MONITORING COMMUNICATIONS BETWEEN THE GMP SUPERVISION COMPUTER OF A LAND VEHICLE AND THE COMPUTER OF AN ELECTRIC MOTOR MACHINE

Abstract

A monitoring method is implemented in a land vehicle and comprising a powertrain associated with a supervision computer and comprising a first prime mover delivering a first engine torque defined by a first torque setpoint for a first train, and a second electric prime mover, associated with an electrical power source, delivering a second engine torque defined by a second torque setpoint for a second train, and controlled by a machine computer communicating with the supervision computer. This method comprises a step (10) in which, in the event of interruption of the communication in the presence of a torque request representative of a desire of the driver, only the first torque setpoint is determined as a function of this torque request so that only the first prime mover delivers a first engine torque. Figure 3

Description

Title of the invention: MONITORING OF COMMUNICATIONS BETWEEN THE SUPERVISION COMPUTER OF THE GMP OF A LAND VEHICLE AND THE COMPUTER OF AN ELECTRIC MOTOR MACHINE Technical field of the invention

[0001] The invention relates to land vehicles comprising a powertrain (or GMP) comprising two motor machines, at least one of which is electric, and associated respectively with independent motor trains, and more precisely the monitoring in such vehicles of the communication between the GMP supervision computer and the computer associated with the electric motor machine. State of the art

[0002] Certain land vehicles (and for example of the automobile type), comprise a powertrain (or GMP) associated with a supervision computer and comprising a first prime mover (thermal or non-thermal) and a second electric prime mover. The first prime mover is capable of delivering for a first train of its vehicle a first engine torque which is defined by a first torque setpoint, for example determined by the supervision computer.The second prime mover is associated with an electrical power source, such as for example a rechargeable battery or a fuel cell, is capable of delivering for a second train of its vehicle a second engine torque defined by a second torque setpoint, for example determined by the supervision computer, and is controlled by a machine computer capable of communicating with the supervision computer (in particular to receive the second torque setpoint or transmit status information).

[0003] This type of vehicle (with two independent drive trains) can operate, in particular, in four-wheel drive mode (or AWD (“All Wheels Drive”) - all-wheel drive) when its first and second drive machines simultaneously provide engine torque.

[0004] In the vehicles presented above, the communication between the machine calculator and the supervision calculator may be interrupted. In this case, the supervision calculator can no longer transmit to the machine calculator the second torque instruction or a message ordering it to no longer operate the second driving machine. Similarly, the machine calculator can no longer transmit to the supervision calculator status information, such as for example the status in which a coupling device ensuring the coupling / decoupling of the second prime mover to / from the second train. Such a communication interruption situation can be dangerous, because the second prime mover may remain coupled to the second train and continue, undesirably, to supply second engine torque to the second train or to recover regenerative braking torque to decelerate the vehicle. For example, during a deceleration phase by recovering regenerative braking torque, the second prime mover may be unable to supply the associated rechargeable battery with the current it produces from the recovered regenerative braking torque, which may cause a significant concentration of current in the associated inverter that could cause a fire.

[0005] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0006] It proposes in particular for this purpose a monitoring method intended to be implemented in a land vehicle and comprising a powertrain associated with a supervision computer and comprising, on the one hand, a first prime mover capable of delivering a first engine torque defined by a first torque setpoint for a first train, and, on the other hand, a second electric prime mover, associated with an electrical power source, capable of delivering a second engine torque defined by a second torque setpoint for a second train, and controlled by a machine computer capable of communicating with the supervision computer.

[0007] This monitoring method is characterized by the fact that it comprises a step in which, in the event of an interruption in the communication in the presence of a torque request representative of a desire of a driver of the vehicle, only the first torque setpoint is determined as a function of this torque request so that only the first driving machine delivers a first engine torque.

[0008] Thanks to the invention, it is no longer possible to determine more than a first torque setpoint as a function of the torque demand, which makes it possible to minimize the risk of fire at the level of the second driving machine.

[0009] The monitoring method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0010] - in its step, in the presence of a coupling device capable of decoupling from the or coupling at least partially to the second train the second driving machine depending on whether it is in an open state or a state other than open, it is possible to order a placement of the coupling device in the open state;

[0011] - in its step, in the presence of a coupling device capable of decoupling from the or couple at least partially to the second train the second driving machine according to whether it is in an open state or a state other than open, it is possible to prohibit a vehicle speed from being greater than a chosen threshold when the coupling device was in a state other than open before the interruption of communication;

[0012] - in the presence of the last option, in its step, the chosen threshold can be understood between 100 km / h and 120 km / h;

[0013] - in its step, a message requesting can be transmitted to the machine calculator a stoppage of the operation of the second prime mover;

[0014] - 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, and a recording of at least one fault code representative of an interruption in communication between the supervision computer and the machine computer;

[0015] - in the presence of the last option, in its step, the text message and / or the An audible message may indicate that the vehicle now has a maximum speed equal to the chosen threshold.

[0016] 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 powertrain associated with a supervision computer and comprising, on the one hand, a first prime mover capable of delivering a first engine torque defined by a first torque setpoint for a first train, and, on the other hand, a second electric prime mover, associated with an electrical power source, capable of delivering a second engine torque defined by a second torque setpoint for a second train, and controlled by a machine computer capable of communicating with the supervision computer, to monitor the communication between the supervision computer and the machine computer.

[0017] The invention also proposes a monitoring device intended to equip a land vehicle and comprising a powertrain associated with a supervision computer and comprising, on the one hand, a first prime mover suitable for delivering a first engine torque defined by a first torque setpoint for a first train, and, on the other hand, a second electric prime mover, associated with an electrical power source, suitable for delivering a second engine torque defined by a second torque setpoint for a second train, and controlled by a machine computer suitable for communicating with the supervision computer.

[0018] 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 interruption of the communication in the presence of a torque request representative of a desire of a driver of the vehicle, in triggering only the termination of the first torque setpoint based on this torque request so that only the first prime mover delivers a first motor torque.

[0019] The invention also proposes a land vehicle, possibly of the automobile type, and comprising, on the one hand, a powertrain associated with a supervision computer and comprising a first prime mover suitable for delivering a first engine torque defined by a first torque setpoint for a first train, and a second electric prime mover, associated with an electrical power source, suitable for delivering a second engine torque defined by a second torque setpoint for a second train, and controlled by a machine computer suitable for communicating with the supervision computer, and, on the other hand, a monitoring device of the type presented above. Brief description of the figures

[0020] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0021] [Fig-1] schematically and functionally illustrates an example of the embodiment of a land vehicle comprising a monitoring device according to the invention and a GMP associated with a supervision computer and comprising first and second electric motors and associated respectively with first and second independent trains,

[0022] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a supervision computer comprising an exemplary embodiment of a monitoring device according to the invention, and

[0023] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0024] The invention aims in particular to propose a monitoring method, and an associated monitoring device DS, intended to enable monitoring of the communication between the supervision computer CS associated with the powertrain (or GMP) of a land vehicle V and the (second) machine computer CM2 associated with the (second) electric motor machine MM2 of this GMP.

[0025] 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, at least one of which is electric, and associated respectively with first and second independent motor trains.

[0026] Furthermore, it is considered in the following, by way of non-limiting example, that the GMP is purely electric (and therefore only comprises first MM1 and second MM2 electric motors). But the GMP could be hybrid (for example thermal and electric).

[0027] 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.

[0028] [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 and associated respectively with first 01 and second 02 inverters), 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.

[0029] 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.

[0030] 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.

[0031] 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 a 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.

[0032] The transmission chain has a GMP which is, here, purely electric and therefore which comprises, in particular, first MM1 and second MM2 (electric) motor machines, first AMI and second AM2 motor shafts, and first ATI and second AT2 transmission shafts.

[0033] Here, the term “electric motor machine” means an electric machine arranged in so as to provide an engine 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 recovering regenerative braking torque cfr to decelerate the vehicle V (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 setpoint cgi (j = 1) supplied 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 setpoint cg2 (j = 2) supplied 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.

[0035] It will be noted that the second machine computer CM2 and the supervision computer CS communicate with each other, for example via a vehicle communication network V, possibly multiplexed. This communication allows in particular the supervision computer CS to transmit to the second machine computer CM2 the second torque setpoint cg2 (defining the second engine torque cm2 to be supplied) or a message ordering it to no longer operate the second driving machine MM2, and to the second machine computer CM2 to transmit to the supervision computer CS status information (which will be returned to later).

[0036] The first 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 electrical power 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] Furthermore, the first driving machine MM1 is here coupled to the electrical power network via the first inverter 01.

[0038] 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.

[0039] The second 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 (here) supplied with electrical energy by the source BP power supply via the power grid. This second drive 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.

[0040] The second driving machine MM2 may also, optionally, be arranged so as to recover regenerative braking torque cfr to decelerate the vehicle V. This regenerative braking torque cfr, which is defined by a deceleration instruction, may then be transformed into current intended to recharge the electrical power source BP (when it is a rechargeable battery and this is possible at the time in question).

[0041] Furthermore, the second driving machine MM2 is here coupled to the power electrical network via the second inverter 02.

[0042] The DC coupling device is arranged so as 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 (and signaled to the second machine computer CM2). For example, this DC coupling device can be a clutch (possibly hydraulic). But it could also be a dog clutch, for example. This DC coupling device can therefore be placed in an open state in which it (totally) decouples the second driving machine MM2 from the second train T2, and at least one state other than open (for example closed or sliding) in which it at least partially couples the second driving machine MM2 to the second train T2. The open state and each state other than open constitute state information. It is considered here that it is the second machine computer CM2 which controls the state in which the DC coupling device is placed.But this last control could be ensured by a calculator dedicated to the DC coupling device.

[0043] 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.

[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 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).

[0046] It will be noted, as illustrated non-limitingly in [Fig.l], that the CV converter can be part of a CH charger responsible for controlling the recharging of the BP electrical power source.

[0047] 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).

[0048] As mentioned above, the invention proposes in particular a monitoring method intended to enable monitoring of the communication between the supervision computer CS and the second machine computer CM2.

[0049] 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 implemented 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.

[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 supervision computer CS. 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.

[0052] As illustrated non-limitingly in [Fig. 3], the (monitoring) method, according to the invention, comprises a step 10 which is implemented each time the GMP of the vehicle V is in operation to provide engine torque cmj on the order of the supervision computer CS and / or recover regenerative braking torque cfr on the order of the supervision computer CS or a computer of the braking system of the vehicle V.

[0053] In this step 10 of the method, in the event of an interruption in the communication between the supervision computer CS and the second machine computer CM2 in the presence of a torque request dcvc representative of the driver's wishes (in terms of acceleration or deceleration (or braking)), only the first torque setpoint cgi is determined (for example the monitoring device DS only triggers the determination of) as a function of this torque request dcvc so that only the first driving machine MM1 delivers a first motor torque cml.

[0054] In other words, in the presence of an interruption in communication and a torque request dcvc, the supervision computer CS is prohibited from determining a second torque setpoint cg2, which forces it to determine only a first torque setpoint cgi as a function of this torque request dcvc. There is therefore no longer any risk that it will return, after determination, a second torque setpoint cg2 to the second machine computer CM2, which makes it possible to minimize the risk of fire in the second driving machine MM2 or the possibly associated second inverter 02.It will be understood that if the second prime mover MM2 was recovering regenerative braking torque cfr to decelerate the vehicle V, the determination of the deceleration setpoint defining this regenerative braking torque cfr is also prohibited (the braking is then entirely provided by the braking system of the vehicle V and / or by the first prime mover MM1 if the latter (MM1) is arranged to recover regenerative braking torque).

[0055] Also for example, in step 10, in the presence of the DC coupling device, it can be ordered (for example the monitoring device DS) to order the placement of the DC coupling device in its open state. If the second machine computer CM2 receives this order (because the communication is reestablished or it only poses a problem in the direction going from the second machine computer CM2 to the supervision computer CS), it (CM2) will immediately cause the placement of the DC coupling device in its open state if the latter (DC) was in a non-open state, or it causes the maintenance of the DC coupling device in its open state if the latter (DC) was in this open state. If the second machine computer CM2 does not receive this order, the DC coupling device remains in its current state.

[0056] Also for example, in step 10, in the presence of the DC coupling device, it is possible to prohibit (for example the monitoring device DS can trigger a prohibition) that the speed vv of the vehicle V is greater than a chosen threshold if (i.e. vv < if), when the DC coupling device was in a state other than open before the interruption of the communication.

[0057] In other words, if the last status information, relating to the DC coupling device and received by the supervision computer CS from the second machine calculator CM2, was a state other than open (and therefore ensuring at least partial coupling of the second driving machine MM2 to the second train T2), it is considered that the DC coupling device is always in this state other than open. Consequently, to minimize the risk of fire of the second driving machine MM2 or of the possibly associated second inverter 02, the maximum speed of the vehicle V is limited (or restricted) by the chosen threshold si.

[0058] Also for example, the chosen threshold si can be between 100 km / h and 120 km / h. As an illustrative example this chosen threshold si can be equal to 110 km / h. But other values of chosen threshold si can be used. For example, this threshold si can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0059] It will be noted that if the last state information, relating to the DC coupling device and received by the supervision computer CS from the second machine computer CM2, was the open state (and therefore ensuring total decoupling of the second driving machine MM2 to the second train T2), it is considered that the DC coupling device is still in this open state. Consequently, as this does not induce any particular risk, there is no need to limit (or restrict) the maximum speed of the vehicle V.

[0060] It will also be noted that to eliminate the risk of fire in the second driving machine MM2 or in the possible associated second inverter 02, it is possible to provide a coupling / decoupling circuit inserted between the electrical power source BP and a sub-part of the electrical power network dedicated to the power supply of the second driving machine MM2. In this case, in the presence of an interruption in the communication and a request for torque dcvc, in step 10 one (for example the monitoring device DS) can also trigger the placement of this coupling / decoupling circuit in a state completely decoupling the electrical power source BP from the sub-part of the electrical power network dedicated to the power supply of the second driving machine MM2, which guarantees that the latter (MM2) is not (or no longer) supplied with electrical energy (and therefore no longer operates).

[0061] Such a coupling / decoupling circuit may, for example, be part of the interface (or isolation) device DI which is generally interposed between the electrical power source BP and the electrical power network. This interface (or isolation) device DI is arranged so as to isolate, if necessary, the electrical power source BP (here) from the first MM1 and second MM2 motor machines 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. As illustrated non-limitingly in [Fig.l], this interface device DI is generally part of a BB source box associated with the BP power supply source and also including voltage / current measuring means and a CB source calculator controlling the BP power supply source.

[0062] Also for example, in step 10 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:

[0063] - 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, and

[0064] - a recording of at least one fault code representative of an interruption of the communication between the CS supervision calculator and the CM2 machine calculator.

[0065] For example, in the event of a driver alert (intended to draw his attention to the occurrence of a communication interruption) 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 communication interruption problem or a service indicator light (not dedicated).

[0066] Also for example, in the event of a driver alert, the text alert message may signal a problem of interruption of communication or unavailability of the second driving machine MM2, and may 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.

[0067] Also for example, in the event of a driver alert, the audible (or audio) alert message may signal a problem of interruption of communication or unavailability of the second driving machine MM2, and may be broadcast by at least one loudspeaker of the vehicle V or of the aforementioned smartphone.

[0068] It will be noted that in step 10 the text message and / or the sound message may also indicate that the vehicle V now has a maximum speed equal to the chosen threshold si, when the option imposing a limitation of the maximum speed of the vehicle V by the chosen threshold si is implemented. This makes it possible to avoid the driver being suddenly surprised by an inability to drive his vehicle V beyond a certain speed (here equal to si), which could prove dangerous in certain situations.

[0069] It will also 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 the supervision computer CS. This makes it possible to signal to the after-sales service which will service the vehicle V that a problem of interruption of the communication between the supervision computer CS and the machine computer CM2 has been detected, and so on. make it easier for this after-sales service to find the origin of this problem.

[0070] It will also be noted that when the vehicle V is put back into operation after an interruption in the communication between the supervision computer CS and the machine computer CM2, one (for example the monitoring device DS) can again authorize the determination of the second setpoint cg2 (and therefore the operation of the second driving machine MM2) if the interruption is over. On the other hand, if the interruption is still present, one continues to determine only the first torque setpoint cgi as a function of the torque demand dcvc so that only the first driving machine MM1 delivers a first engine torque cml.

[0071] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the supervision computer CS (or the computer of the monitoring device DS) may also comprise a mass memory MME, in particular for storing the information signaling the interruption of the communication and the torque request dcvc, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the computer of the monitoring device DS) may also comprise an input interface IE for receiving at least the information signaling the interruption of the communication and the torque request dcvc, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this supervision calculator CS (or the calculator of the monitoring device DS) can also include an output interface IS, in particular to deliver each message requiring only the determination of the first torque setpoint cgi as a function of the torque request dcvc, and each possible message triggering an alert or storing a fault code or even prohibiting the use (or supply) of the second driving machine MM2.

[0072] 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 communication between the supervision computer CS and the second machine computer CM2 in the vehicle V.

Claims

Claims

1. Monitoring method for a land vehicle (V) and comprising a powertrain associated with a supervision computer (CS) and comprising i) a first prime mover (MM1) capable of delivering a first engine torque defined by a first torque setpoint for a first train (T1), and ii) a second electric prime mover (MM2), associated with an electrical power source (BP), capable of delivering a second engine torque defined by a second torque setpoint for a second train (T2), and controlled by a machine computer (CM2) capable of communicating with said supervision computer (CS), characterized in that it comprises a step (10) in which, in the event of interruption of the communication in the presence of a torque request representative of a desire of a driver of said vehicle (V),only said first torque setpoint is determined as a function of said torque request so that only said first driving machine (MM1) delivers a first motor torque.

2. Method according to claim 1, characterized in that in said step (10), in the presence of a coupling device (DC) capable of decoupling said second motor (MM2) from said second train (T2) or coupling it at least partially to said second train (T2) depending on whether it (DC) is in an open state or a state other than open, a placement of said coupling device (DC) in said open state is ordered.

3. Method according to claim 1 or 2, characterized in that in said step (10), in the presence of a coupling device (DC) capable of decoupling said second prime mover (MM2) from said second train (T2) or coupling it at least partially to said second train (T2) depending on whether it (DC) is in an open state or a state other than open, it is prohibited for a speed of said vehicle (V) to be greater than a chosen threshold when said coupling device (DC) was in a state other than open before said interruption of communication.

4. Method according to claim 3, characterized in that in said step (10) said chosen threshold is between 100 km / h and 120 km / h.

5. Method according to one of claims 1 to 4, characterized in that in said step (10) a message requesting a stoppage of the operation of said second driving machine (MM2) is transmitted to said machine computer (CM2).

6. Method according to one of claims 1 to 5, characterized in that in

7.

8.

9. in said step (10) 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, and a recording of at least one fault code representative of an interruption of the communication between said supervision computer (CS) and machine computer (CM2). Method according to claim 3 or 4 taken in combination with claim 6, characterized in that in said step (10) said text message and / or said sound message indicates(s) that said vehicle (V) now has a maximum speed equal to said chosen threshold. 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 powertrain associated with a supervision computer (CS) and comprising i) a first prime mover (MM1) capable of delivering a first engine torque defined by a first torque setpoint for a first train (T1), and ii) a second electric prime mover (MM2), associated with an electrical power source (BP), capable of delivering a second engine torque defined by a second torque setpoint for a second train (T2), and controlled by a machine computer (CM2) capable of communicating with said supervision computer (CS), to monitor the communication between said supervision computer (CS) and machine computer (CM2).Monitoring device (DS) for a land vehicle (V) and comprising a powertrain associated with a supervision computer (CS) and comprising i) a first prime mover (MM1) capable of delivering a first engine torque defined by a first torque setpoint for a first train (Tl), and ii) a second electric prime mover (MM2), associated with an electrical power source (BP), capable of delivering a second engine torque defined by a second torque setpoint for a second train (T2), and controlled by a machine computer (CM2) capable of communicating with said supervision computer (CS), 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 interruption of the communication in the presence of a torque request representative of a desire of a driver of said vehicle (V),. to trigger only the determination of said first torque setpoint as a function of said torque request so that only said first driving machine (MM1) delivers a first motor torque.

10. Land vehicle (V) comprising a powertrain associated with a supervision computer (CS) and comprising i) a first prime mover (MM1) capable of delivering a first engine torque defined by a first torque setpoint for a first train (T1), and ii) a second electric prime mover (MM2), associated with an electrical power source (BP), capable of delivering a second engine torque defined by a second torque setpoint for a second train (T2), and controlled by a machine computer (CM2) capable of communicating with said supervision computer (CS), characterized in that it further comprises a monitoring device (DS) according to claim 9.

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