicle V to an interval of speeds iv chosen.

[0062] It will be understood that according to the arrangement of the DS monitoring device, the satisfaction of the first condition and the second condition (exceeding the second threshold s2) and / or the third condition (not belonging to the required output torque csr in the interval of torques ic) and / or the fourth condition (generation of the sleep request) and / or the fifth condition (not belonging to the current speed vv in the interval of speeds iv) is verified.

[0063] When the first condition is satisfied, it is considered that there is an anomaly in the operation of the automatic parking function because it is abnormal that the estimation of the output torque ecs is too different from the required output torque csr.

[0064] When the second condition is used and satisfied, it is considered that there is an anomaly in the operation of the automatic parking function because it is abnormal that the estimate ea of ​​the next acceleration of the vehicle V exceeds the second threshold s2.

[0065] When the third condition is used and satisfied, it is considered that there is an anomaly in the operation of the automatic parking function because it is abnormal that the required output torque csr is outside the range of torques ic.

[0066] When the fourth condition is used and satisfied, it is considered that there is an incompatibility between the sleep request and the ongoing use of the automatic parking function, because it is abnormal for the CS supervisory computer to go to sleep while the automatic parking function which needs it (CS) is in operation.

[0067] When the fifth condition is used and satisfied, it is considered that there is an anomaly in the operation of the automatic parking function because it is abnormal that the current speed vv is outside the range of speeds iv.

[0068] Thanks to this monitoring, which is based on the satisfaction of at least two conditions (including the first), the probability of an incident occurring due to the ongoing use of the automatic parking function is significantly reduced, even to zero. This almost certainly prevents damage to vehicle V and / or another vehicle located in its immediate vicinity, and / or injury to a person (passenger or pedestrian), and / or avoids causing the driver to lose confidence in this automatic parking function.

[0069] The determination of the difference ect between the required output torque csr and the estimated output torque ecs can be carried out by the DS monitoring device in a sub-step 10 of step 10-30. It should be noted that preferably the determined difference ect is equal to the absolute value of the difference between ecs and csr (i.e. ect = lecs - csrl), because this allows for consideration of both excessively high and excessively low values ​​of ecs.

[0070] Step 10-30 can then also include a substep 20 in which the monitoring device compares the determined deviation ect to the first threshold si. Then, if the deviation ect is greater than the first threshold si, the monitoring device DS considers that there is an anomaly in the deviation ect and therefore the monitoring device DS temporarily prohibits the use of the automatic parking function in substep 30.

[0071] On the other hand, if this deviation ect is less than the first threshold, if we (the DS monitoring device) consider that there is no anomaly at the level of the deviation ect and therefore we (the DS monitoring device) proceed to the verification of each other condition used, still in sub-step 20.

[0072] For example, when the second condition is used, one (the DS monitoring device) can start by determining the estimate of the acceleration ea. This can be done in at least two ways.

[0073] A first method consists first of all in obtaining the rotational speed of the rotor wr determined by the machine computer CM, then in estimating the acceleration of the vehicle ae (which is represented by the acceleration of the rotor) using a formula of the type ae = ecs * wr / icdt, where icdt is the value of the inertia of the transmission chain (measured during the development phase of a vehicle similar to the vehicle V, and for example stored in a memory of the DS monitoring device (or the CS supervisory computer)).

[0074] A second method consists first of all in obtaining rotational speeds of the rotor wr at successive times t and t+dt (determined by the machine computer CM), then in calculating the acceleration of the vehicle ae (which is represented by the acceleration of the rotor) using a formula of the type ae = (wr(t+dt) - wr(t)) / dt.

[0075] Next, the DS monitoring device can compare the acceleration of the vehicle ae to the second threshold s2. Then, if the acceleration of the vehicle ae is greater than the second threshold s2, the DS monitoring device considers that there is an anomaly in the acceleration of the vehicle ae, and therefore the DS monitoring device temporarily prohibits the use of the automatic parking function in substep 30.

[0076] On the other hand, if this acceleration of the vehicle ae is less than the second threshold s2, we (the DS monitoring device) consider that there is no anomaly in the acceleration of the vehicle ae, and therefore we (the DS monitoring device) proceed to check each other condition used (not yet checked), still in substep 20.

[0077] Also, for example, when the third condition is used, the DS monitoring device can compare the required output torque csr to the lower and upper bounds of the torque range ic. Then, if the required output torque csr is not between these lower and upper bounds of the torque range ic, the DS monitoring device considers that there is an anomaly in the required output torque csr, and therefore the DS monitoring device temporarily prohibits the use of the automatic parking function in substep 30.

[0078] On the other hand, if the required output torque csr is between the lower and upper bounds of the torque range ic, we (the DS monitoring device) consider that there is no anomaly in the required output torque csr, and therefore we (the DS monitoring device) proceed to check each other condition used (not yet checked), still in substep 20.

[0079] Also, for example, when the fourth condition is used, one (the DS monitoring device) can check whether a sleep request from the CS supervisory computer has been generated in the vehicle V. If so, one (the DS monitoring device) considers that there is an incompatibility between the request to fall asleep and the ongoing use of the automatic parking function, and therefore (the DS monitoring device) temporarily prohibits the use of the automatic parking function in sub-step 30.

[0080] On the other hand, if no request to put the CS supervisory computer to sleep has been generated, we (the DS monitoring device) consider that there is no incompatibility, and therefore we (the DS monitoring device) proceed to check each other condition used (not yet checked), still in substep 20.

[0081] Also, for example, when the fifth condition is used, the DS monitoring device can compare the current speed vv (for example, provided by the DCT trajectory control device) to the lower and upper bounds of the speed range iv. Then, if the current speed vv is not between these lower and upper bounds of the speed range iv, the DS monitoring device considers that there is an anomaly in the current speed vv, and therefore the DS monitoring device temporarily prohibits the use of the automatic parking function in substep 30.

[0082] On the other hand, if the current speed vv is between the lower and upper bounds of the speed range iv, we (the DS monitoring device) consider that there is no anomaly in the current speed vv, and therefore we (the DS monitoring device) proceed to check each other condition used (not yet checked), still in substep 20.

[0083] It is important to note that the order of verification of the second, third, fourth, and fifth conditions is not necessarily that described above. Different orders are possible, just as it is possible for at least two conditions to be verified substantially simultaneously by the DS monitoring device.

[0084] For example, in step 10-30, the first threshold si can be between 5 Nm and 20 Nm. As an illustrative example, the first threshold si can be equal to 10 Nm. But other values ​​of the first threshold si can be used. For example, the value of the first threshold si can be chosen during the vehicle development phase V.

[0085] It should be noted that in step 10-30, it is advantageous for the second threshold s2 to be chosen based on the current gradient of the road on which vehicle V is traveling. It is understood that the same acceleration of vehicle V will not have the same consequences on it depending on whether it is traveling uphill or downhill. This current gradient can be provided by a navigation aid device installed in vehicle V, or can be determined from measurements provided by at least one sensor installed in vehicle V.

[0086] Also, for example, in step 10-30, the second threshold s2 can be between 2 m / s² and 3 m / s². As an illustrative example, the second threshold s2 can be equal to 2.5 m / s². However, other values ​​for the second threshold s2 can be used. For example, the value of the second threshold s2 can be chosen during the vehicle development phase. It should be noted that instead of using a second threshold s2 in m / s², one can use a second threshold s2 in rad / s². For example, a second threshold s2 equal to 2.5 m / s² can correspond to a second threshold s2 equal to 70 rad / s².

[0087] Also, for example, in step 10-30, the torque range ic may include a lower bound that is between -700 Nm and -500 Nm, and an upper bound that is between +800 Nm and +1000 Nm. By way of illustration, the lower bound may be -600 Nm and the upper bound may be +900 Nm. But other values ​​for the lower and upper bounds of the torque range ic may be used. For example, the values ​​of the lower and upper bounds of the torque range ic may be chosen during the vehicle development phase V.

[0088] Also, for example, in step 10-30, the speed range iv may include a lower bound that is between -30 km / h and -10 km / h, and an upper bound that is between +10 km / h and +30 km / h. By way of illustration, the lower bound may be -20 km / h and the upper bound may be +20 km / h. However, other values ​​for the lower and upper bounds of the speed range iv may be used. For example, the values ​​for the lower and upper bounds of the speed range iv may be chosen during the vehicle development phase V.

[0089] It will also be noted that in sub-step 30 of step 10-30, when the temporary prohibition of use of the automatic parking function has been decided, it is also possible to carry out (the DS monitoring device can trigger the execution) in the vehicle V at least one additional action which is chosen from a generation of an alert to a user (or passenger (preferably the driver)) of the vehicle V of this prohibition of use and a recording of at least one fault code representative of the cause of this prohibition of use.

[0090] The alert to the user of vehicle V can be made, for example, by switching off a light dedicated to the use of the automatic parking function and which was previously lit (for example, present in the dashboard) and / or by a message displayed on at least one screen of vehicle V (for example, the dashboard or a central instrument cluster) or on the screen of a user's smart phone (or "smartphone"), and / or broadcast by at least one speaker of vehicle V or of that smart phone.

[0091] The recording of at least one fault code representative of the cause of a prohibition of use is intended to facilitate the understanding of the origin of this prohibition of use by a technician of an after-sales service, and to enable this technician to solve the problem and to inform the user of vehicle V of the origin of such a prohibition of use.

[0092] It will also be noted, as illustrated non-limitingly in [Fig.2], that the CS supervisory computer (or the DS monitoring device computer) may also include a mass memory MM1, in particular to store the required output torque csr, the estimated output torque ecs, the current vehicle speed vv, the rotor rotation speed wr, the possible current slope of the traffic lane on which the vehicle V is traveling, as well as any intermediate data involved in all its calculations and processing.Furthermore, this CS supervisory control unit (or the DS monitoring device control unit) may also include an IE input interface for receiving at least the required output torque csr, the estimated output torque ecs, the current vehicle speed vv, the rotor speed wr, the message indicating the request to put the CS supervisory control unit into sleep mode, and any current gradient, for use in calculations or processing, possibly after shaping and / or demodulating and / or amplifying them, in a manner known per se, by means of a PR2 digital signal processor. In addition, this CS supervisory control unit (or the DS monitoring device control unit) may also include an IS output interface, notably for delivering a message (or command) prohibiting the use of the automatic parking function, a possible user alert message, and a possible message containing a fault code.

[0093] 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 type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for implementing the monitoring method described above to monitor the automatic parking function of the vehicle V.

Claims

Claims

1. A monitoring method for a vehicle (V) comprising controllable steering and braking systems, an electric motor (EMM) providing an estimable output torque, and an automatic parking function capable of requiring the provision of successive output torques and controlling said braking and steering systems to automatically park said vehicle (V), said method comprising a step (10-30) in which, when a difference between a required output torque and an estimation of the output torque is greater than a first selected threshold, the use of said automatic parking function is temporarily prohibited,characterized in that in said step (10-30) the use of said automatic parking function is also temporarily prohibited when at least one condition chosen from an exceeding of a second threshold between 2 m / s2 and 3 m / s2 chosen by an estimation of an acceleration of said vehicle (V) that will be caused by said required output torque, a non-membership of said required output torque to a chosen torque interval, a request to put a supervision computer (CS) of said electric motor (MME) to sleep has been generated in said vehicle (V), and a non-membership of a current speed of said vehicle (V) to a chosen speed interval.,

2. Method according to claim 1, characterized in that in said step (10-30) said first threshold is between 5 Nm and 20 Nm

3. Method according to claim 1 or 2, characterized in that in said step (10-30) said second threshold is chosen as a function of a current slope of a traffic lane on which said vehicle (V) is traveling.

4. Method according to one of claims 1 to 3, characterized in that in said step (10-30) said torque range comprises a lower limit between -700 Nm and -500 Nm, and an upper limit between +800 Nm and +1000 Nm

5. Method according to one of claims 1 to 4, characterized in that in said step (10-30) said speed interval comprises a lower limit between -30 km / h and -10 km / h, and an upper limit between +10 km / h and +30 km / h.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-30), in the event of temporary prohibition of the use of said automatic parking function, at least one complementary action is also carried out in said vehicle (V) chosen from a generation of an alert to a user of said vehicle (V) of said prohibition of use and a recording of at least one fault code representative of a cause of said prohibition of use.

7. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the monitoring method according to one of claims 1 to 6 for monitoring an automatic parking function capable of automatically parking a vehicle (V) comprising controllable steering and braking system, and an electric motor (MME) providing an estimable output torque.

8. Monitoring device (DS) for a vehicle (V) comprising controllable steering and braking system, an electric motor (MME) providing an estimable output torque, and an automatic parking function capable of requiring the provision of successive output torques and of controlling said braking and steering system to automatically park said vehicle (V), said monitoring device (DS) comprising at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when a difference between a required output torque and an estimation of the output torque is greater than a first chosen threshold, of temporarily prohibiting the use of said automatic parking function,characterized in that said processor (PR1) and memory (MD) are further arranged to also temporarily prohibit the use of said automatic parking function when at least one condition chosen from an exceeding of a second threshold between 2 m / s2 and 3 m / s2 chosen by an estimation of an acceleration of said vehicle (V) that will cause said required output torque, a non-membership of said required output torque to a chosen torque interval, a request to put a supervision computer (CS) of said electric motor (MME) to sleep is satisfied, was generated in said vehicle (V), and a non-membership of a current speed of said vehicle (V) to a chosen speed interval.

9. Vehicle (V) comprising controllable steering and braking system, an electric motor (MME) providing an estimable output torque, and an automatic parking function capable of requiring the provision of successive output torques and controlling said braking and steering system to automatically park said vehicle (V), characterized in that it further comprises a monitoring device (DS) according to claim 8.

Images