ECOLOGICAL CONTROL OF THE TORQUE SUPPLIED BY A HYBRID POWERTRAIN OF A VEHICLE DURING AN UPWARD GEAR CHANGE IN AN AUTOMATIC TRANSMISSION

Abstract

A process is implemented in a vehicle comprising first and second thermal and non-thermal drive machines and providing first and second torques forming a total torque, and a gearbox capable of making a change, from an nth gear having an nth reduction to an (n+1)th gear having an (n+1)th reduction, during a first phase of preparation for the transfer of the total torque and then a second phase of transfer of the total torque.This process includes a step (10-40) in which, during the first phase, when the second drive machine cannot provide a second torque, the first drive machine is required to also provide an additional torque compensating for the torque loss induced by the change in gear ratio. This torque recovery demand from the second drive machine, augmented by the additional torque, is only triggered when a pollution control device coupled to the first drive machine is operational. Figure 3.

Description

Title of the invention: ECOLOGICAL CONTROL OF THE TORQUE SUPPLIED BY A HYBRID POWER ENGINE OF A VEHICLE DURING OF A GEAR CHANGE IN AN AUTOMATIC TRANSMISSION Technical field of the invention

[0001] The invention relates to vehicles comprising a hybrid powertrain (or GMP) and an automated gearbox, and more precisely to the control of the torques to be respectively provided by the driving machines of such GMPs during an upward gear change (from n to n+1). State of the art

[0002] Some vehicles, generally land-based (and possibly of the automobile type), include a hybrid powertrain (or PWM) and an automated gearbox.

[0003] Here, the term "hybrid GMP" means a GMP comprising a first thermal drive machine capable of providing a first torque, for example to the drive wheels, and at least one second non-thermal drive machine capable not only of providing, for example to the drive wheels, a second torque which forms with the first torque a total torque (or "wheel torque"), but also of recovering torque in its vehicle. It will be noted that in this type of GMP the second non-thermal drive machine is generally an electric machine associated with a battery or a fuel cell (for example hydrogen). But this is not an obligation.

[0004] Furthermore, the term “automated gearbox” here means a gearbox comprising at least two clutches. For example, it may be a dual clutch gearbox (or DCT (“Dual Clutch Transmission”)).

[0005] As is known to those skilled in the art, an automated gearbox proceeds in two phases when it has to carry out a change from an nth gear having an nth gear ratio dn to an (n+1)th gear having an (n+1)th gear ratio dn+i less than the nth gear ratio dn (i.e. dn > dn+i). In a first phase it prepares the two clutches concerned to transfer the total torque supplied by the GMP, then in a second phase it actually carries out the transfer of the total torque between the two clutches.

[0006] In the second phase, in order for the torque at the wheels to remain constant, a rapid increase in the total torque received by the primary shaft of the gearbox is required. of gears upstream of the clutches in order to compensate for the loss of torque which is induced by the change in gear ratio (from dn to dn+b with dn > dn+i). Currently, this increase in total torque is carried out by a torque input either by the second prime mover, or by the first prime mover when the second prime mover is not able to do so (for example because the associated battery is too weakly charged).

[0007] This mode of upshifting (n to n+1) has at least one drawback. Indeed, the torque input provided by the first driving machine is not sufficiently rapid with regard to the dynamics required for the torque transfer phase, unlike the very rapid torque input provided by the second driving machine. Consequently, when the second driving machine is not capable of providing the torque input, the total torque supplied to the primary shaft upstream of the clutches is not sufficient to compensate for the change in gear ratio, and therefore there is a loss of torque (for example at the wheels) during the upshift, which is detrimental to the quality of this change and is felt by the passengers of the vehicle.

[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:

[0010] - a powertrain comprising first and second prime movers respectively thermal and non-thermal and capable of respectively providing first and second torques together forming a total torque, the first prime mover being coupled to a pollution control device capable of ensuring predefined pollution control of at least part of the combustion residues produced by the latter when it is operational, and the second prime mover also being capable of recovering torque, and

[0011] - an automated gearbox, with at least two clutches, and suitable for receiving the total torque and to carry out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other and then a second phase in which the clutches transfer the total torque to each other.

[0012] This control method is characterized by the fact that it comprises a step in which during the entire first phase, when the second driving machine cannot provide a second torque, the first driving machine is required to provide, in addition to its first torque, an additional torque compensating at least by technically a loss of torque induced by the change in gear ratio by generating a demand for torque recovery by the second drive machine increased by this additional torque, only when the pollution control device is operational.

[0013] Thus, when the second prime mover is not capable of providing torque, the first prime mover provides additional torque in an anticipatory manner in the first phase if the pollution control device is operational, to avoid the release of a peak of pollutant(s), and therefore the total torque provided at the input of the gearbox during the second phase is now sufficient to compensate for the change in gear ratio, which significantly improves the quality of the upshift while minimizing the emission of pollutant(s), which is environmentally friendly. It will be understood that if the pollution control device is not operational during a first phase of an upshift, no demand for torque recovery increased by the additional torque is generated.

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

[0015] - in a first embodiment, in its stage, the pollution control device can be operational when it presents, in a chosen location, an internal temperature greater than or equal to a first threshold;

[0016] - in a second embodiment, in its step, the pollution control device can to be operational when it delivers on an output a rate of at least one chosen gas below a second threshold;

[0017] - in its stage, when the pollution control device is operational, one can require the first driving machine to provide an additional torque that fully compensates for the loss of torque;

[0018] - in its stage, when the pollution control device is operational, one can require the supply of an additional variable torque;

[0019] - in the presence of the last option, in its stage, the additional torque can vary in a linearly increasing manner;

[0020] - alternatively, in the presence of the last option, in its step, the additional couple can vary in an increasing parabolic fashion.

[0021] 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 comprising first and second respectively thermal and non-thermal prime movers and capable of respectively providing first and second torques together forming a total torque, the first prime mover being coupled to a pollution control device capable of ensure a predefined depollution of at least part of the combustion residues produced by the latter when it is operational, and the second driving machine being also suitable for recovering torque, and, on the other hand, an automated gearbox, with at least two clutches, and suitable for receiving the total torque and for making a change, from an nth gear having an nth reduction to an (n+l)th gear having an (n+l)th reduction lower than the nth reduction, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other and then a second phase in which the clutches transfer the total torque to each other, to control the total torque supplied during the gear change (upward).

[0022] The invention also proposes a control device intended to equip a vehicle comprising:

[0023] - a powertrain comprising first and second prime movers respectively thermal and non-thermal and capable of providing respectively first and second torques forming together a total torque, the first drive machine being coupled to a pollution control device capable of ensuring predefined pollution control of at least part of the combustion residues produced by the latter when it is operational, and the second drive machine also being capable of recovering torque, and

[0024] - an automated gearbox, with at least two clutches, and suitable for receiving the total torque and to carry out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other and then a second phase in which the clutches transfer the total torque to each other.

[0025] 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, during the entire first phase, when the second driving machine cannot provide a second torque, in triggering an imposition on the first driving machine of providing, in addition to its first torque, an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for recovery of torque by the second driving machine increased by this additional torque, only when the pollution control device is operational.

[0026] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0027] - a powertrain comprising first and second prime movers respectively thermal and non-thermal and suitable for providing respectively first and second couples together forming a total couple, the first prime mover being coupled to a pollution control device capable of ensuring predefined pollution control of at least part of the combustion residues produced by the latter when it is operational, and the second prime mover also being capable of recovering torque,

[0028] - an automated gearbox, with at least two clutches, and suitable for receiving the total torque and to carry out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than the nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer the total torque to each other then a second phase in which the clutches transfer the total torque to each other, and

[0029] - a control device of the type presented above. Brief description of the figures

[0030] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0031] [Fig-1] schematically and functionally illustrates an example of the embodiment of a land vehicle comprising a control device according to the invention, and a transmission chain with automated gearbox and hybrid GMP and coupled to an exhaust line, and associated with a supervision computer,

[0032] [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

[0033] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0034] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to allow ecological control, in a vehicle V comprising a powertrain (or GMP), hybrid and coupled to an exhaust line, and an automated gearbox BV, of the total torque supplied by this GMP during an upward gear change (n to n+1).

[0035] In the following, it is considered, by way of non-limiting example, that the vehicle V is land-based and of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of vehicle. It in fact concerns any type of vehicle (land, sea (or river), or air) comprising a GMP transmission chain, hybrid and coupled to an LE exhaust line, and automated gearbox.

[0036] Furthermore, it is considered in the following, by way of non-limiting example, that the GMP is thermal and electric. It therefore comprises at least a first thermal motor MM1 and at least a second electric motor MM2. But the invention is not limited to this type of GMP. It in fact concerns all GMPs comprising first and second motor machines, respectively thermal and non-thermal, and capable of providing, for example for drive wheels, respectively first and second torques forming together a total torque.

[0037] Furthermore, it is considered in the following, by way of non-limiting example, that the second electric motor MM2 is associated with at least one rechargeable BP battery and called main (or traction or power) battery. But it could be associated with a fuel cell (for example hydrogen).

[0038] Furthermore, in what follows, by way of non-limiting example, the automated gearbox BV is considered to be a dual-clutch (or DCT) gearbox. However, the invention is not limited to this type of automated gearbox. It relates to all automated gearboxes comprising at least two clutches and operating in two phases during each gear change.

[0039] Finally, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0040] A (land) vehicle V comprising a GMP transmission chain, hybrid (here thermal and electric) and coupled to an LE exhaust line, and automated BV gearbox, a CS supervision computer, a BS service battery, a BP rechargeable main (or traction) battery, a CV converter, and a DC3 control device according to the invention, is schematically represented in [Fig.1].

[0041] The service battery BS is responsible for supplying electrical energy to an on-board network of the vehicle V, in addition to that supplied by the CV converter powered by the main battery BP via a main electrical circuit, and sometimes instead of this CV converter. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V or 24 V). It is rechargeable at least by the CV converter. It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

[0042] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0043] The main electrical circuit (or "high voltage" or "power") is connected, on the one hand, to the main battery BP via an interface device, and, on the other hand, to electronic equipment, such as for example the CV converter and (here) the second driving machine MM2. It can also possibly allow recharging of the main battery BP by an external power source and temporarily coupled to vehicle V.

[0044] As illustrated in [Fig.l], the transmission chain also comprises, here, a motor shaft AM, a first coupling device DC1, a second coupling device DC2, and a transmission shaft AT.

[0045] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervisory computer.

[0046] The first (thermal) driving machine MM1 comprises a crankshaft (not shown) which is fixedly secured to the engine shaft AM in order to drive the latter (AM) in rotation. This first driving machine MM1 is capable of operating according to a first speed to provide, here for the driving wheels of the vehicle V, a first torque cl which is defined by a first driving setpoint, for example determined by the supervision computer CS.

[0047] The operation of the first driving machine MM1 is controlled by a first machine computer CM1, and supervised by the supervisory computer CS.

[0048] In addition, the first driving machine MM1 is capable of being coupled to the primary shaft AP of the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is capable of delivering a torque from the first torque cl, in particular (here) for at least one train T1 of driving wheels, when it is in its coupled position and therefore when it couples the first driving machine MM1 to the gearbox BV.

[0049] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0050] Also for example, the train T1 can be located in the front part PVV 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 T1 could be that referenced T2 which is located in the rear part PRV of the vehicle V.

[0051] Furthermore, the first driving machine MM1 comprises an outlet which is coupled to an exhaust line LE comprising a depollution device DD. The latter (DD) is capable of ensuring predefined depollution of at least a portion of combustion residues which are produced by the first driving machine MM1 when it is operational.

[0052] It will be noted that in the example illustrated non-limitingly in [Fig.l] the crankshaft of the first prime mover MM1 is also coupled to a belt, itself coupled to an alternator-starter AD which is supplied with electrical energy by the service battery BS (and which can also recharge the latter (BS)). Thus, the alternator-starter AD can supply torque to the belt, which can supply this torque to the crankshaft.

[0053] The second (non-thermal (here electric)) driving machine MM2 is capable, when it is supplied with electrical energy by the main battery BP, of providing, here for the driving wheels of the vehicle V, a second torque c2 defined by a second driving setpoint, for example determined by the supervision computer CS.

[0054] It will be noted that the sum of the first c1 and second c2 couples provided by the GMP is equal to a total couple and.

[0055] Furthermore, this second power machine MM2 is, here and by way of purely illustrative example, designed to be coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the primary shaft AP of the gearbox BV in order to supply it with the second motor torque c2 that it produces. The second power machine MM2 therefore supplies the second torque c2 that it produces for the train TL

[0056] The operation of the second drive machine MM2 is controlled by a second machine computer CM2, and supervised by the supervisory computer CS. In particular, the second machine computer CM2 is responsible for controlling the second drive machine MM2 so that it recovers a regenerative torque cr defined by a setpoint cc.

[0057] The second coupling device DC2 can be placed in coupled and decoupled states, depending on a state instruction generated by the GMP supervision computer CS.

[0058] Furthermore, this second coupling device DC2 can, for example, include a cascade of gears linking the second drive machine MM2 to the input of the gearbox BV (downstream of the first coupling device DC1).

[0059] It will be understood that when the first coupling device DC1 is in its coupled (or fully closed) state and the first drive machine MM1 is running (and therefore has a first non-zero speed to provide the first torque c1), the first coupling device DC1 delivers a torque that is added to any second torque c2 provided upstream of the gearbox BV by the second drive machine MM2 when it is supplied (here) with electrical energy (here) by the main battery BP. When the first coupling device DC1 is in its decoupled (or fully open) state, only the second drive machine MM2 can provide a second torque c2 upstream of the gearbox BV during a purely electric driving phase.

[0060] The second driving machine MM2 is also capable of recovering a third torque c3 in the vehicle V. This is particularly the case here in a regenerative braking phase, and in this case the third recovered torque c3 can be used to recharge the main battery BP associated with the second driving machine MM2. But recovery can also be done on part of the first torque cl provided by the first driving machine MM1, as we will see later.

[0061] For example, the main battery (or traction or even power) BP may be of the cellular type. In this case, it comprises electrical energy storage cells, possibly electrochemical (such as, for example, lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type cells). Also, for example, this main battery BP may 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.

[0062] The gearbox BV being automated (and therefore comprising at least two clutches), when it has to carry out a change from an nth gear having an nth gear ratio dn to an (n+1)th gear having an (n+1)th gear ratio dn+i lower than the nth gear ratio dn (i.e. dn > dn+i), it proceeds in two phases. In a first phase it prepares the two clutches concerned to transfer the total torque which is supplied by the GMP, then in a second phase it actually carries out the transfer of the total torque and between the two clutches.

[0063] As mentioned above, the invention proposes in particular a control method intended to allow ecological control of the total torque and which is provided by the GMP during an upward gear change (n to n+1) in the BV gearbox.

[0064] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in FIGS. 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 produced in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it can be a microcontroller.

[0065] The memory MD 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.

[0066] 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 comprise its own dedicated computer, which can then be 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.

[0067] As illustrated non-limitingly in [Fig.3], the (control) method, according to the invention, comprises a step 10-40 which is implemented each time an upward gear change (n to n+1) must be carried out in the gearbox BV.

[0068] Step 10-40 of the process includes a substep 40 in which, during the entire first phase of an upshift, when the second drive machine MM2 cannot supply a second torque c2, the first drive machine MM1 is required (for example, the control device DC3 triggers the requirement) to supply (of supply) in addition to its first torque cl an additional torque ca by generating a torque recovery demand by the second drive machine MM2 augmented by this additional torque ca, only (or exclusively) when the pollution control device DD is operational.

[0069] This additional torque ca is determined (for example by the control device DC3) so as to at least partially compensate for the loss of torque pc which is induced by the change in gear ratio (from dn to dn+b with dn > dn+i).

[0070] In other words, it is through the increased torque recovery demand of the additional torque ca that the engine torque target increases accordingly, provided that the pollution control device DD is operational.

[0071] Here, the term "operational" means that the pollution control device DD is capable of ensuring predefined (optimal) pollution control of at least part of the combustion residues expelled into the exhaust line LE by the first prime mover MM1. Consequently, if the pollution control device DD is not operational during a first phase of an upward gear change, one (for example the control device DC3) does not generate a torque recovery request increased by the additional torque ca, in order to avoid the emission of a peak of pollutant(s) into the atmosphere via the exhaust line LE.

[0072] Thus, when the second drive machine MM2 is unable to supply torque, the first drive machine MM1 provides additional torque in anticipation during the first phase (torque transfer preparation). Therefore, the total torque supplied to the input shaft AP upstream of the gearbox clutches BV during the second phase (torque transfer) is now sufficient to compensate for the change in gear ratio. Consequently, there is no longer a risk of torque loss at the wheels during the second phase of an upshift when the emissions control device DD is operational, which significantly improves the quality of the upshift.

[0073] It will be noted that the additional torque ca, which is recovered by the second driving machine MM2 during the first phase (and which therefore constitutes a third torque c3), when the pollution control device DD is operational, can, for example, be (here) converted by the second driving machine MM2 into electric current making it possible to recharge the main BP battery.

[0074] For example, and as illustrated non-limitingly in [Fig. 3], step 10-40 may comprise a sub-step 10 in which one (for example the control device DC3) can determine, when an upward gear change is decided, whether the pollution control device DD is operational. If not (pollution control device DD not operational), in a sub-step 20 of step 10-40, one (for example the control device DC3) does not authorize the generation of a torque recovery request increased by an additional torque ca, and the method ends. On the other hand, if yes (pollution control device DD operational), one (for example the control device DC3) authorizes the generation of a torque recovery request increased by an additional torque ca, and therefore performs at least sub-step 40.

[0075] At least two embodiments can be envisaged to determine whether the decontamination device DD is operational, here in sub-step 10.

[0076] Thus, in a first embodiment, in sub-step 10 of step 10-40, it can be considered that the depollution device DD is operational when the latter (DD) has at a chosen location an internal temperature which is greater than or equal to a first threshold si, and measured by a dedicated sensor. This chosen location can, for example, be located in a catalyst of the depollution device DD. The position of the internal temperature relative to the first threshold si constitutes status information, i.e. representative of the operational or non-operational nature of the depollution device DD, and used by the control device DC3.

[0077] It should be noted that the first threshold varies depending on the technology (or type) and / or the arrangement of the DD decontamination device. It is therefore usually defined by the manufacturer of the DD decontamination device.

[0078] In a second embodiment, in sub-step 10 of step 10-40, it can be considered that the pollution control device DD is operational when the latter (DD) delivers on an output a rate of at least one chosen gas which is lower than a second threshold s2. This second embodiment requires that the exhaust line LE be equipped downstream of its pollution control device DD with a gas emissions analyzer which provides the results of its analyses at least to the control device DC3. The position of the gas rate relative to the second threshold s2 constitutes status information, i.e. representative of the operational or non-operational nature of the pollution control device DD, and used by the control device DC3.

[0079] It will be noted that the second threshold s2 varies depending on the technology (or type) and / or the arrangement of the DD depollution device. It is therefore usually defined by the manufacturer of the DD depollution device.

[0080] It will also be noted that other strategies for estimating state information ie representative of the operational or non-operational nature of the DD decontamination device can be used here. They are then based on the use of data provided by sensors and / or software strategies.

[0081] Also for example, and as illustrated non-limitingly in [Fig. 3], when the generation of a torque recovery request increased by an additional torque ca is authorized, step 10-40 can comprise a sub-step 30 in which one (for example the control device DC3) can determine the additional torque ca to be provided by the first driving machine MM1 as a function of the torque loss pc induced by the change in gear ratio.

[0082] Also for example, in sub-step 40 of step 10-40, and therefore when the pollution control device DD is operational, it is possible to impose (for example the control device DC3 can trigger the imposition) on the first prime mover MM1 to provide (to provide) an additional torque ca which fully compensates for the loss of torque pc. But this is not an obligation. Indeed, the additional torque ca could only partially compensate for the loss of torque pc. For example, it is possible to envisage choosing partial compensation when an economical driving mode has been selected in the vehicle V.

[0083] It will be noted, as indicated previously, that the additional torque ca (partially or totally compensating for the loss of torque pc) can be determined in sub-step 30 (for example by the control device DC3).

[0084] Also for example, in sub-step 40 of step 10-40 it is possible to impose (for example the control device DC3 can trigger the imposition) on the first driving machine MM1 to provide (to provide) an additional torque ca which is variable between two values. This is then referred to as filtering of the additional torque ca carried out for example by the control device DC3. In this case, the additional torque ca preferably varies in an increasing manner between the two aforementioned values, in order to allow the first driving machine MM1 to progressively increase the first torque cl which it provides. It will be noted, as indicated in the previous paragraph, that the two values ​​between which the additional torque ca must vary can be determined in sub-step 30 (for example by the control device DC3).

[0085] But in an alternative embodiment, the determined additional torque ca could have a single value (function of the partial or total compensation of the loss of torque pc). In this case, the first driving machine MM1 is forced to immediately provide a first torque cl increased by the value of the additional torque ca.

[0086] Also for example, in sub-step 40 of step 10-40, when the additional torque ca must vary, its variation can be done in a linear increasing manner. But in an alternative embodiment, its variation could be done in a parabolic manner. increasing (or according to any other faster growing function (of type xn with n > 2)).

[0087] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the supervision computer CS (or the computer of the control device DC3) can also comprise a mass memory MEM, in particular for storing each loss of torque pc, each additional torque ca associated with the latter (pc), and each state information ie associated with the depollution device DD, 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 each loss of torque pc and each state information ie associated with the depollution device DD, 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 CS supervision calculator (or the DC3 control device calculator) can also include an IS output interface, in particular to deliver each message containing the determined additional AC torque.

[0088] 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, in an ecological manner, in the vehicle V the total torque and which is provided during an upward gear change (n to n+1).

Claims

Claims

1. Control method for a vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) respectively thermal and non-thermal prime movers and suitable for respectively providing first and second torques together forming a total torque, said first prime mover (MM1) being coupled to a pollution control device (DD) suitable for ensuring predefined pollution control of at least part of the combustion residues produced by the latter (MM1) when it is operational, and said second prime mover (MM2) also being suitable for recovering torque, and ii) an automated gearbox (BV), with at least two clutches, and suitable for receiving said total torque and for carrying out a change, from an nth gear having an nth gear reduction to an (n+1)th gear having an (n+1)th gear reduction lower than said nth gear reduction,by carrying out a first phase in which it prepares the clutches concerned to transfer said total torque to each other and then a second phase in which said clutches transfer said total torque to each other, characterized in that it comprises a step (10-40) in which during all of said first phase, when said second driving machine (MM2) cannot provide a second torque, said first driving machine (MM1) is required to provide, in addition to its first torque, an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for torque recovery by said second driving machine (MM2) increased by this additional torque, only when said pollution control device (DD) is operational.,

2. Method according to claim 1, characterized in that in said step (10-40) said decontamination device (DD) is operational when it has at a chosen location an internal temperature greater than or equal to a first threshold.

3. Method according to claim 1, characterized in that in said step (10-40) said depollution device (DD) is operational when it delivers to an outlet a rate of at least one chosen gas lower than a second threshold.

4. Method according to one of claims 1 to 3, characterized in that in said step (10-40), when said depollution device (DD) is opera- rational, said first driving machine (MM1) is required to provide additional torque fully compensating for said loss of torque.

5. Method according to one of claims 1 to 4, characterized in that in said step (10-40), when said depollution device (DD) is operational, the supply of an additional variable torque by said first driving machine (MM1) is imposed.

6. Method according to claim 5, characterized in that in said step (10-40) said additional torque varies in an increasing linear manner.

7. Method according to claim 5, characterized in that in said step (10-40) said additional torque varies in an increasing parabolic manner.

8. 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 7, in a vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) respectively thermal and non-thermal prime movers and capable of respectively providing first and second torques together forming a total torque, said first prime mover (MM1) being coupled to a pollution control device (DD) capable of ensuring predefined pollution control of at least part of the combustion residues produced by the latter (MM1) when it is operational, and said second prime mover (MM2) also being capable of recovering torque, and ii) an automated gearbox (BV), with at least two clutches, and capable of receiving said total torque and of carrying out a change,from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than said nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer said total torque to each other and then a second phase in which said clutches transfer said total torque to each other, to control the total torque supplied during said change.,

9. Control device (DC3) for a vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) respectively thermal and non-thermal prime movers and capable of respectively providing first and second torques together forming a total torque, said first prime mover (MM1) being coupled to a depollution device (DD) capable of ensuring predefined depollution of at least part of the residues of combustion produced by the latter (MM1) when it is operational, and said second prime mover (MM2) also being capable of recovering torque, and ii) an automated gearbox (BV), with at least two clutches, and capable of receiving said total torque and of carrying out a change, from an nth gear having an nth gear ratio to an (n+1)th gear having an (n+1)th gear ratio lower than said nth gear ratio, by carrying out a first phase in which it prepares the clutches concerned to transfer said total torque to each other and then a second phase in which said clutches transfer said total torque to each other, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, during the whole of said first phase, when said second prime mover (MM2) cannot provide a second torque,to trigger an imposition on said first driving machine (MM1) of supplying, in addition to its first torque, an additional torque at least partially compensating for a loss of torque induced by the change in gear ratio by generating a request for torque recovery by said second driving machine (MM2) increased by this additional torque, only when said pollution control device (DD) is operational.,

10. Vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and capable of respectively providing first and second torques together forming a total torque, said first prime mover (MM1) being coupled to a pollution control device (DD) capable of ensuring predefined pollution control of at least part of the combustion residues produced by the latter (MM1) when it is operational, and said second prime mover (MM2) also being capable of recovering torque, and ii) an automated gearbox (BV), with at least two clutches, and capable of receiving said total torque and of carrying out a change, from an nth gear having an nth gear reduction to an (n+1)th gear having an (n+1)th gear reduction lower than said nth gear reduction,by carrying out a first phase in which it prepares the clutches concerned to transfer said total torque to each other and then a second phase in which said clutches transfer said total torque to each other, characterized in that it further comprises a control device (DC3) according to the reven-, dication 9.

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