CONTROL OF THE READYNESS TO OPERATE OF A THERMAL ENGINE OF A HYBRID VEHICLE POWER ENGINE

Abstract

A method is implemented in a vehicle comprising a heat engine coupled to a coupling device and adapted to vary the first and second internal pressures of the fuel and oil supply circuits, and an electric motor adapted to supply motor torque to the heat engine when the coupling device is closed. This method includes a step (10-50) in which, when the heat engine is not expected to supply motor torque, the coupling device is closed, fuel injection into the heat engine is prevented, and the electric motor is instructed to supply motor torque to operate the heat engine at at least one selected operating speed suitable for causing variations in the first and second internal pressures to selected first and second values, respectively. Figure 3

Description

Title of the invention: CONTROL OF THE READYNESS TO OPERATE OF A THERMAL ENGINE OF A HYBRID VEHICLE POWER ENGINE Technical field of the invention

[0001] The invention relates to vehicles comprising a hybrid (thermal and electric) powertrain (or PMT), and more specifically to the control of the readiness to operate of the thermal engine of such a PMT even when it is not intended that the latter provide engine torque. State of the art

[0002] Some vehicles, generally land vehicles (and possibly of the automobile type), include a hybrid powertrain (or PWM), and therefore include at least one thermal engine and at least one electric engine capable of providing respectively and possibly simultaneously engine torques to move them.

[0003] The invention relates more specifically to vehicles in which the electric drive machine is coupled to an automated gearbox and the thermal drive machine can be coupled to this automated gearbox when a coupling device to which it is coupled is placed in a state at least partially closed.

[0004] The term "automated gearbox" herein means a gearbox comprising at least one input shaft associated with at least one clutch, and controllable by at least one gearbox control unit. For example, it may be a dual-clutch gearbox (or DCT ("Dual Clutch Transmission")).

[0005] In a vehicle of the type described above, it sometimes happens that only the electric drive unit is operating to supply engine torque to the gearbox. In such a driving situation (purely electric driving (or "zero emissions")), the internal combustion engine may not operate for a relatively long period, and when its operation is required again (by the powertrain control unit, possibly to satisfy a driver's desire for acceleration), the time it takes to supply engine torque can be relatively long, which may displease some drivers and / or be potentially dangerous.This results from the fact that the thermal engine is coupled to fuel and oil supply circuits and can only begin to produce engine torque once these fuel and oil supply circuits are at effective capacity. to supply it. However, these supply capacities are only effective once the first and second internal pressures in the fuel and oil supply circuits have reached at least predetermined values, which can only be achieved through the action of the internal combustion engine. It should be noted that the fuel supply circuit includes an electric pump located on the cylinder head of the internal combustion engine and driven by one of its camshafts, and the oil supply circuit includes an oil pump driven by the engine's distribution system. Therefore, it is clear that the fuel and oil supply circuits cannot be pressurized if the internal combustion engine has not been running for a certain period of time.

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

[0007] In particular, it proposes for this purpose a control method intended to be implemented in a vehicle comprising a powertrain (or powertrain) including:

[0008] - a thermal engine coupled to a coupling device which may be at less partially closed, and suitable for varying the first and second internal pressures respectively of associated fuel and oil supply circuits, and

[0009] - an electric drive machine suitable for supplying motor torque to the machine thermal engine when the coupling device is at least partially closed.

[0010] This control method is characterized by the fact that it includes a step in which, when the thermal engine is not expected to provide engine torque, the coupling device is at least partially closed, fuel injection into the thermal engine is prohibited, and the electric engine is ordered to provide engine torque to operate the thermal engine according to at least one chosen regime to cause variations in the first and second internal pressures up to respectively the first and second chosen values.

[0011] Thanks to the invention, it is now possible to increase the first and second internal pressures of the pumps of the fuel supply circuit and oil supply circuit, even when the thermal engine does not provide engine torque to move the vehicle, which makes it possible to make it ready for operation in the event that this is required.

[0012] The control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0013] - in its step, the first and second values ​​can be chosen in such a way to enable the thermal engine to be put into operation, within a chosen time interval, so that it provides engine torque when required;

[0014] - in the presence of the first option, in its step, the chosen time interval can correspond to a time required to detect a number of successive top dead centers of the thermal engine which is between two and three;

[0015] - in its step, once the first and second values ​​are reached, it can open completely the coupling device (placement in a non-conducting state in which it does not transfer motor torque);

[0016] - Alternatively, in its step, once the first and second values ​​are reached, one can keep the coupling device at least partially closed until the powertrain is fully activated;

[0017] - in its step, once the first and second values ​​are reached, one can order to the electric drive machine to cease supplying the motor torque, and we can continue to prohibit the injection of fuel into the thermal drive machine as long as the speed of the thermal drive machine is not zero;

[0018] - in the presence of the last option, in its stage, when the machine's operating mode With the thermal engine now at zero, a driver of the vehicle can be signaled that the powertrain is fully active, and therefore ready to provide engine torque to move the vehicle;

[0019] - in its step, one can initially generate a motor torque setpoint for to control the electric drive machine in tandem so that it provides the motor torque which is appropriate to operate the thermal drive machine according to the chosen operating mode;

[0020] - in its step, the coupling device can initially be placed in a state completely closed (or totally conducting), and not in a partially closed (or partially conducting) state.

[0021] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a control method of the type presented above, in a vehicle comprising a powertrain (or PWM) comprising, on the one hand, a thermal engine coupled to a coupling device which can be at least partially closed, and suitable for varying first and second internal pressures respectively of associated fuel supply and oil supply circuits, and, on the other hand, an electric motor suitable for supplying motor torque to the thermal engine when the coupling device is at least partially closed, to control a preparation of the thermal engine to operate (if needed).

[0022] The invention also proposes a control device for equipping a vehicle comprising a powertrain (or powertrain) including:

[0023] - a thermal engine coupled to a coupling device that can be at less partially closed, and suitable for varying the first and second internal pressures respectively of associated fuel and oil supply circuits, and

[0024] - an electric drive machine suitable for supplying motor torque to the machine thermal engine when the coupling device is at least partially closed.

[0025] This control device is characterized by the fact that it includes at least one processor and at least one memory arranged to perform the operations consisting, when it is not expected that the thermal engine will supply engine torque, of triggering at least a partial closure of the coupling device, of triggering a prohibition of fuel injection into the thermal engine, and of triggering the supply by the electric engine of engine torque suitable for operating the thermal engine according to at least one chosen regime which is suitable for causing variations of the first and second internal pressures up to respectively the first and second chosen values.

[0026] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0027] - a powertrain (or PMT) comprising, on the one hand, a machine a thermal engine coupled to a coupling device that can be at least partially closed, and adapted to vary the first and second internal pressures respectively of associated fuel and oil supply circuits, and, on the other hand, an electric drive machine adapted to supply motor torque to the thermal engine when the coupling device is at least partially closed, and

[0028] - a control device of the type presented above. Brief description of the figures

[0029] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0030] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a control device according to the invention, and a transmission chain with automated gearbox and hybrid powertrain and associated with a supervisory computer,

[0031] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervisory computer comprising an example of an embodiment of a control device according to the invention, and

[0032] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0033] The invention aims in particular to provide a control method, and an associated DC3 control device, intended to allow control of the readiness to operate (in case of need) of the MMT thermal engine of a hybrid powertrain (or GMP) of a vehicle V, when it is not intended that this MMT thermal engine provide the first engine torque cml.

[0034] In what follows, vehicle V is considered, by way of non-limiting example, to be a land vehicle of the automobile type. For example, it is a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of vehicle. It relates to any type of vehicle (land, sea (or river), or air) comprising a hybrid powertrain (and therefore comprising at least one internal combustion engine and at least one electric motor).

[0035] Furthermore, in what follows, by way of non-limiting example, the electric drive machine MME of the hybrid powertrain is considered to be associated with at least one rechargeable BP battery, referred to as the main (or traction or power) battery. However, it could also be associated with a fuel cell (for example, a hydrogen fuel cell).

[0036] In addition, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0037] A (land) vehicle V comprising a hybrid (thermal and electric) powertrain and automated gearbox, a CS supervisory computer, a BS auxiliary battery, a rechargeable BP main (or traction or power) battery, a CV converter, and a DC3 control device according to the invention is schematically represented in [Fig.1].

[0038] The auxiliary battery BS is responsible for supplying electrical power to an on-board electrical system of the vehicle V, supplementing that supplied by the CV converter, which is powered by the main battery BP via a main electrical circuit, and sometimes replacing this CV converter. For example, this auxiliary battery BS may be configured as a very low voltage type battery (typically 12 V or 24 V). It is rechargeable at least by the CV converter. In the following, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 12 V lead-acid type.

[0039] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0040] The main electrical circuit (or "high voltage" or "power" circuit) is connected, on the one hand, to the main battery BP via an interface device, and, on the other hand, to electronic equipment, such as the CV converter and the electric drive machine MME. It may also optionally allow the main battery BP to be recharged by an external power source temporarily connected to the vehicle V.

[0041] As illustrated in [Fig.1], the transmission chain also includes, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, and a transmission shaft AT.

[0042] The operation of the transmission chain (and therefore of the powertrain) is supervised by a CS supervisory computer.

[0043] The MMT thermal engine comprises a crankshaft (not shown) which is fixedly attached to the drive shaft AM in order to drive the latter (AM) in rotation or to be driven in rotation by this drive shaft AM. This MMT thermal engine is designed to operate according to a first regime rl to provide, here for the drive wheels of the vehicle V, a first engine torque cml which is defined by a thermal torque setpoint, for example determined by the supervisory computer CS.

[0044] The operation of the MMT thermal engine is controlled by a CMT thermal engine computer and supervised by the CS supervisory computer. It should be noted that the CMT thermal engine computer and the CS supervisory computer could be part of the same "supercomputer".

[0045] Furthermore, the thermal power machine MMT is suitable for being coupled to a primary shaft called the main shaft APP of the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is suitable for delivering a torque from the first engine torque cml, in particular (here) for at least one set Tl of driving wheels, when it is at least partially closed (or passing) and therefore when it couples the thermal power machine MMT to the gearbox BV (and more precisely to a clutch Ej associated with a primary (secondary) shaft APSj of the latter (BV)).

[0046] This first DC1 coupling device can be either totally closed (or totally conducting), or totally open (or totally non-conducting), or partially closed (or partially conducting).

[0047] For example, the first coupling device DC1 could be a hydraulic circuit clutch. But it could be of another type.

[0048] Also, for example, the Tl train can be located in the front PVV part of the vehicle V. It is preferably, and as illustrated, coupled to the AT transmission shaft via a differential (here front) Dl. But in a variant this train Tl could be the one referenced T2 which is located in the rear part PRV of the vehicle V.

[0049] Although not shown in [Fig. 1], the MMT internal combustion engine is also coupled to a fuel supply circuit and an oil supply circuit, and is adapted to vary the internal pressures of these fuel and oil supply circuits, respectively, by a factor of 1 and a factor of 2. To this end, the fuel supply circuit includes an electric pump located on the cylinder head of the MMT and driven by one of its camshafts, and the oil supply circuit includes an oil pump driven by the MMT's valve train.

[0050] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the crankshaft of the MMT internal combustion engine is also coupled to a belt, which is itself coupled to a starter-alternator AD that is electrically powered by the auxiliary battery BS (and which can also recharge the latter (BS)). Thus, the starter-alternator AD can supply torque to the belt, which can then supply this torque to the crankshaft to start the MMT internal combustion engine. The MMT internal combustion engine can also be started by the MME electric motor when the first coupling device DC1 is at least partially closed.

[0051] In one variant, the AD alternator-starter can be powered by the main battery BP.

[0052] The electric drive machine MME is capable, when supplied with electrical energy by the main battery BP, of operating according to a second regime r2 to provide a second motor torque cm2 defined by an electrical torque setpoint, here for the drive wheels of the vehicle V. For example, the electrical torque setpoint can be determined by the supervisory computer CS.

[0053] It will be noted that the sum of the first cm1 and second cm2 torques supplied by the GMP is equal to a total torque and.

[0054] Furthermore, this electric motor MME is coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the main primary shaft APP of the gearbox BV to supply it with the second motor torque cm2 that it produces. The electric motor MME thus supplies the second motor torque cm2 that it produces for the train Tl and / or for the internal combustion engine MMT.

[0055] It should be noted that the electric drive machine MME can also optionally be arranged to recover a torque defined by a setpoint from the vehicle V, for example during a regenerative braking phase, and in this case this recovered torque can be used to recharge the main battery BP associated with the machine electric motor MME. But recovery can also be done on part of the first motor torque cml supplied by the thermal motor machine MMT.

[0056] The operation of the electric motor machine MME is controlled by an electric machine computer CME, and supervised by the supervisory computer CS.

[0057] The second coupling device DC2 can, for example, include a cascade of gears connecting the electric drive machine MME to the input of the gearbox BV (downstream of the first coupling device DC1).

[0058] It will be understood that when the first coupling device DC1 is at least partially closed, the internal combustion engine MMT is running (and therefore provides a first motor torque cm1), and the gearbox BV is coupled to the transmission shaft AT, the first coupling device DC1 delivers a torque which is added to any second motor torque cm2 provided, upstream of the gearbox BV, by the electric motor MME when it is supplied with electrical energy (here) by the main battery BP. When the first coupling device DC1 is fully open, only the electric motor MME can provide a second motor torque cm2 upstream of the gearbox BV during a purely electric driving phase.When the first coupling device DC1 is at least partially closed, the thermal power machine MMT is not in operation, and the gearbox BV is uncoupled from the transmission shaft AT, the electric power machine MME can, when supplied with electrical energy (here) by the main battery BP, provide a second motor torque cm2 which can drive the thermal power machine MMT via the first coupling device DC1.

[0059] For example, the main (or traction or power) battery BP can be of the cellular type. In this case, it comprises electrical energy storage cells, possibly electrochemical (such as lithium-ion (or Li-ion) or Ni-MH or Ni-Cd cells). Also, for example, this main battery BP can be of the 450 V type. However, this is not mandatory. It could alternatively be of the 48 V or 600 V type, for example.

[0060] As indicated above, the gearbox BV includes at least one primary shaft (here called secondary) APSj which is associated with at least one clutch Ej suitable for being placed in a state chosen from among an open (or decoupled) state, a closed (or coupled) state, and a sliding state.

[0061] In what follows, by way of non-limiting example, the automated gearbox BV is considered to be a dual-clutch (or DCT) gearbox. Consequently, and as illustrated non-limitingly in [Fig. 1], the gearbox BV comprises first APS1 (j = 1) and second APS2 (j = 2) primary shafts, referred to as secondary shafts, and first El (j = 1) and second E2 (j = 2) clutches, and first SP1 (j = 1) and second SP2 (j = 2) sub-parts dedicated respectively to first and second subsets of ratios (for example 1, 3 and 5, and 2, 4, 6 and possibly 7). These ratios have respectively decreasing gear ratios (starting from the smallest (1)).

[0062] The first clutches E1 and E2 are connected to the main primary shaft APP and coupled respectively to the first secondary primary shafts APS1 and APS2 in order to transfer to them (when they are in the closed or slipping state) the engine torque they receive from the main primary shaft APP via the powertrain. Thus, when the first clutch E1 is in the closed or slipping state, it causes the rotation of the first secondary primary shaft APS1 according to a third operating condition r31, and when the second clutch E2 is in the closed or slipping state, it causes the rotation of the second secondary primary shaft APS2 according to a third operating condition r32.

[0063] When the gearbox BV receives at input a total torque and (on a primary secondary shaft APSj associated with the clutch Ej in use (and therefore placed in its closed state or its slipping state)), and it has a gear engaged (chosen from all its gears), it delivers on its output (and therefore here to the transmission shaft AT) an output torque es (here for the drive wheels of the front axle Tl).

[0064] It should be noted that in an alternative embodiment the gearbox BV could include only one clutch associated with a single primary secondary shaft.

[0065] The operation of the BV gearbox is controlled by a CB gearbox computer, and supervised by the CS supervision computer.

[0066] As mentioned above, the invention notably proposes a control method for monitoring the readiness of the MMT (thermal drive machine) to operate when it is not expected to supply the first motor torque cm1. This situation can arise either when the MME (electric drive machine) is already running and supplying a second motor torque cm2 to move the vehicle V, or when the MME is not yet running.

[0067] This (control) method can be implemented at least partially by the DC3 control device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This DC3 control device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0068] The MD memory is random access memory (RAM) in order to store instructions for the implementation by the PR1 processor of at least part of the control process. The PR1 processor It can include integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0069] In the example illustrated, but not limited to, in Figures 1 and 2, the DC3 control device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DC3 control device could comprise its own dedicated computer, which could then be coupled to the CS supervisory computer, or it could be part of another computer embedded in the vehicle V and performing at least one other function, for example.

[0070] As illustrated non-limitingly in [Fig.3], the (control) method, according to the invention, includes a step 10-50 which is implemented whenever two conditions are simultaneously verified, namely the vehicle V is woken up and it is not expected that the thermal engine MMT will provide the first engine torque cml very soon.

[0071] In step 10-50 of the process, when the two aforementioned conditions are met:

[0072] - the DC1 coupling device is at least partially closed,

[0073] - fuel injection into the MMT thermal engine is prohibited, and

[0074] - the electric drive machine MME is ordered to supply a second torque cm2 motor which is suitable for operating the MMT thermal motive machine according to at least a first chosen rlk regime, suitable for causing variations of the first pi1 and second pi2 internal pressures up to respectively first vl and second v2 chosen values.

[0075] For example, at least the PR1 processor and MD memory of the DC3 control device can be arranged to perform the operations consisting of, when it is not expected that the MMT thermal engine will supply the first cml engine torque:

[0076] - to trigger at least partial closure of the DC1 coupling device,

[0077] - to trigger the fuel injection ban in the engine CMT thermal imaging, and

[0078] - to trigger the supply by the electric drive machine MME of a second motor torque cm2 suitable for operating the MMT thermal motive machine according to at least a first regime rlk chosen, suitable for causing variations of the first pii and second pi2 internal pressures up to respectively the first vl and second v2 chosen values.

[0079] Thanks to this second motor torque cm2 which causes the drive of the MMT thermal engine at least according to the first selected regime rlc, the latter (MMT) can increase the first pi1 and second pi2 internal pressures of the Fuel supply and oil supply circuit pumps thus advantageously allow the MMT thermal engine to be ready for operation at least quickly in the event that the CS supervision computer requires (possibly to satisfy a driver's desire for acceleration) that it provide the first cml torque to move the vehicle V. There is therefore no longer a risk that the response time of the MMT thermal engine will displease some drivers and / or be potentially dangerous.

[0080] It will be noted that in a land vehicle V the driver can signal his desire to accelerate by pressing the accelerator pedal PA (or similar) more or less, then the percentage of pressing is used to define a torque demand (driver) from which, for example, the supervisory computer CS can determine the torque that must be received by the primary secondary shaft APSj to satisfy the desire to accelerate.

[0081] It should also be noted that in step 10-50, the coupling device DC1 can be completely closed (for example, the control device DC3 can trigger the complete closure of the coupling device DC1). However, if this proves sufficient or necessary, it can be partially closed (for example, the control device DC3 can trigger the partial closure of the coupling device DC1).

[0082] It will also be noted that in step 10-50 one can generate (for example the control device DC3 can trigger the generation of a) electric motor torque setpoint to drive the electric drive machine MME in torque so that it provides the second motor torque cm2 which is suitable for operating the thermal drive machine MMT according to the first regime chosen rlc.

[0083] It should also be noted that the three actions, mentioned above and carried out to cause the variations of the first pi1 and second pi2 internal pressures up to at least the first vl and second v2 chosen values, can be carried out in the same sub-step of step 10-50, or in at least two sub-steps of step 10-50. Thus, in the example of algorithm illustrated non-limitingly in [Fig.3], step 10-50 comprises a first sub-step 10 in which the coupling device DC1 is at least partially closed, a second sub-step 20 in which the injection of fuel into the thermal engine MMT is prohibited, and a third sub-step 30 in which the electric engine MME is instructed to provide a second motor torque cm2 suitable for operating the thermal engine MMT according to at least the first chosen regime rlc.Note that the order of the second and third actions can be reversed. The second and third actions could also be performed simultaneously in the same sub-step.

[0084] It should also be noted that the first sub-step 10 of at least partial closure of the DC1 coupling device can optionally be carried out in advance, for example following the detection of the opening of the driver's door or the action of the ignition key (possibly electronic) or the pressing of the start control device ("PUSH"). This anticipation makes it possible to reduce the overall activation time of the powertrain perceived by the driver.

[0085] It should also be noted that the start of the execution of the three actions may depend on verifying the respective current values ​​of the first pi1 and second pi2 internal pressures. Indeed, if these respective current values ​​of the first pi1 and second pi2 internal pressures are (much) lower than the chosen first v1 and second v2 values, then it is essential to implement step 10-50 to carry out the three actions. Conversely, if the respective current values ​​of the first pi1 and second pi2 internal pressures are similar to the chosen first v1 and second v2 values, then it is not necessary to implement step 10-50.

[0086] Preferably, in step 10-50 (and for example in the third substep 30), the first v1 and second v2 values ​​can be selected, for example by the DC3 control device and by choosing the first operating regime rlc, so as to allow the MMT thermal engine to be started within a chosen time interval to provide a first engine torque cml when this (cml) is required. It will be understood that the higher the first operating regime rlc (but not too high), the greater the rate of change of the first pi1 and second pi2 internal pressures will be, and therefore the shorter the chosen time interval for starting the MMT thermal engine.

[0087] For example, in step 10-50 (and for example in the third substep 30) this chosen time interval (for example by the control device DC3 and by means of the choice of the first selected regime rlc) can correspond to the time required to detect a number of successive top dead centers of the CMM internal combustion engine which is between two and three. By way of illustrative example, this number of successive top dead centers can be equal to two.

[0088] Also, for example, in step 10-50 (and for example in the third substep 30), once the first v1 and second v2 values ​​are reached, the coupling device DC1 can be fully opened (for example, the control device DC3 can trigger a full opening of the coupling device DC1). Alternatively, the coupling device DC1 can be kept at least partially closed (for example, the control device DC3 can trigger a keeping at least partially closed of the coupling device DC1 until the end of the powertrain activation.

[0089] It should also be noted that step 10-50 may include, as illustrated non-limitingly in [Fig. 3], a substep 40 in which, once the first v1 and second v2 values ​​are reached, the electric drive MME may be instructed to cease supplying the second motor torque cm2 (for example, the control device DC3 may trigger a shutdown of the supply of the second motor torque cm2 by the electric drive MME), and the fuel injection into the internal combustion engine MMT may continue to be prohibited (for example, by the control device DC3) as long as the first operating speed rl of the internal combustion engine MMT is not zero. It will be understood that the objective of this latter option is to ensure that the internal combustion engine MMT does not start before the end of its pre-operational preparation phase.

[0090] It will also be understood that as long as the first v1 and second v2 values ​​have not been reached, the order to close at least partially the coupling device DC1, the order to prohibit fuel injection into the MMT thermal engine, and the order to supply a second engine torque cm2 suitable for operating the MMT thermal engine are maintained.

[0091] Also, for example, step 10-50 may include, as illustrated non-limitingly in [Fig.3], a substep 50 in which, when the first regime rl of the thermal engine MMT has become zero (rl = 0), it may be possible to signal (for example, the control device DC3 may trigger a signal) to the driver that the engine is fully active, and therefore ready to provide the first cm1 and / or second cm2 engine torque(s) to move the vehicle V.

[0092] The driver may be notified by the illumination of an indicator light (possibly dedicated to the engine preparation) of the vehicle V (for example, on the instrument panel) and / or by the generation of at least one message. In the case of a message, this may be a text message displayed on at least one EA screen of the vehicle V (for example, on the instrument panel or a central instrument cluster) or on the screen of the driver's smartphone and / or an audible message broadcast by at least one speaker of the vehicle V or of that smartphone.

[0093] It should also be noted that if during step 10-50 the CS supervisory computer requires the MMT thermal engine to start supplying a first engine torque cml chosen to move the vehicle V, then (for example the DC3 control device) immediately terminates step 10-50.

[0094] It should also be noted, as illustrated non-limitingly in [Fig. 2], that the CS supervisory computer (or the DC3 control device computer) may also include a MEM mass memory, in particular for storing the current values ​​of the first pi1 and second pi2 internal pressures as well as any intermediate data involved in all its calculations and processing. Furthermore, this CS supervisory computer (or the DC3 control device computer) may also include an IE input interface to receive the current values ​​of the first pi1 and second pi2 internal pressures for use in calculations or processing, possibly after having shaped and / or demodulated and / or amplified them, in a way known per se, by means of a PR2 digital signal processor.Furthermore, this CS supervisory computer (or the DC3 control device computer) may also include an IS output interface, in particular to deliver each message or command to close at least partially the DC1 coupling device, each message or command to prohibit fuel injection into the MMT thermal engine, each message or command to supply a second cm2 engine torque suitable for operating the MMT thermal engine, each message or command to open the DC1 coupling device, each message or command to end the prohibition of fuel injection into the MMT thermal engine, each message or command to end the supply of the second cm2 engine torque to operate the MMT thermal engine, and each message or command to signal the end of the preparation for operation of the MMT.

[0095] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for implementing the control method described above to control in the vehicle V the preparation of the MMT thermal engine to operate.

Claims

Demands

1. A control method for a vehicle (V) comprising a powertrain including i) a thermal engine (TEM) coupled to a coupling device (DC1) capable of being at least partially closed, and adapted to vary the first and second internal pressures respectively of associated fuel and oil supply circuits, and ii) an electric drive machine (EDM) adapted to supply motor torque to said thermal engine (TEM) when said coupling device (DC1) is at least partially closed, characterized in that it includes a step (10-50) in which, when said thermal engine (TEM) is not intended to supply motor torque, said coupling device (DC1) is at least partially closed, and fuel injection into said thermal engine (TEM) is prohibited.and the said electric drive machine (EDM) is instructed to provide a motor torque capable of operating the said thermal drive machine (TDM) according to at least one chosen operating regime suitable for causing variations in the said first and second internal pressures up to respectively the first and second chosen values.

2. The method according to claim 1, characterized in that in said step (10-50) said first and second values ​​are chosen so as to allow the operation, within a chosen time interval, of said thermal engine (MIE) so that it provides engine torque when required.

3. Method according to claim 2, characterized in that in said step (10-50) said chosen time interval corresponds to a duration necessary for the detection of a number of successive top dead centers of said thermal engine (TDM) between two and three.

4. Method according to any one of claims 1 to 3, characterized in that in said step (10-50), once said first and second values ​​are reached, said coupling device (DC1) is fully opened.

5. A method according to any one of claims 1 to 3, characterized in that in said step (10-50), once said first and second values ​​are reached, said coupling device (DC1) until the end of the activation of said powertrain.

6. A method according to any one of claims 1 to 5, characterized in that in said step (10-50), once said first and second values ​​are reached, said electric drive machine (EDM) is ordered to cease supplying said motor torque, and said fuel injection into the thermal drive machine (TDM) is continued to be prohibited until said thermal drive machine (TDM) speed is zero.

7. Method according to claim 6, characterized in that in said step (10-50), when said thermal engine speed (TES) has become zero, a driver of said vehicle (V) is signaled that said powertrain is fully active, and therefore ready to provide engine torque to move said vehicle (V).

8. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to any one of claims 1 to 7, in a vehicle (V) comprising a powertrain including i) a thermal engine (TEM) coupled to a coupling device (DC1) which can be at least partially closed, and suitable for varying first and second internal pressures respectively of associated fuel supply and oil supply circuits, and ii) an electric drive machine (EDM) suitable for supplying motor torque to said thermal engine (TEM) when said coupling device (DC1) is at least partially closed, to control a preparation of said thermal engine (TEM) to operate.

9. Control device (DC3) for a vehicle (V) comprising a powertrain including i) a thermal engine (TEM) coupled to a coupling device (DC1) that can be at least partially closed, and adapted to vary the first and second internal pressures of associated fuel and oil supply circuits respectively, and ii) an electric drive machine (EDM) adapted to provide motor torque to said thermal engine (TEM) when said coupling device (DC1) is at least partially closed, characterized in that it includes at least one processor (PR1) and

10. at least one memory (MD) arranged to perform the operations consisting, when it is not planned that said thermal engine (MIE) will supply engine torque, of triggering at least a partial closure of said coupling device (DC1), of triggering a prohibition of fuel injection into the thermal engine (MIE), and of triggering the supply by said electric engine (EEM) of engine torque suitable for operating said thermal engine (MIE) according to at least one chosen regime which is suitable for causing variations of the first and second internal pressures up to respectively the first and second chosen values. Vehicle (V) comprising a powertrain including i) a thermal engine (MHE) coupled to a coupling device (DC1) which can be at least partially closed, and adapted to vary first and second internal pressures respectively of associated fuel supply and oil supply circuits, and ii) an electric drive machine (EDM) adapted to supply motor torque to said thermal engine (MHE) when said coupling device (DC1) is at least partially closed, characterized in that it further includes a control device (DC3) according to claim 9.

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