MONITORING THE OPERATION OF A LAND VEHICLE'S HYBRID POWERTRAIN IN THE PRESENCE OF AN INTERNAL COMMUNICATION PROBLEM

Abstract

A control method is implemented in a land vehicle comprising a powertrain supervised by a supervisory computer and including a first internal combustion engine designed to provide initial torque to a first axle via a gearbox controlled by a gearbox computer designed to exchange messages with this supervisory computer, and a second electric engine designed to provide a second torque to a second axle. This method includes a step (10-30) in which, if the supervisory computer does not receive a message from the gearbox computer while providing initial engine torque to the first axle but not a second engine torque, this supply is prevented and a second engine torque is supplied by the second engine. Figure 3

Description

Title of the invention: CONTROL OF THE OPERATION OF THE HYBRID POWERTRAIN 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 the control of the operation of the powertrain in the presence of an internal communication problem in such vehicles. State of the art

[0002] Some land vehicles, possibly of the motor vehicle type, include a hybrid powertrain (or PWM), that is to say, comprising at least one thermal engine and one electric engine.

[0003] Here, "drive machine" means a heat engine or an electric machine arranged to provide engine torque to move a vehicle.

[0004] Some hybrid powertrains of the aforementioned vehicles comprise, on the one hand, a first thermal drive machine suitable for 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 drive machine suitable for providing a second torque to a second train.

[0005] In this type of vehicle, the powertrain is supervised by a control unit which communicates, in particular, with the transmission control unit in order to make its supervisory decisions. This communication generally takes place via an internal communication network, possibly multiplexed.

[0006] As those skilled in the art know, it can happen that the control unit no longer receives messages from the transmission control unit, 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 (internal combustion) engine is providing initial torque, the control unit (of the powertrain) prevents the operation of this first engine, requests the opening of the coupling device responsible for coupling the first engine to the transmission, and triggers the illumination of the "STOP" warning light in the vehicle's instrument panel to warn the driver of the occurrence of a serious fault and the prohibition against using the powertrain as long as the fault persists.Consequently, the vehicle suddenly comes to a standstill, which severely penalizes its passengers and can prove dangerous for them due to the abrupt nature of the stop. of the cessation of torque supply.

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

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

[0009] This control method is characterized by the fact that it includes a step in which, in the absence of a message being received from the gearbox computer by the supervisory computer while a first motor torque is being supplied for the first train but not a second motor torque, this supply is prevented and a second motor torque is supplied by the second driving machine.

[0010] Thus, in the event 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 endangered.

[0011] The control method according to the invention may include other features 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 one can to have the second motor torque supplied by the second drive machine in the absence of a message received from the gearbox computer by the supervisory 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 by ordering a first machine computer, controlling the first driving machine, to stop the operation of the latter, and / or ordering a decoupling of the first driving machine from the gearbox;

[0015] - in its step, at least one chosen action can also be performed in the vehicle These include: a driver alert via a warning light on the vehicle and / or a text message and / or an audible message; the imposition of a speed limit; the imposition of a limit on the electrical power drawn from a vehicle's electrical energy source by the second drive unit; the recording of at least one fault code indicating a communication problem with the transmission control unit; and the placement of the transmission. of speeds in a neutral position;

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

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

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

[0019] - in its step, in the event of the end of the absence of reception of a message from the computer If the gearbox is controlled by the monitoring computer for at least a second chosen duration, normal operation of the powertrain can be restored;

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

[0021] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a control method of the type presented above, in a land vehicle comprising a powertrain supervised by a supervisory computer and comprising, on the one hand, a first thermal engine suitable for providing a first torque for a first train via a gearbox controlled by a gearbox computer suitable for exchanging messages with the supervisory computer, and, on the other hand, a second electric engine suitable for providing a second torque to a second train, to control the operation of the powertrain.

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

[0023] This control device is characterized by the fact that it includes at least one processor and at least one memory arranged to perform the operations consisting, in the absence of reception of a message from the gearbox computer by the supervisory computer when a first motor torque is supplied for the first train but no second motor torque, of triggering a prevention of this supply and a supply of a second motor torque by the second motor machine.

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

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

[0026] [Fig-1] schematically and functionally illustrates an example of the realization of a land vehicle comprising a control device according to the invention and a hybrid powertrain transmission system supervised by a supervisory computer coupled to an internal communication network,

[0027] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervisory computer comprising an example of an 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 provide a control method, and an associated DC5 control device, intended to allow control of the hybrid powertrain (or PWM) of a land vehicle V in the presence of an internal communication problem between a CB gearbox computer and a CS supervision computer of the PWM.

[0030] In what follows, the land vehicle V is considered, by way of non-limiting example, to be of the automobile type. This is, for example, a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of land vehicle. It relates in fact to any type of land vehicle comprising a hybrid powertrain acting on two different axles. Thus, it relates to commercial vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road maintenance vehicles, construction equipment, agricultural machinery, and recreational vehicles (go-karts), for example.

[0031] A (land) vehicle V comprising a hybrid GMP transmission chain (and therefore comprising at least a first thermal drive machine MM1 and a second electric drive machine MM2), a CS supervisory computer, a BS auxiliary battery, a BP electrical power source, a CV converter, an RC internal communication network and a DC5 control device according to the invention is schematically represented in [Fig.1].

[0032] The auxiliary battery BS is responsible for supplying electrical power to the vehicle's electrical system V, supplementing that supplied by the CV converter, which is powered by the electrical power source BP via a main electrical circuit, and sometimes replacing this CV converter. For example, this auxiliary battery BS may be configured as a very low voltage type battery (typically 12 V, 24 V, or 48 V). It is rechargeable, at least by the CV converter. In the following, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 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" circuit) 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 the CV converter and the second drive machine MM2. It can also allow the electrical energy source BP to be recharged by an external power supply temporarily connected to a vehicle charging connector V.

[0035] The transmission chain has a GMP which is hybrid and therefore which includes, in addition to its first MM1 and second MM2 drive machines, in particular, first AMI and second AM2 drive 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 "driving machine" means a machine arranged to provide driving 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 drive machine MM1 is thermal and, when fueled, is responsible for producing a first engine torque cl and supplying this (cl) to the first drive shaft AMI. The operation of the first drive machine MM1 is controlled by a first machine computer CM1 which is designed to exchange messages with the supervisory computer CS, for example via an internal communication network RC, possibly multiplexed, as illustrated non-limitingly in [Fig. 1].

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

[0040] The output shaft of the gearbox 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 Tl is here located in the front part PVV of the vehicle V. But in a variant this first train Tl could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

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

[0043] The gearbox is automated. For example, it can be a dual 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 designed to exchange messages with this gearbox computer CB, for example via the internal communication network RC, as illustrated non-limitingly in [Fig.1].

[0045] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the crankshaft of the first drive unit MM1 is also coupled to a belt, which is itself coupled to a starter-alternator AD that is supplied with electrical energy by the auxiliary battery BS (and which can also recharge the latter (BS)). Thus, the starter-alternator AD can supply torque to the belt, which can then supply this torque to the crankshaft.

[0046] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the GMP also includes a fourth coupling device DC4 acting as a filter between the first drive shaft AMI and the input of the first coupling device DC1. This fourth coupling device DC4 is arranged to reduce the irregularities produced by the first drive machine MM1. However, it is not mandatory.

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

[0048] The second drive machine MM2 is electric and, when supplied with electrical energy by the electrical energy source BP, is responsible for producing a second motor torque c2 and supplying this torque (c2) to the second motor shaft AM2 by rotational drive. The operation of the second drive machine MM2 is controlled by a second machine computer CM2 and supervised by the supervisory computer CS, which is designed to exchange messages with this second machine computer CM2, for example via the internal communication network RC, as illustrated, but not limited to, in [Fig. 1].

[0049] The second drive shaft AM2 is coupled (optionally via a reduction gear) 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 command generated by the GMP supervisory computer CS (and transmitted by the latter (CS) to the second machine computer CM2). For example, this second coupling device DC2 could be a dog clutch. However, this is not mandatory.

[0051] It should be noted that in the example illustrated non-limitingly in [Fig. 1], the GMP also includes a third electric drive machine MM3 which, when supplied with electrical energy by the electrical energy source BP, produces a third motor torque c3. The operation of the third drive machine MM3 is controlled by a third machine computer CM3, and supervised by the supervisory computer CS which is designed to exchange messages with this third machine computer CM3, for example via the internal communication network RC, as illustrated non-limitingly in [Fig. 1].

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

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

[0054] Furthermore, this third coupling device DC3 can, for example, include a cascade of gears linking the third drive 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 electrical current stored in the electrical energy source BP to supply converted electrical current to the on-board network and the auxiliary battery BS (to recharge it).

[0056] The electrical energy source BP can, for example, be a main battery. In this case, this main battery BP can, for example, comprise electrical energy storage cells, possibly electrochemical (for example, lithium-ion (or Li-ion) or Ni-MH or Ni-Cd type). Also, for example, the main battery BP can be of the low-voltage type (typically 450 V by way of illustration). But it could also be of the medium-voltage or high-voltage type.

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

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

[0059] This (control) method can be implemented at least partially by the DC5 control device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This DC5 control device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0060] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the control process. The PR1 processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0061] In the example illustrated, but not limited to, Figures 1 and 2, the DC5 control device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DC5 control device could comprise its own dedicated computer, which is then coupled to the CS supervisory computer, for example.

[0062] As illustrated, but not limited to, in [Fig. 3], the (control) method according to the invention comprises a step 10-30 which is implemented whenever a condition is met, namely when at least of the first motor torque c1 is supplied for the first train TL but no second motor torque c2. It should be noted that in the presence of the third power unit MM3, under the aforementioned condition, third motor torque c3 can also be supplied for the first train TL

[0063] Step 10-30 of the method includes a substep 20 in which, when the aforementioned condition is satisfied and in addition there is no reception of a message from the CB gearbox computer by the CS supervisory computer, the supply for the first train Tl of at least the first motor torque cl is prevented (for example the DC5 control device triggers a prevention of) and a second motor torque c2 is supplied (for example the DC5 control device triggers the supply of a) by the second motor machine MM2.

[0064] It will be understood that if the first train Tl is supplied with first cl and third c3 engine torques, this double supply is prevented. The objective is indeed to prevent the gearbox BV from receiving engine torque, because it is not known whether the gearbox control unit CB is capable of controlling this gearbox BV and / or whether it has received or taken into account the last positioning instruction for the latter (BV) transmitted by the supervisory control unit CS.

[0065] Thanks to this prevention combined with the supply of a second motor torque c2 for the second train T2 in the presence of a failure of the CB gearbox computer or 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 moved.

[0066] For example, and as illustrated, but not limited to, in [Fig. 3], step 10-30 may include a substep 10 in which the DC control device is informed that the supervisory control unit CS is not receiving a message from the CB gearbox computer, even though at least the first motor torque cl is supplied for the first train T1 but not the second motor torque c2 (condition met). Substep 20 of step 10-30 is then carried out.

[0067] For example, in step 10-30, the supply of at least the first motor torque cl to the first train Tl can be prevented (for example, the control device DC5 can trigger the prevention of this), and a second motor torque c2 can be supplied (for example, the control device DC5 can trigger the supply of a second motor torque c2 by the second power unit MM2), if the supervisory control unit CS does not receive a message from the gearbox computer CB for at least a first chosen duration dl. In this case, in substep 10, substep 20 is only carried out after a duration at least equal to the first duration dl has elapsed.

[0068] This option makes it possible to avoid unnecessarily carrying out the operations of substep 20 when the absence of message reception is very short, for example due to a simple transient error in transmission of the CB gearbox computer or a transient error which occurred on the internal RC communication network.

[0069] For example, in substep 10 of step 10-30, the first time interval dl can be between 200 ms and 500 ms. As an illustrative example, the first time interval dl can be 300 ms. However, other values ​​for the first time interval dl can be used. For example, the value of the first time interval dl can be chosen during the vehicle development phase V.

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

[0071] In a first embodiment, in substep 20 of step 10-30, the supply of at least the first motor torque cl to the first train Tl can be prevented (for example, the control device DC5 can trigger the prevention of) by instructing the first machine computer CM1 to stop the operation of the first power unit MM1. It should be noted that if a third motor torque c3 is also supplied to the first train Tl, the third machine computer CM3 is also instructed to stop the operation of the third power unit. MM3.

[0072] In a second embodiment, in substep 20 of step 10-30, the supply of at least the first motor torque cl to the first train Tl can be prevented (for example, the control device DC5 can trigger the prevention of) by ordering the first power unit MM1 to be decoupled from the gearbox BV. In other words, the first coupling device DC1 is placed in its decoupled (or open) state. Note that if a third motor torque c3 is also supplied to the first train Tl, the third power unit MM3 is also decoupled from the gearbox BV (when the operation of the third coupling device DC3 allows it).

[0073] In a third embodiment, in substep 20 of step 10-30, the supply of at least the first motor torque cl to the first train Tl can be prevented (for example, the control device DC5 can trigger the prevention of) by instructing not only the first machine computer CM1 to stop the operation of the first power unit MM1, but also to decouple the first power unit MM1 from the gearbox BV. It should be noted that if a third motor torque c3 is also supplied to the first train Tl, the third machine computer CM3 is also instructed to stop the operation of the third power unit MM3 and, optionally, to decouple the third power unit MM3 from the gearbox BV (when the operation of the third coupling device DC3 allows it).

[0074] It should be noted that in substep 20 of step 10-30, at least one action can also be performed in vehicle V in addition to preventing the supply of at least the first motor torque cl and the supply of a second motor torque c2. In this case, each action can, for example, be chosen from:

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

[0076] - an imposition of a speed limit on vehicle V,

[0077] - an imposition of a limitation on the electrical power drawn from the source of electrical energy BP (here the main battery) by the second motive machine MM2,

[0078] - a recording of at least one fault code representative of a communication problem communication with the CB gearbox computer, for example to facilitate troubleshooting by a service technician, enabling them to resolve the issue and inform the vehicle user, and

[0079] - placing the gearbox in a neutral (or "N") position ('neutral'), so that it does not transmit either the first motor torque cl or a possible third motor torque c3 to the first train Tl, or the torque recovered at the level of the first train Tl to the first power machine MM1 or the possible third power machine MM3.

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

[0081] Also, for example, in the event of an alert from the driver, the text alert message can be displayed on at least one screen of the vehicle V (for example, the dashboard or the central instrument cluster) or on the screen of a driver's smart phone (or "smartphone").

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

[0083] It should be noted that the storage of the (of each) fault code can, for example, be done in a (possibly read-only) memory of the DC control device or the CS supervisory computer.

[0084] It should also be noted that the message (or command) to place the gearbox (BV) in neutral may be transmitted to the gearbox control unit (CB), but it may not be received or processed by the latter (CB), for example, in the event of a malfunction of its own communication means or one of its internal processing functions or of the internal communication network (RC). Therefore, when this action is performed, it is also preferable to impose a speed limit and / or a limit on the electrical power drawn, as a safety measure, in case the message cannot be received or processed.

[0085] It should also be noted that in substep 20, if a speed limit is imposed on vehicle V, the driver can also be alerted to this limit by means of a text message and / or an audible message (for example, the DC5 control device can trigger the prevention of the alert to the driver). This avoids surprising and / or alarming the driver with the impossibility of exceeding a speed limit. In this case, the text alert message can be displayed on at least one screen of vehicle V (for example, the instrument panel or the central instrument cluster) or on the screen of the driver's smartphone, and the audible alert message can be broadcast by at least one speaker of vehicle V or the aforementioned smartphone.

[0086] It should also be noted that in substep 20, if a speed limit is imposed on vehicle V, this speed limit may, by For example, the speed limit could be between 100 km / h and 140 km / h. As an illustrative example, the speed limit could be 120 km / h. However, other speed limit values ​​can be used. For instance, the speed limit value can be chosen during the vehicle development phase.

[0087] For example, when the current speed of vehicle V is less than the imposed speed limit, the second motor torque c2 may be less than or equal to the sum of the first motor torque cl and the possible third motor torque c3 supplied before the impediment decided in sub-step 20. On the other hand, if the current speed of vehicle V is greater than the imposed speed limit, the second motor torque c2 is determined so that it allows compliance with this speed limit.

[0088] It should also be noted that in substep 20, if a limit on the electrical power drawn is imposed, this limit can, for example, be between 15 kW and 25 kW. As an illustrative example, the electrical power drawn limit could be 20 kW. However, other values ​​for the electrical power drawn limit can be used. For example, the electrical power drawn limit value can be chosen during the vehicle development phase.

[0089] For example, when the current speed of vehicle V corresponds to a first electrical power draw less than or equal to the electrical power draw limit, the second motor torque c2 is determined so as to allow compliance with this current speed. Conversely, if the current speed of vehicle V corresponds to a first electrical power draw greater than the electrical power draw limit, the second motor torque c2 is determined so as to allow compliance with this imposed speed limit.

[0090] Also, for example, and as illustrated non-limitingly in [Fig.3], step 10-30 may include a substep 30 in which, in the event of the end of the absence of reception of a message from the CB gearbox computer by the CS supervisory computer for at least a second chosen duration d2, the normal operation of the GMP can be restored (for example, the DC5 control device can trigger a restoration of)

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

[0092] It should also be noted, as illustrated but not limited to [Fig. 2], that the CS supervisory computer (or the DC5 control unit computer) may also include a mass memory MME, in particular for storing each first motor pair cl and each possible third motor pair c3, being supplied, as well as any intermediate data involved in all its calculations and processing. Furthermore, this CS supervisory computer (or the DC5 control unit computer) may also include an IE input interface for receiving at least each message indicating the absence of message reception from the CB gearbox computer, each first motor pair cl and each possible third motor pair c3 being supplied, for use in calculations or processing, possibly after having been shaped and / or demodulated and / or amplified, in a manner known per se, by means of a PR2 digital signal processor.Furthermore, this CS supervisory computer (or the DC control device computer) may also include an IS output interface, notably to deliver a message (or command) to prevent the supply of the first motor torque cl and the possible third motor torque c3, a message (or command) to supply the second motor torque c2, a possible message (or command) to record a fault code and / or a possible message (or command) to trigger an alert for the driver and / or a possible message (or command) to impose a speed limit and / or a possible message (or command) to impose a limit on the electrical power drawn and / or a possible message (or command) 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 type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for 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 CB gearbox computer and the CS supervision computer of the GMP.

Claims

Demands

1. Control method for a land vehicle (V) comprising a powertrain supervised by a supervisory computer (CS) and comprising i) a first thermal drive machine (MM1) adapted to provide a first torque for a first train (T1) via a gearbox (BV) controlled by a gearbox computer (CB) adapted to exchange messages with said supervisory computer (CS), and ii) a second electric drive machine (MM2) adapted to provide 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 supervisory computer (CS) while a first motor torque is being provided for said first train (T1) but not a second motor torque, this provision is prevented and a second motor torque is provided by said second drive machine (MM2).

2. The method according to claim 1, characterized in that in said step (10-30) said supply of the first motor torque is prevented and said second motor torque is supplied by said second drive machine (MM2) in the absence of receipt of a message from said gearbox computer (CB) by said supervisory computer (CS) for at least a first chosen duration.

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

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

5. A method according to any one of claims 1 to 4, characterized in that in said step (10-30) at least one action selected from the following is also performed in said vehicle (V): alerting a driver of said vehicle (V) by means of a warning light on said vehicle (V) and / or a text message and / or an audible message, imposing a speed limit on said vehicle (V), imposing a speed limit on a electrical power taken from an electrical power source (BP) of said vehicle (V) by said second drive machine (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 vehicle's travel speed (V), said driver is alerted to this limitation by means of a text message and / or an audible message.

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

8. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to any one of claims 1 to 7, in a land vehicle (V) comprising a powertrain supervised by a supervisory computer (CS) and comprising i) a first thermal drive machine (MM1) suitable for providing a first torque for a first train (T1) via a gearbox (BV) controlled by a gearbox computer (CB) suitable for exchanging messages with said supervisory computer (CS), and ii) a second electric drive machine (MM2) suitable for providing a second torque to a second train (T2), for controlling the operation of said powertrain.

9. A control device (CD) for a land vehicle (V) comprising a powertrain supervised by a supervisory computer (SC) and comprising i) a first thermal drive unit (MM1) adapted to provide first torque to a first axle (T1) via a gearbox (BV) controlled by a gearbox computer (BC) adapted to exchange messages with said supervisory computer (SC), and ii) a second electric drive unit (MM2) adapted to provide second torque to a second axle (T2), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, in the absence of reception of a message from said gearbox computer (BC) by said supervisory computer (SC) while first torque is being provided motor for said first train (Tl) but no second motor pair, to trigger an impediment to this supply and a supply of a second motor pair by said second motor machine (MM2).

10. Land vehicle (V) comprising a powertrain supervised by a supervisory computer (CS) and comprising i) a first thermal drive machine (MM1) adapted to provide a first torque for a first train (T1) via a gearbox (BV) controlled by a gearbox computer (CB) adapted to exchange messages with said supervisory computer (CS), and ii) a second electric drive machine (MM2) adapted to provide 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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