METHOD FOR MANAGING THE PASSAGE OF A VEHICLE THROUGH A WASH TUNNEL

Abstract

The invention relates to a method for delaying the disappearance of hydraulic pressure supplying a locking device (PkLk) of the transmission of a motor vehicle, with a view to leaving said vehicle in a vehicle wash tunnel, the method comprising:- placing the gear lever in the 'N' position,- a selective maneuver carried out by the driver, with a view to activating a request to delay the locking of the locking device,- switching off the ignition,- starting at least a first time delay (Tp1), from switching off the ignition, - maintaining hydraulic pressure and maintaining the locking device in the unlocked position until an interruption condition occurs, this being carried out at the end of the first time delay or if the ignition is restored or if the lever is placed in a position other than 'N'.Figure 5

Description

Title of the invention: METHOD FOR MANAGING THE PASSAGE OF A VEHICLE THROUGH A WASHING TUNNEL

[0001] The invention relates to a method for managing the passage of a motor vehicle through a washing tunnel.

[0002] Said washing tunnel is equipped with a movable tractor shoe for moving the vehicles along the washing process inside the tunnel. In practice, one of the wheels of the vehicle to be washed is installed on the tractor shoe at the entrance to the washing tunnel. Most often this is a front wheel of the vehicle, for example the left front wheel for left-hand drive vehicles.

[0003] The subject of interest here is vehicles equipped with a dual-clutch automatic transmission, which are usually equipped with a transmission locking device, equivalent to a 'P' function in a conventional automatic transmission, the transmission locking device being provided with an operating automation.

[0004] The gearbox control lever may in certain cases be a physical lever with four distinct mechanical positions, but here we are considering in particular the case of so-called "impulse control" gear levers, that is to say with a single stable mechanical position and at least two unstable positions, one forward and one backward, which is supplemented by visual feedback on the lever itself and on the dashboard.

[0005] We are interested here in hybrid vehicles in which mechanical power produced by an internal combustion engine can be delivered to the wheels simultaneously or independently of electromechanical power delivered by an electric machine also arriving at the wheels via a transmission which combines thermal power and electrical power.

[0006] It is not excluded that the hybrid vehicle is of the rechargeable type ('Plugin'). A mild hybrid vehicle can drive in zero-emission mode over short distances.

[0007] In the example illustrated, the thermal and electrical powers are delivered on the same axle. However, it is not excluded to have the thermal power delivered on the front axle (front axle) and the electrical power delivered on the rear axle (rear axle).

[0008] Optionally, the vehicle of interest can be equipped here with an electromechanical parking brake, replacing the conventional handbrake, with automated main operation, therefore called here 'EPB' for 'Electronic Parking Brake'.

[0009] The powertrain has two main states: inactive or active.

[0010] In the inactive state, also referred to as 'APC OFF', the powertrain delivers no torque on the output shaft to the wheels.

[0011] In the active state, which will also be called 'APC ON', the powertrain is ready to deliver torque on the output shaft to the wheels, or even actually delivers non-zero torque on the output shaft to the wheels.

[0012] The term 'APC' is an acronym for After Contact and refers to an electrical state of the vehicle's overall electrical architecture. The vehicle must be in the 'APC ON' state for the combustion engine to operate.

[0013] The transition from 'APC ON' to 'APC OFF' is referred to herein as "turning off the ignition". The transition from 'APC OFF' to 'APC ON' is referred to herein as "turning on the ignition".

[0014] The switching on and off of the ignition are controlled either by a rotary key switch as is customary in all motor vehicles manufactured up to the 2000s, or in a modernized version by a pulse type push button which makes it possible to manage, via a control unit, the operating cycles and in particular the APC ON and OFF contact transitions.

[0015] Whether with a rotary key switch or with a one-touch push button, vehicles equipped with recent dual-clutch gearboxes have an automatic parking function when the ignition is switched off (i.e. transition from 'APC ON' to 'APC OFF').

[0016] If the vehicle is equipped with an electronic parking brake EPB, then after switching off the ignition, this parking brake is also applied, in addition to the transmission being locked by the P position locking device.

[0017] However, when the vehicle is to pass through a car wash, it must be and remain in freewheel configuration, so the transmission locking device must not be engaged.

[0018] However, in the case of a control member of the impulse lever type, even if the driver wishes to leave the lever in position N, the control system engages the locking device shortly after the ignition is switched off.

[0019] Therefore, when the driver wishes to pass his vehicle through a washing tunnel, it is imperative that the transmission locking device remains unlocked, and if the vehicle is equipped with an electronic parking brake EPB, then this parking brake must remain released. Otherwise, the forced traction of the vehicle by means of the movable tractor shoe of the tunnel risks causing mechanical damage, either to the vehicle or to the movable shoe system.

[0020] There therefore remains a need to propose a solution for passing a motor vehicle through a washing tunnel, while ensuring that the vehicle's transmission remains in freewheel mode for the necessary time.

[0021] With this in mind, the present invention provides a method for deferring the dis supplying hydraulic pressure to a locking device for the transmission of a motor vehicle, with a view to leaving said vehicle in a vehicle wash tunnel, the transmission of the vehicle comprising a dual-clutch gearbox, characterized in that the method comprises: a- placing the gear lever in the 'N' position, b- a selective maneuver carried out by the driver, with a view to activating a request to defer locking of the locking device until the next time the ignition is switched off, c- switching off the ignition, d- starting at least a first time delay, from switching off the ignition, e- maintaining hydraulic pressure at a level above a first pressure threshold and maintaining the locking device in the unlocked position at least until an interruption condition occurs, the interruption condition being realized at the expiration of the first time delay or if the contact is restored ('APC ON') or if the gear lever is placed in a position other than 'N'.

[0022] Thanks to the provisions promoted above, it is possible to access a special operating mode compatible with the passage of the vehicle through a washing tunnel.

[0023] Advantageously, the stopping of the hydraulic system is delayed, and sufficient pressure is maintained in the hydraulic circuit which supplies the transmission locking device, so that this locking device remains unengaged, i.e. remains unlocked.

[0024] It is noted that the particular operation proposed is in reality an exception compared to the general operation which seeks to apply, following a cut-off of the contact (or shortly after), an automatic engagement of the transmission blocking device, subject where appropriate to the verification of other safety conditions such as speed equal to 0.

[0025] It is noted that the locking device is supplied with energy via a hydraulic medium, i.e. a pressurized hydraulic fluid supplied by a hydraulic system.

[0026] According to one embodiment, the locking device engages if the hydraulic pressure is absent or too low.

[0027] It is understood that the first time delay is aborted if the contact is restored (APC ON) before the end of the first time delay.

[0028] According to one embodiment, it is provided that if the interruption condition is achieved by expiry of the first time delay, then the blocking device is placed in the locked position and furthermore the hydraulic pressure is no longer maintained and drops (gradually) down to zero.

[0029] Thanks to this time delay, the locking is still engaged after the time delay expires, even if the driver does not recover his car at the end of the washing sequence. In other words, the transmission is not left in position N indefinitely.

[0030] Furthermore, this engagement of the lock makes it possible to meet a security need to immobilize the vehicle for tamper-evident and anti-theft functions.

[0031] According to one embodiment, the first time delay is a calibratable parameter between 10 minutes and 20 minutes, preferably between 14 min and 17 min.

[0032] We thus choose a time delay a little longer than the envelope duration of the known washing sequences, knowing that the tunnel washing sequences last on average between 8 min and 14 min.

[0033] According to one embodiment, the transmission locking device takes the form of a movable finger in selective interaction with a toothed wheel of the transmission.

[0034] According to one embodiment, said finger, also called "park finger", is returned by an elastic element towards the locking position, while the supply of hydraulic pressure moves the park finger away from the locking position. In other words, the engagement of the park finger occurs by lack of pressure, passively.

[0035] According to one embodiment, the hydraulic pressure is generated by a hydraulic system comprising a hydraulic pump, and optionally a hydraulic accumulator. The hydraulic system serves in particular the clutches of the gearbox, but also the transmission locking device.

[0036] According to one embodiment, the selective maneuver consists of a particular sequence involving a pulse selector for controlling the gearbox, the brake pedal and a member for starting and stopping the engine, either a push button or a key-operated rotary switch.

[0037] This is a special maneuver that cannot be performed accidentally. This maneuver is indicated in the user manual as well as in the tutorials on the vehicle's multimedia screen. This selective maneuver is compatible with a vehicle with a conventional key or a keyless vehicle with a one-touch start button ('Start / Stop Engine').

[0038] According to one embodiment, the method may further comprise a step of providing sound and / or visual feedback on a display to confirm to the user that the selective maneuver has been correctly taken into account.

[0039] The user can thus have confirmation that the selective maneuver has been correctly carried out, or that, conversely, it has failed.

[0040] According to one embodiment, a second time delay is provided, started from the switching off of the contact, with a shorter duration than the first time delay, said second time delay causing the hydraulic pressure to be maintained to facilitate a possible restart of the engine by means of the electrical machine associated with the gearbox, said second time delay being extended by the first time delay if a washing tunnel mode has been called and confirmed.

[0041] This second time delay is present if the starting of the thermal engine is obtained via the intervention of the electrical machine present in the gearbox, in which case the main clutch KO must be closed which requires the maintenance of the hydraulic pressure for a few tens of seconds after the ignition is switched off, in order to react without delay to any need for rapid restarting by the driver.

[0042] According to one embodiment, the second time delay is a calibratable parameter between 40 seconds and 80 seconds, and forms a cancellation window for the washing tunnel mode.

[0043] This value is a compromise between a duration sufficient to cover any need for rapid restarting of the driver and a duration that is too long which could be perceived as an untimely event.

[0044] According to one embodiment, the vehicle is left, for the washing sequence, on a translationally movable shoe arranged at the base of the washing tunnel. The said tractor shoe can be attached to a loop chain, or to a conveyor or a moving belt.

[0045] The invention further relates to a hybrid vehicle comprising an internal combustion engine and a transmission with an electrified dual-clutch gearbox, and at least one control unit configured to implement the method as described above.

[0046] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: [Fig.l] schematically illustrates a vehicle passing through a washing tunnel; [Fig.2] represents an example of electrical and mechanical architecture of a hybrid vehicle with a dual-clutch gearbox in which the present invention is implemented; [Fig.3] schematically illustrates a functional block diagram giving an example of a system implementing the present invention; [Fig.4] represents an example of a timing diagram in the case of a contact cut-off sequence, with washing and expiry of the first time delay; [Fig.5] represents another example of a timing diagram in the case of a contact cutting sequence, with washing and contact restoration before the end of the first time delay; [Fig.6] represents another example of a timing diagram in the case of a sequence of ignition cut-off, without carrying out the specific sequence in view of passing through the washing tunnel, but with temporary maintenance of hydraulic pressure in anticipation of a possible rapid restart of the driver.

[0047] In the various figures, the same references designate identical or similar elements. For reasons of clarity of the description, certain elements are not necessarily represented to scale.

[0048] [Fig.l] shows a TLV washing tunnel configured to wash VH vehicles during their progressive passage inside the TLV washing tunnel. The progressive passage consists of moving the vehicle forward progressively, while rotating brushes and air nozzles act simultaneously on the vehicle.

[0049] The vehicle in question can be a sedan, a pickup, a coupe, a van, etc., there is no limitation in the type of vehicle. The vehicle can be 4x4 or 4x2.

[0050] The washing tunnel is equipped with a mobile SBT tractor shoe for moving vehicles along the washing process inside the tunnel. In practice, one of the wheels of the vehicle to be washed is installed on the tractor shoe at the entrance to the washing tunnel. Most often this is a front wheel of the vehicle, for example the left front wheel for left-hand drive vehicles.

[0051] The SBT tractor shoe may be attached to a loop chain, or to a conveyor or a moving belt. When the washing tunnel is in operation, the tractor shoe advances slowly from the inlet to the outlet and pulls one vehicle wheel, the other vehicle wheels rolling freely on the ground. Any other means for moving the vehicle forward, such as a cleat or a push stop, may be used instead of the above-mentioned tractor shoe.

[0052] A general diagram of a hybrid type powertrain is now described with reference to [Fig.2].

[0053] In the example illustrated, the hybrid powertrain drives the front axle. Of course, the hybrid powertrain could drive the rear axle. It is also possible to have the powertrain promoted here coupled to one of the axles and a second electric machine coupled to the other of the axles.

[0054] The powertrain comprises an internal combustion engine called ENG and marked 1, a transmission marked TR, which comprises a gearbox BV and an electric machine called ME and marked 2.

[0055] The output shaft 56 of the gearbox BV is connected to the wheels of the train concerned via a differential Diff and wheel shafts 58, as known per se and therefore not described in detail. It is noted that only one wheel 59 and one wheel shaft have been shown in [Fig.2],

[0056] The internal combustion engine 1 is controlled by a first electronic computer 10.

[0057] In the example illustrated here, the electrical machine 2 is also controlled by the electronic computer 10, but of course it could be controlled by a separate computer.

[0058] The phases of the electric machine are controlled through an inverter 22. The electric machine 2 can act alternately as a motor or a generator. The electric machine 2 is controlled as a generator, particularly under regenerative braking conditions. The rest of the time, the electric machine is used as a main or auxiliary traction motor, and also to start the internal combustion engine 1, or not used in certain phases.

[0059] The transmission comprises a main clutch KO, the function of which is to selectively couple the output shaft of the engine with the primary transmission shaft 55. The primary shaft 55 is arranged downstream of the main clutch KO and forms the input shaft of the gearbox BV.

[0060] This main KO clutch is open when the internal combustion engine is stopped and the vehicle is driving in zero emission mode.

[0061] When the heat engine is running and needs to provide traction power to the wheels, then the main clutch KO is closed.

[0062] The transmission comprises on its primary shaft 55 a gear coupled to the electric machine 2, via where appropriate a reduction stage 54. In the example illustrated here, the coupling between the electric machine and the primary shaft is permanent.

[0063] In the example illustrated, the BV gearbox of the electrified mechanical type with double clutch, the control of the gearbox is robotized.

[0064] The gearbox comprises a first clutch K1 serving a first half-gearbox and a second clutch K2 serving a second half-gearbox. According to the example given here, the first half-gearbox carries the odd ratios, eg 1, 3, 5 and 7. The second half-gearbox carries the even ratios, eg 2, 4 and 6.

[0065] The first clutch K1 and the second clutch K2 are arranged coaxially in the gearbox, although symbolically represented on two separate axes in [Fig.2] for clarity of the description.

[0066] In the example illustrated, the gearbox is associated with a hydraulic group 4 which comprises a hydraulic pump P supplying pressurized oil on the one hand to lubricate the components of the gearbox and on the other hand for controlling the clutches KO, K1 and K2.

[0067] The oil pump P is driven by a specific electric motor 40, independently of the operation of the internal combustion engine.

[0068] Optionally, a hydraulic accumulator R can be provided.

[0069] The gearbox is actuated by electric actuators, eg fork displacement cylinders, for controlling the clutches KO, Kl and K2, supplied with power by pressurized oil coming from hydraulic group 4.

[0070] In the example illustrated, the alternator 57 supplies electrical energy to the network NW1 with a nominal voltage of 48 Volts connected to a first battery 51. It is noted that the nominal voltage of the first network could be different from 48 volts.

[0071] In addition to the alternator, for certain vehicle configurations, a conventional starter may be provided in selective mechanical coupling with the engine crankshaft.

[0072] A DC / DC converter marked 5 is provided which supplies a second network NW2 with a nominal voltage of 12V connected to a second 52 (conventional 12 volt battery) as well as to a plurality of electrical equipment operating under 12 Volts as known per se, including the specific electric motor 40 of the hydraulic group 4.

[0073] The first battery 51 may be of the Lithium-Ion type. The first battery 51 may be recharged independently of the alternator present on the vehicle, by connecting it to a means of recharging from a source external to the vehicle. This is the configuration known as a “plug-in hybrid”. The electrical energy stored in the first battery 51 is used by the electric machine.

[0074] The transmission locking device is marked PkLk, it comprises a toothed wheel 61 integral in rotation with a rotating element of the transmission, in the example illustrated this is the crown of the differential Diff. The transmission locking device comprises a parking finger 62, movable (here radially) between a position engaged in the toothed wheel 61 and a disengaged position, without mechanical interference with the toothed wheel. Any other hydraulically controlled mechanical locking system may also be suitable.

[0075] According to an exemplary embodiment, the parking finger 62 is returned by an elastic element towards the locking position, for example by a spring. Conversely, the supply of hydraulic pressure moves the parking finger away from the locking position. Thus, the engagement of the parking finger occurs by lack of pressure, in a 'passive' manner. It should be noted that the parking finger 62 cannot engage if the wheel 61 is rotating.

[0076] Furthermore, some vehicles are equipped with an automated parking brake, here called EPB for 'Electronic Parking Brake'. This automated parking brake (or automated parking brake) replaces the conventional handbrake. Generally this automated parking brake is applied each time the ignition is switched off, or shortly after switching off the ignition, without excluding a combination of conditions known per se and therefore not detailed here. The active members of the automated parking brake act on the wheels, in particular generally on the rear wheels (although symbolically represented in [Fig.2] on the only wheel illustrated).

[0077] For the automated parking brake, a button is still provided. EPB Sw manual control delivering information noted FP (see [Fig.3]).

[0078] PRND lever and other inputs

[0079] Concerning the gearbox control lever, we consider here the case of so-called "impulse control" gear levers, that is to say with a single stable mechanical position and two, three or four unstable positions, one or two forwards (+) and one or two backwards (-), as illustrated by the impulse button marked 87 in [Fig.3].

[0080] According to a particular example, the impulse control lever has four unstable positions, two forward with a basic stroke and an overstroke, and two backward with a basic stroke and an overstroke. For example, from position D, if the user activates the basic stroke then the gearbox switches to position N whereas if the user directly activates the overstroke, the gearbox switches directly to position R.

[0081] In other words, a simple impulse on the basic stroke makes the box change one step (D->N or N->R or N->D or R->N), the use of the overstroke allows you to skip a step, in particular to quickly switch between D and R.

[0082] The impulse lever is supplemented by a visual feedback on the lever itself and on the dashboard, representing the actually effective position P, R, N, D, without excluding a manually controlled position.

[0083] We are now interested in starting and stopping the internal combustion engine 1, as well as in switching the ignition on and off.

[0084] For this purpose, there is provided, as visible in [Fig.3], a start button also called 'start engine' 88 (or simply 'start'). This start button can be generically called 'starting member'. In an alternative embodiment, a conventional ignition key switch 81 can be used to initiate the starting sequence, as well as to turn the APC ignition on or off.

[0085] The vehicle is equipped in a known manner with a brake pedal 8 with a brake pedal sensor 84. The contact used indicates that the brake pedal is substantially depressed.

[0086] Continuing with [Fig.3], the vehicle is equipped with a multifunction display 9. The computer of the electromotive group (called CMM) is marked 10 while the computer of the double clutch gearbox (called TCU) is marked 7.

[0087] It is also provided in a general multifunction calculator called BSI (Intelligent Servitude Box). This BSI multifunction calculator receives most of the logic inputs necessary for the operation of the system.

[0088] The various calculators of the vehicle communicate with each other and exchange information by means of a multiplexed bus 44, for example a CAN bus.

[0089] Selective maneuver for washing tunnel mode

[0090] An example of a WTM selective maneuver is described below to request the deferral of stopping the functions and hydraulics and consequently to maintain the vehicle in freewheeling gearbox mode. The WTM selective maneuver begins with a state where the vehicle is stationary (zero speed), engine running, foot on the brake, gearbox lever in N mode.

[0091] Within 5 seconds, the following operations must be carried out.

[0092] Press and hold the brake pedal, then in this order:

[0093] if you turn off the engine and switch the pulse selector forward or backward. s2 release the brake pedal then turn the ignition back on. s3 Foot on the brake, press the electric parking brake control to release it. 4s Release the brake pedal, turn off the ignition.

[0094] It should be noted that if the vehicle is equipped with a conventional handbrake, in steps s3 and s4 above it is the handbrake status switch which is used instead of the automated parking brake status.

[0095] Another example of selective maneuvering can be carried out by means of user interaction on the multifunction display 9 (e.g. touch) of the vehicle.

[0096] Figures 3 to 5 illustrate, via respective timing diagrams, three different scenarios, the first two concerning an actual passage through a washing tunnel.

[0097] As illustrated in Figures 3 to 5, the selective maneuver is marked WTM, and a first time delay Tpi is launched when the contact is switched off.

[0098] The key cut request corresponds to pressing the SSB start stop button.

[0099] The ignition status ('APC') on the vehicle is shown in the third line from from the top. The mode selected ('PRND') by the gearbox lever is shown on the fourth line.

[0100] At time tl, the driver selects neutral mode N using the gearbox control lever.

[0101] At time t2, the driver performs the required selective maneuver, either by manipulating the gearbox control lever and the brake pedal, or by interacting on the touch screen. This WTM selective maneuver causes a request to switch to a washing tunnel mode, in practice a request to defer the interruption of the hydraulic unit when the ignition is switched off.

[0102] It is noted, with regard to the example provided above, that the selective maneuver can itself include a cutting and a resetting of the contact.

[0103] At time t3, we have the final contact cut-off request.

[0104] At time t4, we have the contact cut (APC OFF) which launches the first tem porization mentioned Tpi above lasting around 15 minutes.

[0105] In [Fig.4], the first time delay runs out completely until its ex- piration, at time t6. The first computer 10 or the BSI then decides to interrupt the maintenance of the hydraulic pressure and cuts the power supply to the hydraulic pump by stopping the engine 40, at time t7.

[0106] This results in engagement of the parking finger 62 in the toothed wheel 61 of the transmission and consequently a blocking of the transmission.

[0107] In [Fig.5], the wash is shorter, and the driver returns to the driving position of his car before the first 15-minute delay expires. The driver switches the ignition back on at time t5. The driver starts the engine and / or the electric machine and selects drive mode D or reverse R or even P on the gear lever of the gearbox and then the driver moves the vehicle.

[0108] Of course, at the moment when the contact is switched back on, the first time delay is interrupted and aborted. The hydraulic unit remains operating without interruption in this sequence. The hydraulic unit will be switched off after the next switch-off of the contact, immediately or shortly after.

[0109] It is noted that in Figures 4 and 5, the automated parking brake EPB remains released while the first time delay elapses, namely in the OFF state.

[0110] After the expiration of the time delay Tpi in [Fig.4], at time t6, the automated parking brake can be applied or alternatively remain released depending on the strategy implemented in the management of the vehicle's electrical network.

[0111] In figures 5 and 6, at time t4, we have the contact cut-off (APC OFF) which starts on the one hand the first time delay mentioned above Tpi with a duration of the order of 15 minutes and on the other hand a second time delay Tp2 with a duration of the order of 60 seconds.

[0112] This second time delay Tp2 is present for configurations where the starting of the thermal engine is obtained via the intervention of the electric machine 2, in which case the main clutch KO must be closed, which requires the maintenance of the hydraulic pressure after the ignition is switched off, in order to react without delay to any need for rapid restarting by the driver. Indeed, the closing of the main clutch KO requires the presence of hydraulic pressure.

[0113] At time t8, the second time delay Tp2 is extended by the first time delay if a washing tunnel mode has been called and confirmed. Even if the hold function for short-term restart has priority in the logic of the software of the respective computers, at time t8, it is the washing tunnel mode which takes over and continues to maintain the hydraulic pressure to keep the neutral mode of the gearbox for the entire duration of the washing or the time delay Tpi, as illustrated in the timing diagram of [Fig.5].

[0114] However, in the example of [Fig.6], the driver has not requested the washing tunnel mode and therefore the hydraulic pressure is interrupted at the expiration of the second time delay Tp2 without the first time delay taking over.

[0115] It is noted that according to an optional embodiment, the second time delay Tp2 can form a window for canceling the washing tunnel mode. Indeed, if the driver manipulates the gear lever control again during this window, then the washing tunnel mode is canceled, and an audible or textual feedback in the multifunction display is given to the driver.

[0116] According to one embodiment, the first time delay Tpi is a calibratable parameter, between 10 minutes and 20 minutes, preferably between 14 min and 17 min.

[0117] According to one embodiment, the second time delay Tp2 is a calibratable parameter, between 40 seconds and 80 seconds.

[0118] Of course, the preceding examples are given only for illustrative purposes and are in no way limiting; the person skilled in the art may consider all reasonably accessible variations and combinations.

Claims

Claims

1. Method for delaying the disappearance of a hydraulic pressure supplying a locking device (PkLk) of the transmission (TR) of a motor vehicle (VH), with a view to leaving said vehicle in a vehicle washing tunnel (TLV), the transmission of the vehicle comprising a dual-clutch gearbox, characterized in that the method comprises: a- placing the gear lever in the 'N' position, b- a selective maneuver carried out by the driver, with a view to activating a request to delay the locking of the locking device at the next ignition switch-off, c- switching off the ignition, d- starting at least a first time delay (Tpi), from switching off the ignition, e- maintaining a hydraulic pressure at a level above a first pressure threshold and maintaining the locking device in the unlocked position at least until an interruption condition occurs,the interruption condition being realized at the expiration of the first time delay or if the contact is restored or if the gear lever is placed in a position other than 'N'.,

2. Method according to claim 1, characterized in that if the interruption condition is achieved by expiry of the first time delay, then the blocking device is placed in the locked position and furthermore the hydraulic pressure is no longer maintained and decreases (gradually) to zero.

3. Method according to any one of claims 1 to 2, characterized in that the first time delay (Tpi) is a calibratable parameter between 10 minutes and 20 minutes, preferably between 14 min and 17 min.

4. Method according to any one of claims 1 to 3, characterized in that the transmission locking device takes the form of a movable finger in selective interaction with a toothed wheel of the transmission.

5. Method according to any one of claims 1 to 4, characterized in that the hydraulic pressure is generated by a hydraulic system comprising a hydraulic pump and optionally an accumulator hydraulic.

6. Method according to any one of claims 1 to 5, characterized in that the selective maneuver consists of a particular sequence involving a pulse selector for controlling the gearbox, the brake pedal and a member for starting and stopping the engine, either a push button or a key-operated rotary switch.

7. A method according to any one of claims 1 to 6, further comprising a step of providing audible and / or visual feedback on a display to confirm to the user that the selective maneuver has been correctly counted.

8. Method according to any one of claims 1 to 7, characterized in that a second time delay is provided, started from the ignition being switched off, with a shorter duration than the first time delay, said second time delay causing the hydraulic pressure to be maintained to facilitate a possible restart of the engine by means of the electrical machine associated with the gearbox, said second time delay being extended by the first time delay if a washing tunnel mode has been called and confirmed.

9. Method according to claim 8, characterized in that said second time delay is a calibratable parameter between 40 seconds and 80 seconds.

10. A hybrid vehicle comprising an internal combustion engine and a transmission with an electrified dual-clutch gearbox, and at least one control unit configured to implement the method according to any one of claims 1 to 9.

Images