CONTROL OF THE STARTING MODE OF A THERMAL POWER ENGINE OF A HYBRID GMP OF A MOVING VEHICLE

Abstract

A method is implemented in a vehicle comprising first and second thermal and non-thermal prime movers respectively and respectively providing first and second torques, and an automated gearbox, associated with at least one clutch capable of being placed in a state chosen from an open state, a closed state and a sliding state, and capable of having an engaged gear chosen from several gears having different gear ratios. This method comprises a step (10-20) in which, when only a second torque is provided and a first torque must be provided, the clutch currently in use is placed in the closed state or the sliding state according to the gear ratio of the engaged gear, before starting the first prime mover so that it provides the first torque. Figure 3

Description

Title of the invention: CONTROL OF THE STARTING MODE OF A THERMAL POWER ENGINE OF A HYBRID GMP OF A MOVING VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising a hybrid powertrain (or GMP) and an automated gearbox, and more specifically to the control of the starting phases of the thermal motor of such a GMP when the latter already provides torque with a non-thermal motor. State of the art

[0002] Certain vehicles, generally terrestrial (and possibly of the automobile type), include a hybrid powertrain (or GMP) 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 of providing a second torque, for example to the drive wheels, as well as possibly 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 one primary shaft associated with at least one clutch, and controllable by at least one gearbox computer. For example, it may be a dual clutch gearbox (or DCT (“Dual Clutch Transmission”)).

[0005] In a vehicle of the type presented above, it frequently happens that when it is moving in non-thermal mode (i.e. only thanks to the second torque provided by the second non-thermal prime mover) it is necessary for the first thermal prime mover to be started to provide in addition to the first torque. When such a situation occurs, the starting of the first thermal prime mover is currently done either in a so-called "with slip" mode or in a so-called "without slip" mode, depending on the internal arrangement of the vehicle.

[0006] It is recalled that in the slip start mode, the clutch which is in use is placed in the slip state (while it was in the closed state) until the speeds of the first and second prime movers are synchronized with the output speed of the gearbox, then this clutch is placed in its closed state. In contrast, in the non-slip starting mode, the clutch that is in use is held in its closed state until the coupling device, which ensures the coupling of the first prime mover to this clutch, is placed in its closed state.

[0007] The slip start mode causes the clutch to slip during use, which allows the torque disturbances, which are transmitted by slipping at the output of the gearbox (for example to the wheels), to be decoupled, resulting from the start / docking of the first (thermal) prime mover. However, this induces energy losses by heating the clutch in its slip state for the entire duration of the slip start mode, and therefore this causes an increase in fuel consumption by the first prime mover.

[0008] The non-slip starting mode (and therefore with the clutch in its closed state) makes it possible to avoid friction losses. However, in the absence of clutch slippage, it is not possible to obtain decoupling of the torque disturbances resulting from the starting / docking of the first (thermal) prime mover, and therefore the driving pleasure of the vehicle is degraded.

[0009] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0010] For this purpose, it proposes in particular a control method intended to be implemented in a vehicle comprising:

[0011] - a powertrain comprising first and second prime movers respectively thermal and non-thermal and capable of respectively providing first and second couples, and

[0012] - an automated gearbox, associated with at least one clutch suitable for being placed in a state chosen from an open state, a closed state and a sliding state, and capable of having an engaged ratio chosen from several ratios having different gear ratios.

[0013] This control method is characterized by the fact that it comprises a step in which, when only second torque is supplied and first torque must be supplied, the clutch in use is placed in the closed state or the sliding state according to the gear ratio of the engaged ratio, before starting the first prime mover so that it supplies this first torque.

[0014] Thanks to this possibility of choosing the starting mode in the vehicle (with or without slipping), it is now possible to minimize the amplitude of the disturbances of the torque at the output of the gearbox and the degradation of the driving pleasure of the vehicle.

[0015] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0016] - in a first embodiment, in its step, when the gearbox offers six ratios referenced respectively from 1 to 6 and having respectively decreasing gear ratios, the clutch in use can be placed in the closed state when the gear engaged is one of the ratios 4, 5 and 6, while the clutch in use can be placed in the sliding state when the gear engaged is one of the ratios 1, 2 or 3;

[0017] - in a second embodiment, in its step, when the gearbox offers seven ratios referenced respectively from 1 to 7 and having respectively decreasing gear ratios, the clutch in use can be placed in the closed state when the gear engaged is one of the ratios 4, 5, 6 and 7, while the clutch in use can be placed in the sliding state when the gear engaged is one of the ratios 1, 2 or 3;

[0018] - in its step, when deciding to place the clutch in use in the sliding state, a sliding coupling between the second prime mover and a primary shaft of the gearbox, associated with the clutch in use, can be first controlled by regulating a speed of the second prime mover, then the torque supplied at the output of the gearbox can be controlled by controlling the sliding torque of the clutch in use, then the first prime mover can be started while maintaining the sliding torque control, then a speed of the first prime mover can be synchronized with the speed of the second prime mover while maintaining the sliding torque control, then a coupling device ensuring a coupling of the first prime mover to the clutch in use can be placed in a closed state, in order to couple the first prime mover to the second prime mover while maintaining the sliding torque control,then the speeds of the first and second driving machines can be synchronized with a speed at the output of the gearbox while maintaining the sliding torque control, then the clutch in use can be placed in its closed state; ,

[0019] - in its step, when deciding to place the clutch in use in its closed state while it is already in this closed state, the first prime mover can be started by maintaining the clutch in use in its closed state, then a speed of the first prime mover can be synchronized with a speed of the second prime mover by maintaining the clutch in use in its closed state, then a coupling device can be placed in a closed state ensuring a coupling of the first prime mover to the clutch in use, in order to couple the first prime mover to the second prime mover driving force while keeping the clutch in use in its closed state.

[0020] 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 a powertrain comprising first and second respectively thermal and non-thermal prime movers and capable of respectively providing first and second torques, and an automated gearbox, associated with at least one clutch capable of being placed in a state chosen from an open state, a closed state and a sliding state, and capable of having an engaged gear chosen from several gears having different gear ratios, to control starting phases of the first prime mover so that it provides the first torque when only the second torque is being provided.

[0021] The invention also proposes a control device intended to equip a vehicle comprising:

[0022] - a powertrain comprising first and second prime movers respectively thermal and non-thermal and capable of respectively providing first and second couples, and

[0023] - an automated gearbox, associated with at least one clutch suitable for being placed in a state chosen from an open state, a closed state and a sliding state, and capable of having an engaged ratio chosen from several ratios having different gear ratios.

[0024] 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 only the second torque is supplied and only the first torque must be supplied, in triggering a placement of the clutch in use in the closed state or the sliding state according to the gear ratio of the engaged ratio, before triggering a start of the first driving machine so that it supplies this first torque.

[0025] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0026] - a powertrain comprising first and second prime movers respectively thermal and non-thermal and suitable for providing first and second couples respectively,

[0027] - an automated gearbox, associated with at least one clutch suitable for being placed in a state chosen from an open state, a closed state and a sliding state, and capable of having an engaged ratio chosen from several ratios having different gear ratios, and

[0028] - a control device of the type presented above.

[0029] For example, in this vehicle the second driving machine can be electric. 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 vehicle comprising a control device according to the invention, and a transmission chain with automated gearbox and hybrid GMP 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 control device DC3, intended to allow control of the starting phases of the first thermal motor MM1 of a hybrid powertrain (or GMP) of a vehicle V so that it provides a first torque c1 when only a second torque c2 is being provided by a non-thermal motor MM2 of this GMP to move the vehicle V.

[0035] In the following, it is considered, by way of non-limiting example, that the vehicle V is terrestrial 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 (terrestrial, maritime (or river), or aerial) comprising a hybrid GMP transmission chain 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 one first thermal motor MM1 and at least one 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, it is considered in the following, by way of non-limiting example, that the automated gearbox BV is a double clutch (or DCT). But the invention is not limited to this type of automated gearbox. It concerns all automated gearboxes comprising at least one primary shaft associated with at least one clutch, and controllable by at least one gearbox computer.

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

[0040] [Fig.l] schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (here thermal and electric) and automated BV gearbox, a supervision computer CS, a service battery BS, a rechargeable main (or traction) battery BP, a CV converter, and a control device DC3 according to the invention.

[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 the main battery BP to be recharged by an external power source temporarily coupled to the 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 supervision 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 supervision computer CS.

[0048] In addition, the first driving machine MM1 is capable of being coupled to a primary shaft 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 closed (or coupled) position and therefore when it couples the first driving machine MM1 to the gearbox BV (and more precisely to a clutch associated with a primary shaft of the latter (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) D1. 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] 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 to start the first prime mover MM1. But as a variant or in addition the first prime mover MM1 could be started by the second prime mover MM2 (by placing the first coupling device DC1 in its closed state).

[0052] The second (non-thermal (here electric)) driving machine MM2 is capable, when it is supplied with energy (here electric 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.

[0053] 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.

[0054] Furthermore, this second driving machine MM2 is, here and by way of purely illustrative example, suitable for being coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to a primary shaft of the gearbox BV to provide it with the second driving torque c2 that it produces. The second driving machine MM2 therefore provides the second torque c2 that it produces for the train TL

[0055] It will be noted that the second driving machine MM2 can also possibly be arranged so as to recover in the vehicle V a third torque c3 defined by a setpoint, for example in a regenerative braking phase, and in this case this third recovered torque c3 can be used to recharge the main battery BP associated with the second driving machine MM2. But the recovery can also be done on a part of the first torque cl provided by the first driving machine MM1.

[0056] The operation of the second driving machine MM2 is controlled by a second machine computer CM2, and supervised by the supervision computer CS.

[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 may, for example, comprise a cascade of pinions connecting the second driving 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 has been placed in its (completely) closed (or coupled) state and the first prime mover MM1 is in operation (and therefore has a first non-zero speed to provide the first torque cl), the first coupling device DC1 delivers a torque which is added to a possible second torque c2 provided, upstream of the gearbox BV, by the second prime mover MM2 when it is supplied (here) with electrical energy (here) by the main battery BP. When the first coupling device DC1 has been placed in its (completely) open (or decoupled) state, only the second prime mover MM2 can provide a second torque c2 upstream of the gearbox BV in a purely electric driving phase.

[0060] 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.

[0061] As indicated above, the BV (automated) gearbox comprises at least one primary shaft which is associated with at least one clutch capable of being placed in a state chosen from an open (or decoupled) state, a closed (or coupled) state, and a sliding state. Furthermore, the BV gearbox offers several ratios having respectively decreasing gear ratios (starting from the smallest). For example, when the BV gearbox has a double clutch, the odd ratios (1, 3, 5, 7, etc.) can be associated with a first clutch, and the even ratios (2, 4, 6, etc.) can be associated with a second clutch.

[0062] When the gearbox BV receives as input a total torque and (on its primary shaft associated with the clutch in use (and therefore placed in its closed state or its sliding state)), and it has a gear engaged (chosen from all its gears), it delivers on its output (and therefore here to the transmission shaft AT) an output torque es (here for the drive wheels of the front axle T1).

[0063] The operation of the gearbox BV is controlled by a gearbox computer CB, and supervised by the supervision computer CS.

[0064] As mentioned above, the invention proposes in particular a control method intended to allow the control of the starting phases of the first thermal motor machine MM1 so that the latter (MM1) provides a first torque c 1 when only a second torque c2 is being provided by the motor machine MM2 to move the vehicle V.

[0065] 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.

[0066] The memory MD is live 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.

[0067] 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.

[0068] As illustrated non-limitingly in [Fig.3], the (control) method, according to the invention, comprises a step 10-20 which is implemented each time a condition is verified, namely only a second torque c2 is provided to move the vehicle V and a first torque cl must be provided by the first driving machine MM1 (to be started) in addition to this second torque c2.

[0069] Step 10-20 of the method comprises a sub-step 20 in which, when the aforementioned condition is verified, the clutch which is in use is placed in its closed state or its sliding state depending on the gear ratio engaged in the gearbox BV, before starting the first driving machine MM1 so that it provides the first torque cl (in addition to the second torque c2 which is already provided).

[0070] For example, it is the control device DC3 which can trigger the placement of the clutch in use in its closed state or its sliding state according to the gear ratio of the engaged ratio, before triggering the start of the first driving machine MM1 so that it provides the first torque cl.

[0071] It will be understood that within the vehicle V it is now possible to choose the starting mode (with or without slip) which is best suited to the gear reduction of the ratio engaged in the gearbox BV, because the amplitude of the disturbances of the output torque es depends mainly on the ratio engaged. Indeed, the greater the gear reduction, the more a torque error on a primary shaft of the gearbox BV will be felt at the output of the latter (BV), and therefore here at the level of the driving wheels of the front axle T1.Therefore, it proves advantageous to apply the slip start mode only when the disturbances caused by the closure of the first coupling device DC1 are perceptible at the output of the gearbox BV (i.e. for the ratios having the largest gear ratios), in order to minimize the amplitude of the disturbances of the output torque es and the degradation of the driving pleasure of the vehicle V. In addition, this makes it possible to reduce the fuel consumption by the first prime mover MM1 during its (re)starts without impacting the driving pleasure.

[0072] For example, and as illustrated non-limitingly in [Fig. 3], step 10-20 may comprise a sub-step 10 in which one (for example the control device DC3) may be informed of the fact that the first driving machine MM1 must be started while the second driving machine MM2 is supplying a second torque c2. It will be noted that in this same sub-step 10, one (for example the control device DC3) may also, for example, receive the identifier of the gear which is being engaged in the gearbox BV.

[0073] At least two embodiments can be envisaged in sub-step 20 depending on the number of gears of the gearbox BV.

[0074] The first embodiment is implemented when the gearbox BV offers six ratios referenced respectively from 1 to 6 and having respectively decreasing gear ratios. It will be understood that ratio 1 has the largest gear ratio while ratio 6 has the smallest gear ratio. In this first embodiment, in sub-step 20 of step 10-20, it is possible to place (for example the control device DC3 can trigger the placement of) the clutch in use in its closed state when the gear engaged is one of gears 4, 5 and 6. On the other hand, one can place (for example the DC3 control device can trigger the placement of) the clutch in use in its slippery state when the gear engaged is one of gears 1, 2 or 3.

[0075] The second embodiment is implemented when the gearbox BV offers seven ratios referenced respectively from 1 to 7 and having respectively decreasing gear ratios. It will be understood that ratio 1 has the largest gear ratio while ratio 7 has the smallest gear ratio. In this second embodiment, in sub-step 20 of step 10-20, it is possible to place (for example the control device DC3 can trigger the placement of) the clutch in use in its closed state when the gear engaged is one of the gears 4, 5, 6 and 7. On the other hand, it is possible to place (for example the control device DC3 can trigger the placement of) the clutch in use in its sliding state when the gear engaged is one of the gears 1, 2 or 3.

[0076] It will be noted that other choices can be made (and therefore other embodiments can be implemented). Generally speaking, the choice of ratios inducing a decision to use the starting mode with or without slip can be made as a function of the mass of the vehicle V and the respective gear ratios of the different ratios. This choice can possibly be dynamically adapted as a function of the current mass of the vehicle V (it will be understood that the vehicle V can be more or less loaded at the time considered).

[0077] Also for example, in sub-step 20 of step 10-20, when it is decided (for example when the control device DC3 decides) to place the clutch in use in its sliding state (while it is in its closed state), one (for example the second machine computer CM2) can start by controlling the sliding coupling between the second driving machine MM2 and the primary shaft of the gearbox BV which is associated with the clutch in use, by carrying out a regulation of the second speed of the second driving machine MM2. Then, one (for example the gearbox computer CB) can control the torque supplied at the output of the gearbox BV by carrying out a sliding torque control of the clutch which is in use by means of successive instructions.Then, one (for example the first machine calculator CM1) can start the first driving machine MM1, while the sliding torque control is maintained by the gearbox calculator CB. Then, one (for example the first machine calculator CM1) can synchronize the first speed of the first driving machine MM1 with the second speed of the second driving machine MM2, while the sliding torque control is maintained by the gearbox calculator CB. Then, one (for example the first machine calculator CM1) can place the first coupling device DC1 (ensuring the coupling of the first driving machine MM1 to the current clutch) in its closed state. of use), in order to couple the first driving machine MM1 to the second driving machine MM2, while the slip torque control is maintained by the gearbox computer CB. Then, one (for example the first CM1 and second CM2 machine computers) can synchronize the speeds of the first MM1 and second MM2 driving machines with the output speed of the gearbox BV (and therefore on the transmission shaft AT), while the slip torque control is maintained by the gearbox computer CB. Then, one (for example the gearbox computer CB) can place the clutch currently in use in its closed state in order to satisfy the desire of the driver of the vehicle V in terms of engine torque.

[0078] Also for example, in sub-step 20 of step 10-20, when it is decided (for example when the control device DC3 decides) to place the clutch in use in its closed state while it is already in this closed state, one (for example the first machine computer CM1) can start by starting the first prime mover MM1, while the clutch in use is maintained in its closed state (for example by the second machine computer CM2). Then, one (for example the first machine computer CM1) can synchronize the first speed of the first prime mover MM1 with the second speed of the second prime mover MM2, while the clutch in use is maintained in its closed state (for example by the second machine computer CM2).Then, one (for example the first machine calculator CM1) can place in its closed state the first coupling device DC1 (ensuring the coupling of the first driving machine MM1 to the clutch in use), in order to couple the first driving machine MM1 to the second driving machine MM2, while the clutch in use is maintained in its closed state (for example by the second machine calculator CM2), so as to satisfy the desire of the driver of the vehicle V in terms of engine torque.

[0079] 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 engaged gear identifier, as well as any intermediate data involved in all its calculations and processing operations. Furthermore, this supervision computer CS (or the computer of the control device DC3) can also comprise an input interface IE for receiving each message signaling that the first prime mover MM1 must be started and each engaged gear identifier, to use them in calculations or processing operations, 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 for delivering . each message (or order) to use the start mode with or without sliding that has just been chosen.

[0080] 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 starting phases of the first prime mover MM1 of the GMP of the vehicle V so that it provides the first torque c1 when only the second torque c2 is being provided.

Claims

Claims

1. Control method for a vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and capable of providing first and second torques respectively, and ii) an automated gearbox (BV), associated with at least one clutch capable of being placed in a state chosen from an open state, a closed state and a sliding state, and capable of having an engaged gear chosen from several gears having different gear ratios, characterized in that it comprises a step (10-20) in which, when only second torque is supplied and first torque must be supplied, the clutch in use is placed in the closed state or the sliding state according to the gear ratio of said engaged gear, before starting said first prime mover (MM1) so that it provides said first torque.

2. Method according to claim 1, characterized in that in said step (10-20), when said gearbox (BV) offers six ratios referenced respectively from 1 to 6 and having respectively decreasing gear ratios, the clutch in use is placed in the closed state when the engaged ratio is one of said ratios 4, 5 and 6, while the clutch in use is placed in the sliding state when said engaged ratio is one of said ratios 1, 2 or 3.

3. Method according to claim 1, characterized in that in said step (10-20), when said gearbox (BV) offers seven ratios referenced respectively from 1 to 7 and having respectively decreasing gear ratios, the clutch in use is placed in the closed state when the engaged ratio is one of said ratios 4, 5, 6 and 7, while the clutch in use is placed in the sliding state when said engaged ratio is one of said ratios 1, 2 or

4. UU J • Method according to one of claims 1 to 3, characterized in that in said step (10-20), when it is decided to place the clutch in use in the sliding state, a sliding coupling between said second driving machine (MM2) and a primary shaft of said gearbox (BV), associated with said clutch in use, is first controlled by regulating a speed of said second driving machine (MM2), then the torque supplied in

5.

6. output of said gearbox (BV) by performing a slip torque control of said clutch in use, then starting said first prime mover (MM1) while maintaining said slip torque control, then synchronizing a speed of said first prime mover (MM1) with said speed of the second prime mover (MM2) while maintaining said slip torque control, then placing in a closed state a coupling device (DC1) ensuring a coupling of said first prime mover (MM1) to said clutch in use, in order to couple said first prime mover (MM1) to said second prime mover (MM2) while maintaining said slip torque control, then synchronizing said speeds of the first (MM1) and second (MM2) prime movers with a speed at the output of said gearbox (BV) while maintaining said slip torque control, then placing said clutch in use in its closed state. Method according to one of claims 1 to 3, characterized in that in said step (10-20), when it is decided to place said clutch in use in its closed state while it is already in this closed state, said first prime mover (MM1) is started while maintaining said clutch in use in its closed state, then a speed of said first prime mover (MM1) is synchronized with a speed of said second prime mover (MM2) while maintaining said clutch in use in its closed state, then a coupling device (DC1) ensuring a coupling of said first prime mover (MM1) to said clutch in use is placed in a closed state, in order to couple said first prime mover (MM1) to said second prime mover (MM2) while maintaining said clutch in use in its closed state.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 vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and capable of providing first and second torques respectively, and ii) an automated gearbox (BV), associated with at least one clutch capable of being placed in a state chosen from an open state, a closed state and a sliding state, and capable of having a gear engaged chosen from several gears having. different gear ratios, to control starting phases of said first prime mover (MM1) so that it provides the first torque when only the second torque is being provided.

7. 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 suitable for respectively providing first and second torques, and ii) an automated gearbox (BV), associated with at least one clutch suitable for being placed in a state chosen from an open state, a closed state and a sliding state, and suitable for having an engaged gear chosen from several gears having different gear ratios, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when only second torque is supplied and first torque must be supplied, in triggering a placement of the clutch in use in the closed state or the sliding state according to the gear ratio of the engaged gear,before triggering a start of said first prime mover (MM1) so that it provides said first torque.,

8. Vehicle (V) comprising i) a powertrain comprising first (MM1) and second (MM2) thermal and non-thermal prime movers respectively and capable of providing first and second torques respectively, and ii) an automated gearbox (BV), associated with at least one clutch capable of being placed in a state chosen from an open state, a closed state and a sliding state, and capable of having a gear engaged chosen from several gears having different gear ratios, characterized in that it further comprises a control device (DC3) according to claim 7.

9. Vehicle according to claim 8, characterized in that said second driving machine (MM2) is electric.

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

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