MONITORING THE ELECTRICAL SUPPLY OF AN ELECTRIC MACHINE, IN A LAND VEHICLE WITH TWO INDEPENDENT MOTOR TRAINS

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 capable of being supplied with electric current by an electric power source in the event of coupling to a sub-part of an electrical power network. This method comprises a step (10-30) in which, in the event of detection of a voltage lower than a chosen threshold at terminals of the second prime mover while the first and second prime movers must operate, the second prime mover is decoupled from the sub-part, and an active discharge of the latter is carried out to evacuate the electric current that it comprises. Figure 3

Description

Title of the invention: MONITORING THE ELECTRICAL SUPPLY OF AN ELECTRIC MACHINE, IN A LAND VEHICLE WITH TWO INDEPENDENT MOTOR TRAINS 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 the electrical power supply to 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 when it is supplied with electric current by an electrical power source (such as for example a power battery (or "main" or even "high voltage")) of the vehicle. This engine torque is defined by a setpoint which is generally provided by the GMP supervision computer to the computer controlling the auxiliary prime mover, and intended to contribute to the movement of the vehicle at the level of the associated train.

[0003] It will be noted that the driving machine which is not auxiliary, and which is called here main because it is the main source of engine torque, can be thermal or electric.

[0004] This type of vehicle therefore has two independent drive trains, and consequently can operate, in particular, in four-wheel drive mode (or AWD (“All Wheels Drive”) - all-wheel drive) when its main and auxiliary drive machines simultaneously provide engine torque.

[0005] In order for the electrical power source to be able to supply the auxiliary prime mover with electrical current, the latter is coupled to the electrical power source via a sub-part of an electrical power network having its two opposite ends connected respectively to two interface devices, themselves respectively connected to the auxiliary prime mover and the electrical power source.

[0006] As is known to those skilled in the art, it sometimes happens that the power supply to the machine auxiliary motor is in open circuit due to a problem occurring in the associated sub-part of the power electrical network or in one of the two interface devices mentioned above. Such a situation can be (very) dangerous because the electric current that is supposed to supply the auxiliary motor may flow into other electrically conductive equipment of the vehicle, such as its structure or bodywork, and therefore may cause electrocution of a vehicle passenger or a person outside the vehicle and in contact with it. In addition, this may also possibly damage at least the auxiliary motor.

[0007] The invention therefore aims in particular to improve the situation to avoid the aforementioned electrocution and damage. Presentation of the invention

[0008] For this purpose, it proposes in particular a monitoring method intended to be implemented in a land vehicle and comprising a first (main) prime mover associated with a first train, and a second (auxiliary) electric prime mover, associated with a second train, and capable of being supplied with electric current by an electric power source in the event of coupling to a sub-part of an electric power network.

[0009] This monitoring method is characterized by the fact that it comprises a step in which, in the event of detection of a voltage lower than a chosen threshold at terminals of the second prime mover while the first and second prime movers must be operating, the second prime mover is decoupled from the sub-part of the electrical power network, and an active discharge of this sub-part is carried out to evacuate the electric current that it comprises.

[0010] Thus, it is certain that in the event of the second prime mover being powered in an open circuit, the electric current intended to power the latter will not be able to circulate in another electrically conductive equipment of the vehicle, and therefore that there is no longer any risk of electrocution of a passenger of the vehicle or of a person outside the vehicle and in contact with the latter or of damage to at least the second prime mover.

[0011] The monitoring 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 second driving machine can be decoupled from the sub-part of the power electrical network, and the active discharge of the latter can be carried out when the voltage at the terminals of the second prime mover is lower than the chosen threshold for at least a chosen duration;

[0013] - in the presence of the first option, in its step, the chosen duration can be between 100 ms and 500 ms;

[0014] - in its step we can decouple the second driving machine from the sub-part of the power electrical network, then we can carry out the active discharge of this sub-part;

[0015] - in its step, in the presence of a resistive circuit suitable for being coupled to the sub-part of the power electrical network to carry out the active discharge, the active discharge of the sub-part of the power electrical network can be carried out by coupling the latter to this resistive circuit;

[0016] - in its step, in the presence of an interface device selectively ensuring the coupling / decoupling of the second prime mover to / from the sub-part of the power electrical network, the second prime mover can be decoupled from this sub-part by means of this interface device;

[0017] - 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 representative of a problem with the electrical supply of the second driving machine, and a cessation of transmission of a torque instruction for the second driving machine.

[0018] 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 (main) prime mover associated with a first train, and a second (auxiliary) electric prime mover, associated with a second train, and capable of being supplied with electric current by an electric power source in the event of coupling to a sub-part of an electric power network, to monitor the electric power supply of the second prime mover.

[0019] The invention also proposes a monitoring device intended to equip a land vehicle and comprising a first (main) prime mover associated with a first train, and a second (auxiliary) electric prime mover, associated with a second train, and capable of being supplied with electric current by an electric power source in the event of coupling to a sub-part of an electric power network.

[0020] 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 detection of a voltage lower than a chosen threshold at terminals of the second driving machine while the first and second driving machines must operate, in triggering a decoupling of the second driving machine from the sub-part of the electrical power network, and carrying out an active discharge of this subsection to evacuate the electric current it contains.

[0021] The invention also proposes a land vehicle, possibly of the automobile type, and comprising, on the one hand, a first (main) prime mover associated with a first train, and a second (auxiliary) electric prime mover, associated with a second train, and capable of being supplied with electric current by an electric power source in the event of coupling to a sub-part of an electrical power network, and, on the other hand, a monitoring device of the type presented above. Brief description of the figures

[0022] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0023] [Fig-1] schematically and functionally illustrates an example of the embodiment of a land vehicle comprising a GMP with first and second electric motors associated respectively with first and second machine computers, and a monitoring device according to the invention,

[0024] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a second machine calculator comprising an exemplary embodiment of a monitoring device according to the invention, and

[0025] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0026] The invention aims in particular to propose a monitoring method, and an associated monitoring device DS, intended to enable monitoring of the electrical power supply of a second electric and auxiliary electric motor MM2, and forming part of a powertrain (or GMP) of a land vehicle V having two independent motor trains T1 and T2.

[0027] 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 independent motor trains, and of which at least one is electric (and auxiliary).

[0028] 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 (for the main) and electric (for the auxiliary)).

[0029] 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 BP constituting a power battery (or “main” or even “traction”), 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.

[0030] [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, an electrical power source (here a power battery (or main or traction)) BP, a converter CV, a supervision computer CS, first CM1 and second CM2 machine computers, and a monitoring device DS according to the invention.

[0031] 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.

[0032] 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.

[0033] The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition, here, to that supplied by the converter CV powered by the electrical power source BP via the power electrical network, and sometimes instead, here, of this converter CV. 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.

[0034] 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 cgj, to move the vehicle V when it is supplied with electrical energy (here) by the electrical power source 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).

[0035] The operation of the GMP is supervised by a supervision computer CS. The control of the first (main) 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 (auxiliary) 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.

[0036] The first (main) driving 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 electrical power source BP via the power electrical network. 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.

[0037] It will be noted that the first train (engine) 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 (engine) T2 which is located in the rear part PRV of the vehicle V.

[0038] The second (auxiliary) driving 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 electrical power source BP via a sub-part SP of the electrical power network. 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 (engine) T1 is located in the rear part PRV of the vehicle V, the second train (engine) T2 is located in the front part PVV of the vehicle V.

[0040] 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).

[0041] The DC coupling device is arranged to couple or decouple the second driving machine MM2 from the second transmission shaft AT2, according to the needs defined by the supervision computer CS. For example, this device DC coupling can be a clutch (possibly hydraulic). But it could also be a dog clutch, for example.

[0042] The electrical power source BP is coupled to the sub-part SP of the electrical power network via a first interface device DU. This first interface (or isolation) device DU is arranged so as to isolate, if necessary, the electrical power source BP (here) from the first MM1 or second MM2 motor machine and more generally from the electrical power network. It comprises, for example, contactors (or switches), possibly based on MOSFET(s), which can each be placed in an open (or non-conducting) state or a closed (or conducting) state.

[0043] As illustrated non-limitingly in [Fig.l], the first interface device DU may be part of a source box BB associated with the electrical power source BP and which also comprises voltage / current measuring means (not illustrated) and a source calculator CB. The electrical power source BP and the source box BB may constitute a source assembly (or “pack”).

[0044] The electrical power source BP is here a power battery (or main or even traction) which 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 electrical power source 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.

[0045] The second driving machine MM2 is coupled to the sub-part SP of the power electrical network via a second interface device DI2. This second interface (or isolation) device DI2 is arranged so as to isolate, if necessary, the second driving machine MM2 from the sub-part SP of the power electrical network and therefore from the electrical power source BP. It comprises, for example, contactors (or switches), possibly based on MOSFET(s), which can each be placed in an open (or non-conducting) state or a closed (or conducting) state, as well as possibly an inverter.

[0046] 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 power source BP to supply the on-board network RB and the service battery BS with converted electric current (to recharge it).

[0047] It will be noted, as illustrated non-limitingly in [Fig.l], that the converter CV can be part of a charger CH also comprising a recharge calculator CR responsible, at least, for controlling the recharges of the electrical power source BP.

[0048] 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 BS service battery, the CV converter and the RB on-board network. This BD distribution box is responsible for distributing the electrical energy stored in the BS service battery or produced by the CV converter to the RB on-board network, for the power supply of the electrical components (or equipment) coupled to the RB on-board network according to power supply requests received (in particular from the CS supervision computer of the GMP).

[0049] As mentioned above, the invention proposes in particular a monitoring method intended to enable monitoring of the electrical power supply of the second driving machine MM2 (electric and auxiliary).

[0050] This (monitoring) method can be implemented at least partially by the monitoring device DS (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 monitoring device DS 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.

[0051] The memory MD is live 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.

[0052] 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.

[0053] As illustrated non-limitingly in [Fig. 3], the (monitoring) method, according to the invention, comprises a step 10-30 which is implemented each time a condition is met, namely the first MM1 and second MM2 driving machines must operate (and consequently first cgi and second cg2 instructions are respectively transmitted for the first MM1 and second MM2 driving machines (for example by the supervision computer CS)).

[0054] Step 10-30 of the method comprises a sub-step 30 in which, when the aforementioned condition is met and in the event of detection of a voltage uMM2 lower than a chosen threshold if at the terminals of the second motor machine MM2, the second is decoupled (for example the monitoring device DS triggers a decoupling of) MM2 motor machine of the SP sub-part of the power electrical network, and an active discharge of this SP sub-part is carried out (for example the DS monitoring device triggers the carrying out of a) to evacuate the electric current that it still contains.

[0055] It will be understood that the threshold si is chosen to be sufficiently low so that it is representative of a power supply of the second driving machine MM2 in open circuit due to a problem occurring at the level of the sub-part SP of the electrical power network or of one of the first DU and second DI2 interface devices.

[0056] Thanks to this decoupling and this specific active discharge, it is certain that in the event of the second motor machine MM2 being powered in an open circuit, the electric current intended to power the latter (MM2) will not be able to circulate in another electrically conductive equipment of the vehicle V. Consequently, there is no longer any risk of electrocution of a passenger of the vehicle V or of a person outside the vehicle V and in contact with the latter (V), just as there is no longer any risk of damage to at least the second motor machine MM2.

[0057] It will be noted that the chosen threshold si can, for example, be determined in a sub-step 10 of step 10-30, as illustrated non-limitingly in [Fig.3]. This threshold si can be equal to the difference between the voltage uBp at the output terminals of the electrical power source BP and a voltage urep lost in the electrical power network, i.e. si = uBp - urep.

[0058] This voltage urep can, for example, be determined in at least two ways.

[0059] In a first way, the voltage urep can, for example, be given by the first formula: urep = cfl*rrep*iBP, where cfl is a first coefficient that can be calibrated during a calibration phase and for example between 1.1 and 1.2, rrep is the initially measured value of the resistance of the sub-part SP of the electrical power network (in normal operation), and iBP is the measured value of the current sent by the electrical power source BP to the second driving machine MM2 via this sub-part SP.

[0060] In a second way, the voltage urep can, for example, be given by the second formula: urep = cf2*uBP, where cf2 is a second coefficient which can be calibrated during a calibration phase and for example between 0.05 and 0.15.

[0061] But in an alternative embodiment the voltage urep can, for example, be a fixed calibrated value, and therefore valid whatever the life situation of the vehicle V. In this case, sub-step 10 is not necessary.

[0062] For example, and as illustrated non-limitingly in [Fig.3], step 10-30 of the method may also comprise a sub-step 20 in which one (for example the monitoring device DS) may begin by comparing with the chosen threshold whether the voltage uMM2 at the terminals of the second motor machine MM2. If this voltage uMM2 is greater than or equal to the chosen threshold if (i.e. uMM2 > if), we consider that there is no problem with the power supply of the second prime mover MM2, and therefore we will again carry out step 10-30 with the following voltage uMM2. On the other hand, if the voltage uMM2 is lower than the chosen threshold if (i.e. uMM2 < if), then we carry out sub-step 30.

[0063] Preferably, in sub-step 20 of step 10-30, when a first voltage uMM2 is detected lower than the chosen threshold si, one (for example the monitoring device DS) can trigger a time delay of a chosen duration dt. If before the expiry of this chosen duration dt the voltage uMM2 becomes higher than the chosen threshold si, then it is considered that there is no problem with the electrical supply of the second prime mover MM2, and therefore step 10-30 will be carried out again with the following voltage uMM2. On the other hand, if at the expiry of the chosen duration dt the voltage uMM2 is still lower than the chosen threshold si, then sub-step 30 is carried out in order to decouple the second prime mover MM2 from the sub-part SP of the electrical power network and to carry out the active discharge of this sub-part SP.

[0064] This option is intended to avoid carrying out decoupling and active discharge (which temporarily prevent the use of the second driving machine MM2) in a rushed manner as soon as one or more successive uMM2 voltages are lower than the chosen threshold if, for example, due to a very brief malfunction of a voltage sensor concerned, or of the internal communication network (possibly multiplexed) on which the successive uMM2 voltages are transmitted, or of a computer involved in the transmission of the successive uMM2 voltages.

[0065] For example, the chosen duration dt can be between 100 ms and 500 ms. As an illustrative example, this chosen duration dt can be equal to 200 ms. But other values of chosen duration dt can be used. For example, this chosen duration dt can be chosen during the development phase of a vehicle similar to vehicle V.

[0066] Also preferably, in sub-step 30 of step 10-30 one can start by decoupling (for example the monitoring device DS can start by triggering the decoupling of) the second driving machine MM2 from the sub-part SP of the electrical power network, then one can carry out (for example the monitoring device DS can trigger the carrying out of) the active discharge of this sub-part SP to evacuate the electric current that it still comprises. But in an alternative embodiment, one could carry out the decoupling and the active discharge substantially simultaneously.

[0067] It will also be noted that a resistive circuit can be provided in the vehicle V, suitable for being coupled to the sub-part SP of the electrical power network to carry out the active discharge, and for being decoupled from this sub-part SP in operation. normal. This resistive circuit can consist of a simple resistor responsible for transforming the electric current present in the SP subsection into heat. But it could be more complex, and for example consist of several electronic components, including at least one resistive one.

[0068] In this case, in sub-step 30 of step 10-30, it is possible to carry out (for example the monitoring device DS can also trigger the carrying out of) the active discharge of the sub-part SP by coupling the latter (SP) to this resistive circuit.

[0069] For example, it is the second machine computer CM2 or the recharge computer CR which can be responsible for supervising the temporary coupling of the resistive circuit to the sub-part SP of the electrical power network on the order of the monitoring device DS.

[0070] It will also be noted that in the presence of the second interface device DI2 (selectively ensuring the coupling / decoupling of the second prime mover MM2 to / from the sub-part SP of the electrical power network), it is possible to decouple (for example the monitoring device DS can trigger the decoupling of) the second prime mover MM2 from this sub-part SP by means of the second interface device DI2. In this case, it is the second machine computer CM2 which can, for example, be responsible for supervising the temporary decoupling of the second prime mover MM2 from the sub-part SP by the second interface device DI2 on the order of the monitoring device DS.

[0071] Also for example, in sub-step 30 of step 10-30 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:

[0072] - 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,

[0073] - a recording of at least one fault code representative of a problem power supply of the second MM2 motor, and

[0074] - a cessation of transmission of the second instruction cg2 for the second machine MM2 motor (by the CS supervision calculator).

[0075] 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 problem of the electrical supply of the second driving machine MM2 or a service indicator light (not dedicated).

[0076] 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 on the dashboard or the central instrument panel) or on the screen of a smartphone (or “smartphone”). ”) of the driver.

[0077] Also for example, in the event of a driver alert, the audible (or audio) alert message can be broadcast by at least one loudspeaker of the vehicle V or of the aforementioned smartphone.

[0078] It will be noted that the storage of the (each) fault code can, for example, be done in a memory (possibly dead) of the monitoring device DS or of the second machine computer CM2. This makes it possible to signal to the after-sales service which will service the vehicle V that the second driving machine MM2 has had a power supply problem (for example due to an open circuit), and to facilitate the search for the origin of this problem by this after-sales service.

[0079] It will also be noted that when the vehicle V is put back into operation after decoupling of the second prime mover MM2 and active discharge of the associated sub-part SP (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 comparison of the current voltage uMM2 with the chosen threshold si. If the voltage uMM2 is still lower than the chosen threshold si (possibly during the duration dt), one (for example the monitoring device DS can trigger) again the decoupling of the second prime mover MM2 and the active discharge of the associated sub-part SP. On the other hand, if the voltage uMM2 is now greater than or equal to the chosen threshold si, one (for example the monitoring device DS) can authorize the restoration of the electrical supply to the second prime mover MM2.Preferably, when the uMM2 voltage has become greater than or equal to the chosen threshold if each possible fault code stored is kept (in order to keep track of the power supply problem that has occurred).

[0080] 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 each voltage uMM2, and each possible current iBP or each possible voltage uBP, 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 each voltage uMM2, and each possible current iBP or each possible voltage uBP, 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 CM2 machine calculator (or the DS monitoring device calculator) can also include an IS output interface, in particular to deliver each message requiring decoupling and active discharge, and each possible message triggering an alert or storing a fault code or. stopping transmission of the second instruction cg2.

[0081] 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 the electrical power supply of the second motor machine MM2 of the 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 suitable for being supplied with electric current by an electric power source (BP) in the event of coupling to a sub-part (SP) of an electrical power network, characterized in that it comprises a step (10-30) in which, in the event of detection of a voltage lower than a chosen threshold at terminals of said second prime mover (MM2) while said first (MM1) and second (MM2) prime movers must operate, said second prime mover (MM2) is decoupled from said sub-part (SP), and an active discharge of the latter (SP) is carried out to evacuate the electric current which it comprises.

2. Method according to claim 1, characterized in that in said step (10-30) said second driving machine (MM2) is decoupled from said sub-part (SP), and said active discharge of the latter (SP) is carried out, when said voltage at the terminals of the second driving machine (MM2) is lower than said chosen threshold for at least a chosen duration.

3. Method according to claim 2, characterized in that in said step (10-30) said duration is between 100 ms and 500 ms.

4. Method according to one of claims 1 to 3, characterized in that in said step (10-30) said second driving machine (MM2) is decoupled from said sub-part (SP), then said active discharge of the latter (SP) is carried out.

5. Method according to one of claims 1 to 4, characterized in that in said step (10-30), in the presence of a resistive circuit capable of being coupled to said sub-part (SP) to carry out said active discharge, said active discharge of said sub-part (SP) is carried out by coupling the latter (SP) to said resistive circuit.

6. Method according to one of claims 1 to 5, characterized in that in said step (10-30), in the presence of an interface device (DI2) selectively ensuring the coupling / decoupling of said second driving machine (MM2) to / from said sub-part (SP), said second driving machine (MM2) is decoupled from said sub-part (SP) by means of said interface device (DI2).

7. Method according to one of claims 1 to 6, 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, a recording of at least one fault code representative of a problem with the electrical supply of said second driving machine (MM2), and a cessation of transmission of a torque instruction for said second driving machine (MM2).

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 capable of being supplied with electric current by an electric power source (BP) in the event of coupling to a sub-part (SP) of an electric power network, to monitor the electric power supply of 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 suitable for being supplied with electric current by an electric power source (BP) in the event of coupling to a sub-part (SP) of an electrical power network, 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 detection of a voltage lower than a chosen threshold at terminals of said second prime mover (MM2) while said first (MM1) and second (MM2) prime movers must operate, in triggering a decoupling of said second prime mover (MM2) from said sub-part (SP), and carrying out an active discharge of the latter (SP) to evacuate the electric current that it comprises.

10. Land vehicle (V) 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 capable of being supplied with electric current by an electric power source (BP) in the event of coupling to a sub-part (SP) of a network electrical power, characterized in that it further comprises a monitoring device (DS) according to claim 9.

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