MONITORING OF COMPLIANCE BY AN ELECTRIC MOTOR MACHINE WITH A CHOSEN OPERATING MODE, IN A LAND VEHICLE

Abstract

A monitoring method is implemented in a land vehicle and comprising a first prime mover associated with a first train, and a second electric prime mover, associated with a second train and delivering a determinable torque and defined by a setpoint, according to a determinable speed. This method comprises a step (10-40) in which, in the event of transmission of a setpoint for the second prime mover corresponding to a chosen operating mode of the latter, it is determined whether the determined torque and speed correspond to this chosen operating mode, and if not, the operation of the second prime mover is prohibited. Figure 3

Description

Title of the invention: MONITORING OF COMPLIANCE BY AN ELECTRIC MOTOR MACHINE WITH A CHOSEN OPERATING MODE, IN A LAND VEHICLE Technical field of the invention

[0001] The invention relates to land vehicles comprising two drive machines, at least one of which is electric (and auxiliary), and more specifically to the monitoring in such vehicles of compliance with the instruction transmitted by the auxiliary electric drive machine. State of the art

[0002] Certain land vehicles (and for example of the automobile type), comprise a powertrain (or GMP) comprising at least two prime movers associated respectively with two different trains and of which at least one is electric and considered as auxiliary because it is not the main source of engine torque. The auxiliary prime mover is capable of providing the associated train with a (positive) engine torque to contribute to the movement of the vehicle or to participate in the braking of the vehicle by recovering (negative) regenerative torque at the level of this associated train, which is then generally used to recharge the main (or "power") battery of the vehicle. This engine torque or this regenerative torque is defined by a setpoint which is generally provided by the GMP supervision computer to the computer controlling the auxiliary prime mover.It will be understood that when a motor torque must be provided the instruction is positive, whereas when a regenerative torque must be recovered the instruction is negative.

[0003] As is known to those skilled in the art, it sometimes happens that the instruction transmitted for the auxiliary prime mover is not respected by the latter, for example due to a problem that has occurred (or is occurring) in the computer that controls it or its malfunction (temporary or lasting). This non-compliance may result in operation of the auxiliary prime mover in a so-called "engine" mode while the operating mode chosen for it by the supervision computer was the so-called "braking" (or "alternator") mode, or vice versa. We may then find ourselves with a vehicle that is braked at the level of one of its trains while the supply of additional engine torque to this braked train had been requested, or with a vehicle that is accelerated by supplying additional engine torque to one of its trains while braking at the level of this train had been requested.

[0004] These situations of non-compliance are difficult for the driver of the vehicle to detect, because he does not know what instruction was transmitted for the driving machine. auxiliary, and moreover can be dangerous in certain situations in the vehicle's life. In addition, they degrade the vehicle's performance and its mileage range. Finally, it is very difficult, if not impossible, for an after-sales service to detect a non-compliance problem that is not reported by the driver and which has not been the subject of the recording within the vehicle of specific fault code(s).

[0005] Currently, there is no known solution for monitoring in vehicles whether the instruction transmitted for the auxiliary electric motor is actually respected by the latter.

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

[0007] For this purpose, it proposes in particular a monitoring method intended to be implemented in a land vehicle and comprising a first drive machine associated with a first train, and a second electric drive machine, associated with a second train and delivering a determinable torque defined by a setpoint, according to a determinable regime.

[0008] This monitoring method is characterized by the fact that it comprises a step in which, in the event of transmission of an instruction for the second driving machine corresponding to a chosen operating mode of the latter, it is determined whether the determined torque and speed correspond to this chosen operating mode, and, if not, the operation of the second driving machine is prohibited.

[0009] Thanks to the invention, it is now possible to know after the transmission of a second instruction whether the second driving machine complies with it, and to act immediately in the event of non-compliance, at least by prohibiting the operation of the second driving machine, in order to avoid degradation of the performance of the vehicle, of the latter's mileage autonomy, and of the safety of the vehicle during its movements.

[0010] The monitoring method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0011] - in its step, one can determine a current operating mode of the second prime mover using the determined torque and speed, then this determined current operating mode can be compared to the chosen operating mode;

[0012] - in its step, it can be determined whether the determined torque and speed correspond to the selected operating mode after the expiration of a selected duration;

[0013] - in the presence of the last option, in its step, the chosen duration can be a function of the chosen operating mode;

[0014] - also in the presence of the last option, in its step, the (each) duration can be between 300 ms and 800 ms;

[0015] - in its step, one can also carry out in the vehicle at least one chosen action among an alert from a driver of the vehicle by means of a warning light on the latter and / or a text message and / or an audible message, a recording of at least one fault code representing a failure to comply with the instruction transmitted by the second driving machine, and a cessation of transmission of the instruction;

[0016] - in its stage, when the vehicle is put back into operation after an in prohibition of operation of its second prime mover, the operation of the second prime mover can again be authorized in order to carry out a check of compliance with a dedicated instruction by the latter, and in the event of non-compliance the operation of the second prime mover can be prohibited.

[0017] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a monitoring method of the type presented above, in a land vehicle and comprising a first prime mover associated with a first train, and a second electric prime mover, associated with a second train and delivering a determinable torque and defined by a setpoint, according to a determinable regime, to monitor compliance with the setpoint transmitted by the second prime mover.

[0018] The invention also proposes a monitoring device intended to equip a land vehicle and comprising a first drive machine associated with a first train, and a second electric drive machine, associated with a second train and delivering a determinable torque and defined by a setpoint, according to a determinable regime.

[0019] This monitoring 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 event of transmission of an instruction for the second driving machine corresponding to a chosen operating mode of the latter, in determining whether the determined torque and speed correspond to this chosen operating mode, and if not, in triggering a prohibition of the operation of the second driving machine.

[0020] The invention also proposes a land vehicle, possibly of the automobile type, and comprising, on the one hand, a first driving machine associated with a first train, and a second electric driving machine, associated with a second train and delivering a determinable torque and defined by a setpoint, according to a determinable speed, and, on the other hand, a monitoring device of the type presented above. Brief description of the figures

[0021] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0022] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a GMP with first and second electric motor machines associated respectively with first and second machine computers, and a monitoring device according to the invention,

[0023] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a second machine computer comprising an exemplary embodiment of a monitoring device according to the invention, and

[0024] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0025] The invention aims in particular to propose a monitoring method, and an associated monitoring device DS, intended to enable monitoring of compliance with a setpoint cg2 transmitted by a second electric and auxiliary motor machine MM2, forming part of a powertrain (or GMP) of a land vehicle V.

[0026] 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 relates to any type of land vehicle comprising a powertrain (or GMP) comprising at least first and second motor machines associated respectively with first and second trains, and of which at least one is electric (and auxiliary).

[0027] Furthermore, it is considered in the following, by way of non-limiting example, that the GMP is purely electric (and therefore comprises first MM1 and second MM2 electric motors). But the GMP could be hybrid (thermal and electric).

[0028] Furthermore, it is considered in the following, by way of non-limiting example, that the first MM1 and second MM2 electric motors are supplied with electrical energy by an electrical power source constituting a main (or “traction” or even “power”) battery BP, rechargeable (at least during recharging phases). But the first MM1 and second MM2 electric motors could be supplied with electrical energy by a fuel cell.

[0029] [Fig.l] schematically shows a (land) vehicle V comprising a purely electric GMP transmission chain (and therefore comprising first MM1 and second MM2 electric motors), an on-board network RB, a service battery BS, a main battery (or traction or even power) BP, a converter CV, a supervision computer CS, first CM1 and second CM2 machine computers, a DC coupling device, and a monitoring device DS according to the invention.

[0030] The CV converter is of the DC / DC type (“Direct Current / Direct Current”). It is therefore responsible for converting a direct current from a first voltage to a second voltage.

[0031] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0032] The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition, here, to that supplied by the CV converter powered by the main battery BP, and sometimes instead, here, 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 (current) converter CV. 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 transmission chain has a GMP which is, here, purely electric and therefore which comprises, in particular, first MM1 and second MM2 electric motors, first AMI and second AM2 motor shafts, and first ATI and second AT2 transmission shafts. Here, the term "electric motor" means an electric machine arranged so as to provide a motor torque cmj (j = 1 or 2), defined by a torque setpoint, to move the vehicle V when it is supplied with electrical energy (here) by the main battery BP (we then speak of providing a positive output torque), as well as possibly to recover torque, for example in a regenerative braking phase (we then speak of providing a negative output torque).

[0034] The operation of the GMP is supervised by a supervision computer CS. The control of the first driving machine MM1 is ensured by a first associated machine computer CM1, in particular as a function of a first instruction cgi provided by the supervision computer CS and defining the first engine torque cml (j = 1) that the latter (CS) wants the first driving machine MM1 to provide. The control of the second driving machine MM2 is ensured by a second associated machine computer CM2, in particular as a function of a second instruction cg2 provided by the supervision computer CS and defining the second engine torque cm2 (j = 2) that the latter (CS) wants the second driving machine MM2 to provide. This second cg2 instruction, which can be positive or negative, corresponds to the operating mode which has been chosen by the CS supervision computer for the second driving machine MM2, and which can be either the so-called “engine” mode (in which it must participate in the movement of the vehicle V), or the so-called “braking” (or “alternator”) mode (in which it must participate in the braking of the vehicle V).

[0035] The first drive machine MM1 is coupled to the first motor shaft AMI, to provide it with a first motor torque cml (defined by the first setpoint cgi) by rotational drive when it is (here) supplied with electrical energy by the main battery BP. This first motor shaft AMI is here coupled to a reducer RD which is also coupled to the first transmission shaft ATI, itself coupled to a first train Tl of driving wheels, preferably via a first differential DV.

[0036] It will be noted that the 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 second train T2 which is located in the rear part PRV of the vehicle V.

[0037] It will also be noted that the first engine torque cml (actually supplied by the first driving machine MM1) is determinable, for example by the first machine computer CML. Similarly, the first effective operating speed rml of the first driving machine MM1 is determinable, for example by the first machine computer CML.

[0038] The second drive machine MM2 is coupled to the second motor shaft AM2, to provide it with a second motor torque cm2 (defined by the second setpoint cg2) by rotational drive when it is supplied with electrical energy (here) by the main battery BP. This second motor shaft AM2 is here coupled to a DC coupling device which is also coupled to the second transmission shaft AT2, itself coupled to the second drive wheel set T2, preferably via a second differential DR.

[0039] It will be noted that when the first train T1 is located in the rear part PRV of the vehicle V, the second train T2 is located in the front part PVV of the vehicle V.

[0040] It will also be noted that the second engine torque cm2, actually supplied by the second driving machine MM2, is determinable, for example by the second machine computer CM2. Similarly, the second effective operating speed rm2 of the second driving machine MM2 is determinable, for example by the second machine computer CM2.

[0041] The second driving machine MM2 is here called auxiliary because it is not the one responsible for providing the main engine torque to move the vehicle V. It is in fact used to provide the second engine torque cm2 in addition to the first engine torque cml provided by the first driving machine MM1 (and therefore constituting the main engine torque).

[0042] The DC coupling device is arranged to couple or decouple the second driving machine MM2 of the second transmission shaft AT2, according to the needs defined by the CS supervision computer. For example, this DC coupling device can be a clutch (possibly hydraulic). But it could also be a dog clutch, for example.

[0043] 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 main battery BP to supply the on-board network RB and the service battery BS with converted electric current (to recharge it).

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

[0045] The main battery (or traction or even power) 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.

[0046] It will also be noted that in the example illustrated non-limitingly in [Fig.l] the vehicle V also comprises a distribution box BD to which the service battery BS, the converter CV and the on-board network RB are coupled. This distribution box BD is responsible for distributing in the on-board network RB the electrical energy stored in the service battery BS or produced by the converter CV, for the supply of the electrical components (or equipment) coupled to the on-board network RB according to power supply requests received (in particular from the supervision computer CS of the GMP).

[0047] It will also be noted, as illustrated in [Fig.l], that the vehicle V also comprises an accelerator pedal PA actuable (here) by a foot of the driver of the vehicle V. It has a depression percentage from which an overall torque setpoint ccg can be defined from which the first cgi and second cg2 torque setpoints are defined, respectively defining the first cml and second cm2 engine torques to be supplied at the instant considered respectively by the first MM1 and second MM2 prime movers. It is recalled that the overall torque setpoint ccg is representative of the driver's wishes.

[0048] As mentioned above, the invention proposes in particular a monitoring method intended to enable monitoring of compliance with the second instruction cg2 transmitted by the second driving machine MM2 (electric and auxiliary).

[0049] This (monitoring) method can be implemented at least partially by the monitoring device DS (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 ("Digital Signal Processor")), and at least one MD memory. This DS monitoring device 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 may be a microcontroller.

[0050] The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the monitoring 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.

[0051] In the example illustrated non-limitingly in Figures 1 and 2, the monitoring device DS is part of the second machine computer CM2. But this is not obligatory. Indeed, the monitoring device DS could comprise its own dedicated computer, or could be part of another computer on board the vehicle V and providing at least one other function, such as for example the supervision computer CS.

[0052] As illustrated non-limitingly in [Fig. 3], the (monitoring) method, according to the invention, comprises a step 10-40 which is implemented each time that a second instruction cg2 is transmitted for the second driving machine MM2, and therefore that the latter (MM2) must operate.

[0053] Step 10-40 of the method comprises a sub-step 20 in which, in the event of transmission of a second instruction cg2 for the second driving machine MM2 (corresponding to a chosen operating mode of the latter (MM2)), one (for example the monitoring device DS) begins by determining whether the second determined engine torque cm2 and second speed rm2 correspond to this chosen operating mode.

[0054] Step 10-40 of the method also comprises a sub-step 30 in which, if the second engine torque cm2 and second speed rm2 determined do not correspond to the chosen operating mode (and therefore in the negative), the operation of the second driving machine MM2 is prohibited (for example the monitoring device DS triggers a prohibition of the operation).

[0055] On the other hand, if in sub-step 20 the second engine torque cm2 and second speed rm2 determined correspond to the chosen operating mode (and therefore in the affirmative), the method ends in a sub-step 40 because the second driving machine MM2 respects the second instruction cg2 which was transmitted for it (MM2).

[0056] Thus, we can now know after the transmission of a second instruction cg2 whether the second driving machine MM2 respects it or not, and therefore act immediately. immediately in the event of non-compliance, at least by prohibiting the operation of the second driving machine MM2, so as to avoid a deterioration in the performance of the vehicle V, a deterioration in the mileage range of the latter (MM2), and a significant deterioration in the safety of the vehicle V when traveling.

[0057] For example, in sub-step 20 of step 10-40 one (for example the monitoring device DS) can start by determining a current operating mode of the second prime mover MM2 by means of the determined second engine torque cm2 and second speed rm2. Then, one (for example the monitoring device DS) can compare this determined current operating mode with the selected operating mode.

[0058] The current operating mode can in fact be determined by a “four-quadrant” type analysis in which we consider:

[0059] - that in the presence of a second positive regime rm2 and a second engine torque cm2 positive, the second driving machine MM2 participates in the movement of the vehicle V in forward gear,

[0060] - that in the presence of a second positive regime rm2 and a second engine torque cm2 negative, the second driving machine MM2 participates in the braking of the vehicle V while the latter (V) is moving forward,

[0061] - that in the presence of a second negative regime rm2 and a second engine torque cm2 negative, the second driving machine MM2 participates in the movement of the vehicle V in reverse,

[0062] - that in the presence of a second negative regime rm2 and a second engine torque cm2 positive, the second driving machine MM2 participates in the braking of the vehicle V while the latter (V) is moving in reverse.

[0063] But in an alternative embodiment, a correspondence table (or mapping) could be used to determine the current operating mode of the second driving machine MM2 as a function of the second motor torque cm2 and second speed rm2 determined.

[0064] Also for example, in sub-step 20 of step 10-40 one (for example the monitoring device DS) can determine whether the second determined engine torque cm2 and second speed rm2 correspond to the selected operating mode after a selected duration dt has elapsed. This option is intended to allow sufficient time for the second setpoint cg2 to be used by the second machine computer CM2 to operate the second driving machine MM2 accordingly.

[0065] In this case, and as illustrated non-limitingly in [Fig.3], step 10-40 of the method can also comprise a sub-step 10 in which, upon receipt of the second instruction cg2, one (for example the monitoring device DS) can start a time delay of a duration equal to the chosen duration dt, and it is only at the end of this chosen duration dt that sub-step 20 is carried out.

[0066] It will be noted that in sub-step 10 of step 10-40 the chosen duration dt can be a function of the chosen operating mode. In this case, a first chosen duration dtl can be used for the engine operating mode and a second chosen duration dt2 for the braking (or alternator) operating mode. This option allows more time to be left for the establishment of one of the two operating modes. But in an alternative embodiment, only a single chosen duration dt could be used.

[0067] For example, the (each) chosen duration dt (dtl or dt2) can be between 300 ms and 800 ms. As an illustrative example, this chosen duration dt can be equal to 500 ms. But other values of chosen duration dt (or dtl or dt2) can be used. For example, this (each) chosen duration dt (dtl or dt2) can be chosen during the development phase of a vehicle similar to vehicle V.

[0068] Also for example, in sub-step 30 of step 10-40 it is also possible to carry out (for example the monitoring device DS can also trigger the carrying out) in the vehicle V at least one action which is chosen from:

[0069] - 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, so that he can quickly have the vehicle V checked in an after-sales service,

[0070] - a recording of at least one fault code representative of a failure to comply with the second instruction cg2 transmitted by the second driving machine MM2, and

[0071] - a cessation of transmission of the second instruction cg2 (by the su calculator CS permission).

[0072] 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 EA 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 operating problem of the second driving machine MM2 or a service indicator light (not dedicated).

[0073] Also for example, in the event of a driver alert, the text alert message can be displayed on at least one screen EA of the vehicle V (for example of the dashboard or the central instrument panel) or on the screen of a smart phone (or “smartphone”) of the driver.

[0074] Also for example, in the event of a driver alert, the sound (or audio) alert message can be broadcast by at least one loudspeaker of the vehicle V or of the aforementioned smartphone.

[0075] It will be noted that the storage of the (each) fault code can, for example, be done in a memory (possibly dead) of the DS monitoring device or of the second machine calculator CM2. This makes it possible to signal to the after-sales service which will service the vehicle V that the second transmitted instruction cg2 has not been respected at least once by the second driving machine MM2, and to facilitate the search for the origin of this non-compliance by this after-sales service.

[0076] It will also be noted that in step 10-40, when the vehicle V is put back into operation after a prohibition of operation of the second prime mover MM2 (during its previous running phase), one (for example the monitoring device DS) can again authorize the operation of the second prime mover MM2 in order to carry out a verification of compliance with a second dedicated setpoint cg2. One then verifies that the second engine torque cm2 and second speed rm2 determined correspond to the chosen operating mode (defined by the second dedicated setpoint cg2), and in the event of non-compliance one can prohibit (for example the monitoring device DS can trigger the prohibition of) operation of the second prime mover MM2. On the other hand, in the event of compliance, one (for example the monitoring device DS) can authorize the lasting restoration of operation of the second prime mover MM2.Preferably, in case of compliance, each possible fault code stored is kept (in order to keep track of any non-compliance that has occurred).

[0077] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the second machine computer CM2 (or the computer of the monitoring device DS) can also comprise a mass memory MME, in particular for storing the second setpoint cg2, the second engine torque cm2, and the second speed rm2, as well as any intermediate data involved in all its calculations and processing. Furthermore, this second machine computer CM2 (or the computer of the monitoring device DS) can also comprise an input interface IE for receiving at least the second setpoint cg2, second engine torque cm2 and second speed rm2, possibly after having shaped and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this second machine computer CM2 (or the computer of the monitoring device DS) can also include an output interface IS, in particular to deliver each message prohibiting operation of the second driving machine MM2, and each possible message triggering an alert or storing a fault code or stopping transmission of the second instruction cg2.

[0078] 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 monitoring method described above to monitor compliance with the second cg2 instruction transmitted by the second MM2 (auxiliary) driving machine of vehicle V.

Claims

Claims

1. Monitoring method for a land vehicle (V) and comprising a first prime mover (MM1) associated with a first train (T1), and a second electric prime mover (MM2), associated with a second train (T2) and delivering a determinable torque and defined by a setpoint, according to a determinable speed, characterized in that it comprises a step (10-40) in which, in the event of transmission of a setpoint for said second prime mover (MM2) corresponding to a chosen operating mode of the latter (MM2), it is determined whether said determined torque and speed correspond to this chosen operating mode, and, if not, the operation of said second prime mover (MM2) is prohibited.

2. Method according to claim 1, characterized in that in said step (10-40) a current operating mode of said second prime mover (MM2) is determined by means of said determined torque and speed, then this determined current operating mode is compared to said chosen operating mode.

3. Method according to claim 1 or 2, characterized in that in said step (10-40) it is determined whether said determined torque and speed correspond to said chosen operating mode after the lapse of a chosen duration.

4. Method according to claim 3, characterized in that in said step (10-40) said chosen duration is a function of said chosen operating mode.

5. Method according to claim 3 or 4, characterized in that in said step (10-40) said duration is between 300 ms and 800 ms.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-40) 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, a recording of at least one fault code representative of a failure to comply with the instruction transmitted by said second driving machine (MM2), and a cessation of transmission of said instruction.

7. Method according to one of claims 1 to 6, characterized in that in said step (10-40), when said vehicle (V) is put back into operation after a prohibition of operation of said second driving machine (MM2), the operation of said second driving machine (MM2) is again authorized in order to carry out a check of compliance with a dedicated instruction by the latter (MM2), and in the event of non-compliance, the operation of said second driving machine (MM2) is prohibited.

8. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the monitoring method according to one of claims 1 to 7, in a land vehicle (V) and comprising a first prime mover (MM1) associated with a first train (T1), and a second electric prime mover (MM2), associated with a second train (T2) and delivering a determinable torque and defined by a setpoint, according to a determinable speed, to monitor compliance with the setpoint transmitted by said second prime mover (MM2).

9. Monitoring device (DS) for a land vehicle (V) and comprising a first prime mover (MM1) associated with a first train (T1), and a second electric prime mover (MM2), associated with a second train (T2) and delivering a determinable torque and defined by a setpoint, according to a determinable speed, 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 event of transmission of a setpoint for said second prime mover (MM2) corresponding to a chosen operating mode of the latter (MM2), in determining whether said determined torque and speed correspond to this chosen operating mode, and, if not, in triggering a prohibition of the operation of said second prime mover (MM2).

10. Land vehicle (V) comprising a first driving machine (MM1) associated with a first train (T1), and a second electric driving machine (MM2), associated with a second train (T2) and delivering a determinable torque defined by a setpoint, according to a determinable speed, characterized in that it further comprises a monitoring device (DS) according to claim 9.

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