CHECKING THE OPERATION OF THE HYBRID GMP OF A LAND VEHICLE IN THE PRESENCE OF AN INTERNAL COMMUNICATION PROBLEM

Abstract

A control method is implemented in a land vehicle comprising a GMP supervised by a supervision computer and comprising a first thermal prime mover and capable of providing a first torque for a first train via a gearbox controlled by a gearbox computer capable of exchanging messages with this supervision computer, and a second electric prime mover and capable of providing a second torque to a second train. This method comprises a step (10-30) in which, in the absence of reception of a message from the gearbox computer by the supervision computer while a first engine torque is provided for the first train but not a second engine torque, this provision is prevented and a second engine torque is provided by the second prime mover. Figure 3

Description

Title of the invention: CONTROL OF THE OPERATION OF THE HYBRID GMP OF A LAND VEHICLE IN THE PRESENCE OF AN INTERNAL COMMUNICATION PROBLEM Technical field of the invention

[0001] The invention relates to land vehicles comprising a hybrid powertrain, and more specifically to controlling the operation of the powertrain in the presence of an internal communication problem in such vehicles. State of the art

[0002] Certain land vehicles, possibly of the automobile type, include a hybrid powertrain (or GMP), i.e. comprising at least one thermal motor and one electric motor.

[0003] Here, the term “drive machine” means a thermal engine or an electric machine arranged to provide engine torque to move a vehicle.

[0004] Certain hybrid GMPs of the aforementioned vehicles comprise, on the one hand, a first thermal motor machine capable of providing a first torque for a first train via an automated gearbox controlled by a gearbox computer, and, on the other hand, a second electric motor machine capable of providing a second torque to a second train.

[0005] In this type of vehicle, the GMP is supervised by a supervision computer which communicates in particular with the gearbox computer in order to make its supervision decisions. This communication is generally done via an internal communication network, possibly multiplexed.

[0006] As is known to those skilled in the art, it may happen that the supervision computer no longer receives messages from the gearbox computer, for example due to a (possibly temporary) failure of the latter or of the internal communication network. Currently, when such a situation occurs while at least the first (thermal) prime mover is providing a first engine torque, the supervision computer (of the GMP) prohibits the operation of this first prime mover, requires the opening of the coupling device which is responsible for coupling the first prime mover to the gearbox, and triggers the lighting of the "STOP" indicator light in the dashboard of the vehicle to warn the driver of the occurrence of a serious fault and the prohibition on using the GMP while the fault persists.As a result, the vehicle suddenly comes to a standstill, which seriously penalizes its passengers and can prove dangerous for them due to its sudden nature. from the torque supply stop.

[0007] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0008] It proposes in particular for this purpose a control method intended to be implemented in a land vehicle comprising a powertrain supervised by a supervision computer and comprising, on the one hand, a first thermal motor machine and capable of providing a first torque for a first train via a gearbox controlled by a gearbox computer capable of exchanging messages with the supervision computer, and, on the other hand, a second electric motor machine and capable of providing a second torque to a second train.

[0009] This control method is characterized by the fact that it comprises a step in which, in the absence of reception of a message from the gearbox computer by the supervision computer while a first engine torque is provided for the first train but not a second engine torque, this provision is prevented and a second engine torque is provided by the second driving machine.

[0010] Thus, in the presence of a failure of the gearbox computer or of the means of communication used internally, the vehicle is no longer suddenly immobilized, and therefore its passengers are neither completely penalized nor put in danger.

[0011] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0012] - in its step, the supply of the first motor torque can be prevented and it is possible have the second engine torque supplied by the second prime mover in the absence of reception of a message from the gearbox computer by the supervision computer for at least a first chosen duration;

[0013] - in the presence of the first option, in its step, the first duration chosen can be between 200 ms and 500 ms;

[0014] - in its step, the supply of the first motor torque can be prevented in ordering a first machine computer, controlling the first driving machine, to stop the operation of the latter, and / or by ordering a decoupling of the first driving machine from the gearbox;

[0015] - in its step, one can also carry out in the vehicle at least one chosen action among an alert of a driver of the vehicle by means of a warning light of the latter and / or a text message and / or an audible message, an imposition of a limitation of the speed of movement of the vehicle, an imposition of a limitation of an electrical power taken from an electrical energy source of the vehicle by the second prime mover, a recording of at least one fault code representative of a communication problem with the gearbox computer, and a placement of the gearbox gears in a neutral position;

[0016] - in the presence of the last option, in its stage, in the event of imposition of the li limitation of the vehicle's travel speed, the driver can also be alerted to this limitation by means of a text message and / or an audible message;

[0017] - also in the presence of the last option, in its step, the limitation of the vehicle travel speed can be between 100 km / h and 140 km / h;

[0018] - also in the presence of the last option, in its step, the limitation of electrical power taken can be between 15 kW and 25 kW;

[0019] - in its step, in the event of the end of absence of reception of a message from the calculator of box by the supervision computer for at least one second chosen duration, normal operation of the powertrain can be restored;

[0020] - in the presence of the last option, in its step, the second duration chosen can be between 500 ms and 1 s.

[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 land vehicle comprising a powertrain supervised by a supervision computer and comprising, on the one hand, a first thermal motor engine capable of providing a first torque for a first train via a gearbox controlled by a gearbox computer capable of exchanging messages with the supervision computer, and, on the other hand, a second electric motor engine capable of providing a second torque to a second train, to control an operation of the powertrain.

[0022] The invention also proposes a control device intended to equip a land vehicle comprising a powertrain supervised by a supervision computer and comprising, on the one hand, a first thermal motor machine and capable of providing a first torque for a first train via a gearbox controlled by a gearbox computer capable of exchanging messages with the supervision computer, and, on the other hand, a second electric motor machine and capable of providing a second torque to a second train.

[0023] 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, in the absence of reception of a message from the gearbox computer by the supervision computer while a first engine torque is being supplied for the first train but not a second engine torque, in triggering a prevention of this supply and a supply of a second engine torque by the second driving machine.

[0024] The invention also proposes a land vehicle, possibly of the automobile type, and comprising, on the one hand, a powertrain supervised by a cal supervisory controller and comprising a first thermal motor and capable of providing a first torque for a first train via a gearbox controlled by a gearbox computer capable of exchanging messages with the supervisory computer, and a second electric motor and capable of providing a second torque to a second train, and, on the other hand, a control device of the type presented above. Brief description of the figures

[0025] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0026] [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 hybrid GMP transmission chain and supervised by a supervision computer coupled to an internal communication network,

[0027] [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

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

[0029] The invention aims in particular to propose a control method, and an associated control device DC5, intended to allow control of the hybrid powertrain (or GMP) of a land vehicle V in the presence of an internal communication problem between a gearbox computer CB and a GMP supervision computer CS.

[0030] In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of land vehicle. It in fact concerns any type of land vehicle comprising a hybrid GMP transmission chain acting on two different trains. Thus, it concerns utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, and leisure machinery (karts), for example.

[0031] [Fig.l] schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (and therefore comprising at least a first thermal motor MM1 and a second electric motor MM2), a supervision computer CS, a service battery BS, an electrical energy source BP, a converter CV, an internal communication network RC and a control device DC5 according to the invention.

[0032] The service battery BS is responsible for supplying electrical energy to the on-board network of the vehicle V, in addition to that supplied by the CV converter powered by the electrical energy source 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, 24 V or 48 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.

[0033] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0034] The main electrical circuit (or "high voltage" or "power") is connected, on the one hand, to the electrical energy source BP via an interface device, and, on the other hand, to electronic equipment, such as for example the CV converter and the second driving machine MM2. It can also allow the recharging of the electrical energy source BP by an external power source and temporarily coupled to a recharging connector of the vehicle V.

[0035] The transmission chain has a GMP which is hybrid and therefore which comprises, in addition to its first MM1 and second MM2 driving machines, in particular, first AMI and second AM2 driving shafts, first ATI and second AT2 transmission shafts, first DC1 and second DC2 coupling devices, and a BV gearbox.

[0036] It is recalled that here the term “drive machine” means a machine arranged so as to provide engine torque to move the vehicle V.

[0037] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0038] The first driving machine MM1 is thermal and is responsible, when supplied with fuel, for producing a first engine torque cl and for supplying the latter (cl) to the first engine shaft AMI. The operation of the first driving machine MM1 is controlled by a first machine computer CM1 which is capable of exchanging messages with the supervision computer CS, for example via an internal communication network RC, possibly multiplexed, as illustrated non-limitingly in [Fig.l].

[0039] Furthermore, this first driving machine MM1 (and more precisely the first motor shaft AMI) is capable of being coupled by the first coupling device DC1 to the primary shaft AP of the gearbox BV to provide it with the first motor torque c 1 produced.

[0040] The output shaft of the gearbox BV is coupled to the first shaft of ATI transmission which is itself coupled to a first train Tl (here of driving wheels), preferably via a first differential Dl.

[0041] This first train T1 is here located in the front part PVV of the vehicle V. But in a variant this first train T1 could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

[0042] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0043] The BV gearbox is automated. For example, it can be a double clutch (or DCT (“Dual Clutch Transmission”)).

[0044] The operation of the gearbox BV is controlled by a gearbox computer CB and supervised by the supervision computer CS which is capable of exchanging messages with this gearbox computer CB, for example via the internal communication network RC, as illustrated non-limitingly in [Fig.l].

[0045] 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.

[0046] It will also be noted that in the example illustrated non-limitingly in [Fig.l] the GMP also comprises a fourth coupling device DC4 acting as a filter between the first motor shaft AMI and the input of the first coupling device DC1. This fourth coupling device DC4 is arranged so as to reduce the acyclisms produced by the first driving machine MM1. But it is not obligatory.

[0047] For example, this fourth coupling device DC4 can be a double pendulum damping flywheel.

[0048] The second driving machine MM2 is electric and is responsible, when it is supplied with electrical energy by the electrical energy source BP, for producing a second motor torque c2 and for supplying the latter (c2) to the second motor shaft AM2 by rotational drive. The operation of the second driving machine MM2 is controlled by a second machine computer CM2 and supervised by the supervision computer CS which is capable of exchanging messages with this second machine computer CM2, for example via the internal communication network RC, as illustrated non-limitingly in [Fig.l].

[0049] The second drive shaft AM2 is coupled (possibly via a reducer) to the second coupling device DC2 which is coupled to the second transmission shaft AT2, itself coupled to the second train T2 (here of driving wheels), preferably via a second differential D2.

[0050] 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 (and transmitted by the latter (CS) to the second machine computer CM2). For example, this second coupling device DC2 can be a dog clutch. But this is not an obligation.

[0051] It will be noted that in the example illustrated non-limitingly in [Fig.l] the GMP also comprises a third electric motor MM3 and responsible, when it is supplied with electrical energy by the electrical energy source BP, for producing a third engine torque c3. The operation of the third motor MM3 is controlled by a third machine computer CM3, and supervised by the supervision computer CS which is able to exchange messages with this third machine computer CM3, for example via the internal communication network RC, as illustrated non-limitingly in [Fig.l].

[0052] Furthermore, this third driving machine MM3 is here suitable for being coupled, downstream of the first coupling device DC1, by a third coupling device DC3, to the gearbox BV to provide it with the third engine torque c3 produced.

[0053] The third coupling device DC3 can optionally be placed in coupled and decoupled states depending on a state instruction generated by the GMP supervision computer CS (and transmitted by the latter (CS) to the third machine computer CM3).

[0054] Furthermore, this third coupling device DC3 may, for example, comprise a cascade of pinions connecting the third driving machine MM3 to the input of the gearbox BV (downstream of the first coupling device DC1).

[0055] The CV converter is also responsible, here, during the driving phases of the vehicle V for converting part of the electric current stored in the electric energy source BP to supply the on-board network and the service battery BS with converted electric current (to recharge it).

[0056] The electrical energy source BP may, for example, be a main battery. In this case, this main battery BP may, for example, comprise electrical energy storage cells, possibly electrochemical (for example of the 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 for illustration purposes). But it could be of the medium voltage or high voltage type.

[0057] But in an alternative embodiment the source of electrical energy BP could be a fuel cell.

[0058] As mentioned above, the invention proposes in particular a control method intended to allow the control of the GMP of the vehicle V in the presence of a problem of internal communication between the CB gearbox calculator and the CS supervision calculator of the GMP.

[0059] This (control) method can be implemented at least partially by the control device DC5 (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 DC5 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.

[0060] 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.

[0061] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC5 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC5 could comprise its own dedicated computer, which is then coupled to the supervision computer CS, for example.

[0062] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-30 which is implemented each time a condition is satisfied, namely when at least the first engine torque c1 is provided for the first train T1 but not the second engine torque c2. It will be noted that in the presence of the third prime mover MM3, in the aforementioned condition it is also possible to provide the third engine torque c3 for the first train TL

[0063] Step 10-30 of the method comprises a sub-step 20 in which, when the aforementioned condition is satisfied and in addition there is an absence of reception of a message from the gearbox computer CB by the supervision computer CS, the supply for the first train T1 of at least the first engine torque cl is prevented (for example the control device DC5 triggers a prevention of), and a second engine torque c2 is provided (for example the control device DC5 triggers the supply of a) by the second driving machine MM2.

[0064] It will be understood that if we provide for the first train T1 the first cl and third c3 engine torques, we prevent this double supply. The objective is in fact to prevent the gearbox BV from receiving engine torque, because we do not know if the gearbox computer CB is capable of controlling this gearbox BV and / or if it has received or taken into account the last positioning instruction of the latter (BV) transmitted by the supervision computer CS.

[0065] Thanks to this prevention combined with the supply of second engine torque c2 for the second train T2 in the presence of a failure of the gearbox computer CB or of the internal communication network RC, the vehicle V is no longer suddenly immobilized, and therefore its passengers are neither completely penalized nor endangered, because the vehicle V can continue to be used and to be moved.

[0066] For example, and as illustrated non-limitingly in [Fig. 3], step 10-30 may comprise a sub-step 10 in which the control device DC is informed of the absence of reception of a message from the gearbox computer CB by the supervision computer CS, while at least the first engine torque cl is provided for the first train T1 but not the second engine torque c2 (condition satisfied). Sub-step 20 of step 10-30 is then carried out.

[0067] For example, in step 10-30 it is possible to prevent (for example the control device DC5 can trigger the prevention of) the supply for the first train T1 of at least the first engine torque cl, and it is possible to have a second engine torque c2 supplied (for example the control device DC5 can trigger the supply of a) by the second prime mover MM2, in the absence of reception of a message from the gearbox computer CB by the supervision computer CS for at least a first chosen duration dl. In this case, in sub-step 10 it is only after the lapse of a duration at least equal to the first duration dl that it is decided to carry out sub-step 20.

[0068] This option makes it possible to avoid carrying out the operations of sub-step 20 unnecessarily when the absence of message reception is very short, for example simply due to a transient transmission error from the CB gearbox computer or a transient error occurring on the internal communications network RC.

[0069] For example, in sub-step 10 of step 10-30 the first duration dl may be between 200 ms and 500 ms. As an illustrative example, the first duration dl may be equal to 300 ms. But other values ​​of first duration dl may be used. For example, the value of the first duration dl may be chosen during the development phase of the vehicle V.

[0070] At least three embodiments of the method can be envisaged to obtain the prevention of supply of at least the first engine torque cl.

[0071] In a first embodiment, in sub-step 20 of step 10-30 it is possible to prevent (for example the control device DC5 can trigger the prevention of) the supply for the first train T1 of at least the first engine torque cl by ordering the first machine computer CM1 to stop the operation of the first driving machine MM1. It will be noted that if a third engine torque c3 is also supplied for the first train T1, the third machine computer CM3 is also ordered to stop the operation of the third driving machine MM3.

[0072] In a second embodiment, in sub-step 20 of step 10-30 it is possible to prevent (for example the control device DC5 can trigger the prevention of) the supply for the first train T1 of at least the first engine torque cl by ordering a decoupling of the first driving machine MM1 from the gearbox BV. In other words, the placing of the first coupling device DC1 in its decoupled (or open) state is ordered. It will be noted that if a third engine torque c3 is also supplied for the first train T1, a decoupling of the third driving machine MM3 from the gearbox BV is also ordered (when the operation of the third coupling device DC3 allows it).

[0073] In a third embodiment, in sub-step 20 of step 10-30 it is possible to prevent (for example the control device DC5 can trigger the prevention of) the supply for the first train T1 of at least the first engine torque cl by ordering not only the first machine computer CM1 to stop the operation of the first driving machine MM1, but also a decoupling of the first driving machine MM1 from the gearbox BV. It will be noted that if a third engine torque c3 is also supplied for the first train T1, the third machine computer CM3 is also ordered to stop the operation of the third driving machine MM3 as well as possibly a decoupling of the third driving machine MM3 from the gearbox BV (when the operation of the third coupling device DC3 allows it).

[0074] It will be noted that in sub-step 20 of step 10-30 it is also possible to carry out in the vehicle V at least one action in addition to preventing the supply of at least the first engine torque c1 and the supply of a second engine torque c2. In this case, each action can, for example, be chosen from:

[0075] - an alert to the driver of the vehicle V by means of a warning light on the latter (V) and / or a text message and / or an audio message, to inform him of the need to have his vehicle V checked at an after-sales service,

[0076] - an imposition of a limitation on the speed of movement of the vehicle V,

[0077] - an imposition of a limitation of the electrical power taken from the source BP electric power (here the main battery) by the second MM2 prime mover,

[0078] - a recording of at least one fault code representative of a communication problem communication with the CB gearbox calculator, for example to facilitate the search for the cause of the communication problem by an after-sales service technician, and to enable this technician to resolve this problem and inform the user of the vehicle V, and

[0079] - a placement of the BV gearbox in a neutral position (or “N” (“neutral”)), so that it does not transmit either the first engine torque cl or a possible third engine torque c3 to the first train Tl, nor the torque recovered at the level of the first train Tl to the first driving machine MM1 or the possible third driving machine MM3.

[0080] For example, in the event of a driver alert, the indicator light may be part of the dashboard or be displayed on a display screen of the vehicle V (possibly that of the central instrument panel installed on or in the dashboard). It may be a indicator light dedicated to the internal communication problem or a service indicator light (not dedicated).

[0081] Also for example, in the event of a driver alert, the text alert message can be displayed on at least one screen of the vehicle V (for example the dashboard or the central instrument panel) or on the screen of a smartphone of the driver.

[0082] Also for example, in the event of a driver alert, the audible alert message can be broadcast by at least one loudspeaker of the vehicle V or of the aforementioned smartphone.

[0083] It will be noted that the storage of the (each) fault code can, for example, be done in a memory (possibly dead) of the control device DC or the supervision computer CS.

[0084] It will also be noted that the message (or order) to place the gearbox BV in a neutral position can be transmitted to the gearbox computer CB, but it may not be received or processed by the latter (CB), for example in the event of a malfunction of its own means of communication or of one of its internal processing functions or of the internal communication network RC. Therefore, when this action is carried out, it is also preferable to impose the speed limitation and / or the limitation of the electrical power drawn, for safety, in the event that the message cannot be received or processed.

[0085] It will also be noted that in sub-step 20, in the event of a limitation of the travel speed of the vehicle V being imposed, the driver can also be alerted (for example the control device DC5 can trigger the prevention of the alert of the) of this limitation by means of a text message and / or an audible message. This makes it possible to avoid surprising and / or worrying the driver with an impossibility of exceeding a speed limit. In this case, the text alert message can be displayed on at least one screen of the vehicle V (for example the dashboard or the central instrument panel) or on the screen of the driver's smartphone, and the audible alert message can be broadcast by at least one loudspeaker of the vehicle V or of the aforementioned smartphone.

[0086] It will also be noted that in sub-step 20, in the event of imposition of a limitation on the speed of movement of the vehicle V, this speed limitation may, for example For example, be between 100 km / h and 140 km / h. As an illustrative example, the speed limit may be 120 km / h. But other speed limit values ​​may be used. For example, the speed limit value may be chosen during the vehicle development phase V.

[0087] For example, when the current speed of the vehicle V is lower than the imposed speed limit, the second engine torque c2 may be lower than or equal to the sum of the first engine torque c1 and the possible third engine torque c3 provided before the prevention decided in sub-step 20. On the other hand, if the current speed of the vehicle V is higher than the imposed speed limit, the second engine torque c2 is determined so that it allows this speed limit to be respected.

[0088] It will also be noted that in sub-step 20, in the event of imposing a limitation on the electrical power taken, the latter may, for example, be between 15 kW and 25 kW. As an illustrative example, the limitation on the electrical power taken may be equal to 20 kW. But other values ​​for limiting the electrical power taken may be used. For example, the value for limiting the electrical power taken may be chosen during the development phase of the vehicle V.

[0089] For example, when the current speed of the vehicle V corresponds to a first drawn electrical power less than or equal to the drawn electrical power limitation, the second engine torque c2 is determined so that it allows this current speed to be respected. On the other hand, if the current speed of the vehicle V corresponds to a first drawn electrical power greater than the drawn electrical power limitation, the second engine torque c2 is determined so that it allows this imposed speed limitation to be respected, the second engine torque c2 is determined so that it allows this drawn electrical power limitation to be respected.

[0090] Also for example, and as illustrated non-limitingly in [Fig.3], step 10-30 may comprise a sub-step 30 in which, in the event of the end of the absence of reception of a message from the gearbox computer CB by the supervision computer CS for at least one second chosen duration d2, it is possible to re-establish the (for example the control device DC5 can trigger a re-establishment of) normal operation of the GMP.

[0091] Also for example, in sub-step 30 of step 10-30 the second duration d2 may be between 500 ms and 1 s. As an illustrative example, the second duration d2 may be equal to 800 ms. But other values ​​of second duration d2 may be used. For example, the value of the second duration d2 may be chosen during the development phase of the vehicle V.

[0092] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the supervision computer CS (or the computer of the control device DC5) can also comprise a mass memory MME, in particular for storing each first engine torque cl and each possible third engine torque c3, currently being supplied 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 DC5) can also comprise an input interface IE for receiving at least each message signaling the absence of reception of a message from the gearbox computer CB, each first engine torque cl and each possible third engine torque c3 currently being supplied to use them in calculations or processing, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this supervision calculator CS (or the calculator of the control device DC) can also comprise an output interface IS, in particular to deliver a message (or order) preventing the supply of the first engine torque cl and the possible third engine torque c3, a message (or order) to supply the second engine torque c2, a possible message (or order) to record a fault code and / or a possible message (or order) to trigger an alert intended for the driver and / or a possible message (or order) to impose a speed limitation and / or a possible message (or order) to impose a limitation of the electrical power drawn and / or a possible message (or order) to place the gearbox BV in the neutral position.

[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 electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the operation of the GMP of the land vehicle V in the presence of an internal communication problem between the gearbox computer CB and the supervision computer CS of the GMP.

Claims

Claims

1. Control method for a land vehicle (V) comprising a powertrain supervised by a supervision computer (CS) and comprising i) a first thermal prime mover (MM1) capable of supplying a first torque for a first train (Tl) via a gearbox (BV) controlled by a gearbox computer (CB) capable of exchanging messages with said supervision computer (CS), and ii) a second electric prime mover (MM2) capable of supplying a second torque to a second train (T2), characterized in that it comprises a step (10-30) in which, in the absence of reception of a message from said gearbox computer (CB) by said supervision computer (CS) while a first engine torque is supplied for said first train (Tl) but not a second engine torque, this supply is prevented and a second engine torque is supplied by said second prime mover (MM2).

2. Method according to claim 1, characterized in that in said step (10-30) said supply of the first engine torque is prevented and said second engine torque is supplied by said second driving machine (MM2) in the absence of reception of a message from said gearbox computer (CB) by said supervision computer (CS) for at least a first chosen duration.

3. Method according to claim 2, characterized in that in said step (10-30) said first chosen duration is between 200 ms and 500

4. 111b. Method according to one of claims 1 to 3, characterized in that in said step (10-30) said supply of the first engine torque is prevented by ordering a first machine computer (CM1), controlling said first driving machine (MM1), to stop the operation of the latter (MM1), and / or by ordering a decoupling of said first driving machine (MM1) from said gearbox (BV).

5. Method according to one of claims 1 to 4, characterized in that in said step (10-30) at least one action is also carried out in said vehicle (V) chosen from an alert of a driver of said vehicle (V) by means of a warning light of the latter (V) and / or a text message and / or an audible message, an imposition of a limitation of the speed of movement of said vehicle (V), an imposition of a limitation of a electrical power taken from an electrical energy source (BP) of said vehicle (V) by said second prime mover (MM2), a recording of at least one fault code representative of a communication problem with said gearbox computer (CB), and a placement of said gearbox (BV) in a neutral position.

6. Method according to claim 5, characterized in that in said step (10-30), in the event of imposition of said limitation of the speed of movement of the vehicle (V), said driver is alerted of this limitation by means of a text message and / or an audible message.

7. Method according to one of claims 1 to 6, characterized in that in said step (10-30), in the event of the end of absence of reception of a message from said gearbox computer (CB) by said supervision computer (CS) for at least a second chosen duration, normal operation of said powertrain is restored.

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 land vehicle (V) comprising a powertrain supervised by a supervision computer (CS) and comprising i) a first thermal prime mover (MM1) capable of providing a first torque for a first train (T1) via a gearbox (BV) controlled by a gearbox computer (CB) capable of exchanging messages with said supervision computer (CS), and ii) a second electric prime mover (MM2) capable of providing a second torque to a second train (T2), to control an operation of said powertrain.

9. Control device (DC) for a land vehicle (V) comprising a powertrain supervised by a supervision computer (CS) and comprising i) a first thermal prime mover (MM1) capable of supplying a first torque for a first train (T1) via a gearbox (BV) controlled by a gearbox computer (CB) capable of exchanging messages with said supervision computer (CS), and ii) a second electric prime mover (MM2) capable of supplying a second torque to a second train (T2), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, in the absence of reception of a message from said gearbox computer (CB) by said supervision computer (CS) while a first torque is supplied motor for said first train (Tl) but no second motor torque, to trigger a prevention of this supply and a supply of a second motor torque by said second prime mover (MM2).

10. Land vehicle (V) comprising a powertrain supervised by a supervision computer (CS) and comprising i) a first thermal motor machine (MM1) capable of providing a first torque for a first train (Tl) via a gearbox (BV) controlled by a gearbox computer (CB) capable of exchanging messages with said supervision computer (CS), and ii) a second electric motor machine (MM2) capable of providing a second torque to a second train (T2), characterized in that it further comprises a control device (DC) according to claim 9.

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