MONITORING THE OPERATION OF A CONVERTER IN A HYBRID POWERTRAIN VEHICLE

Abstract

A method is implemented in a vehicle comprising an on-board electrical system operating at a first voltage, a thermal engine providing a first torque, an electric engine providing a second torque when supplied with electrical energy from an associated power source, and a converter for converting a second voltage from the power source back to this first voltage. This method includes a step (10-40) in which, when the converter is prohibited from operating, the thermal engine is operated to provide the first torque to move the vehicle, the electric engine is prohibited from operating, and the driver is alerted to have the vehicle checked after parking. Figure 3

Description

Title of the invention: MONITORING THE OPERATION OF A CONVERTER IN A HYBRID POWERTRAIN VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising a hybrid (thermal and electric) powertrain (or PWM) and a converter, and more specifically to the monitoring within such vehicles of the operation of the converter. State of the art

[0002] Some vehicles, generally land vehicles (and possibly of the automotive type), include an on-board network operating under a first voltage, a converter, and a hybrid powertrain (or PWM), and therefore including at least one internal combustion engine capable of providing a first motor torque (generally via a coupling device) and at least one electric motor capable of providing a second motor torque when supplied with electrical energy under a second voltage by an associated power supply source.

[0003] In what follows and what precedes, "on-board network" means an electrical power supply network to which electrical (or electronic) equipment (or components) consuming electrical energy under a first voltage are coupled.

[0004] It should be noted that the power supply can be a battery (called a "main" or "traction" or "power" battery) or a fuel cell (for example, a hydrogen fuel cell). Generally, the second voltage supplied by the power supply is much higher than the first voltage of the vehicle's electrical system. Typically, the first voltage can be between 12 V and 48 V, and the second voltage can be between 400 V and 800 V.

[0005] The converter is arranged to convert an incoming current from the power supply, and therefore at the second voltage, into an outgoing current at the first voltage, to power and / or support the vehicle's electrical system. It should be noted that when the vehicle has a service battery connected to the electrical system, the converter allows it to be recharged with current from the power supply that has been converted. It is worth recalling that the service battery is generally used to power the electrical system when the converter cannot do so or does not have time to do so.

[0006] As those skilled in the art know, the converter may sometimes be temporarily prevented from operating (or "put into protection mode"). This may be decided, for example, if an undervoltage is detected in the circuit. of power supply which connects the power supply source to the converter and the electric motive machine (in particular), or of an overvoltage in this power supply circuit, or of an undervoltage in the on-board network, or even of an overheating of the converter.

[0007] It will be understood that when the converter is temporarily disabled, the vehicle's electrical system has no available current at the initial voltage other than the reserve current supplied by the auxiliary battery, which cannot be recharged. Consequently, when the auxiliary battery is depleted, the vehicle's electrical system is left without power, and therefore the vehicle loses certain important functions, such as brake assist or power steering, which can be dangerous.

[0008] Due to the potentially dangerous situation, when the converter is temporarily disabled for at least a predetermined period, a vehicle control unit (usually the powertrain control unit) instructs the driver (via a dedicated message) to stop the vehicle as soon as possible. Once the vehicle has stopped, the powertrain is disabled. The driver is then stranded and forced to call in a service center, which is not always possible quickly and / or can be expensive, thus causing significant inconvenience.

[0009] The invention therefore aims to improve the situation. Presentation of the invention

[0010] In particular, it proposes for this purpose a monitoring method intended to be implemented in a vehicle comprising:

[0011] - an on-board network operating under a first voltage,

[0012] - a thermal engine capable of providing a first driving torque,

[0013] - an electric drive machine suitable for providing a second motor torque when it is powered by an associated power source, and

[0014] - a converter suitable for converting a second voltage from the source of power supply at this first voltage.

[0015] This monitoring method is characterized by the fact that it includes a step in which, when the converter is prohibited from operating, the thermal engine is operated to provide the first engine torque to move the vehicle, the operation of the electric engine is prohibited, and a driver of the vehicle is alerted so that he can have the vehicle checked after parking it.

[0016] Thanks to the invention, the driver can continue to drive his vehicle to park it and secure it, possibly by finishing the originally planned journey or by leaving it in a service center for inspection, which significantly reduces the costs of service intervention and inconvenience, without compromising his safety or the safety of the vehicle.

[0017] The monitoring method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0018] - in its stage, the thermal engine can be operated, one can prohibit the operation of the electric motive machine, and the driver can be alerted when the prohibition of operation of the converter has lasted for at least a chosen duration;

[0019] - in the presence of the first option, in its step, the chosen duration can be between 500 ms and 5 s;

[0020] - in its step, the power supply can also be isolated for prevent its use;

[0021] - in its stage, the driver can also be alerted by lighting a warning light on the vehicle and / or by generating at least one message;

[0022] - in its stage, when the vehicle includes a stop control function and automatic restart, we can also prohibit the use of the latter;

[0023] - in its stage, when the vehicle includes an alternator-starter powered by the on-board network and coupled to the thermal engine to start it, we can also prohibit the use of this alternator-starter.

[0024] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a monitoring method of the type presented above, in a vehicle comprising an on-board network operating under a first voltage, a thermal engine suitable for providing a first motor torque, an electric engine suitable for providing a second motor torque when it is supplied with electrical energy by an associated power supply source, and a converter suitable for converting a second voltage from the power supply source into this first voltage, in order to monitor the operation of the converter.

[0025] The invention also proposes a monitoring device for equipping a vehicle comprising:

[0026] - an on-board network operating under a first voltage,

[0027] - a thermal engine capable of providing a first driving torque,

[0028] - an electric drive machine suitable for providing a second motor torque when it is powered by an associated power source, and

[0029] - a converter suitable for converting a second voltage from the source of power supply at this first voltage.

[0030] This monitoring 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 the converter is prohibited from operating (or operating), of triggering an operation of the thermal drive machine so that it provides the first engine torque to move the vehicle, a prohibition of operation of the electric drive machine, and an alert to a driver of the vehicle so that he has the vehicle checked after parking it.

[0031] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0032] - an on-board network operating under a first voltage,

[0033] - a thermal engine capable of providing a first driving torque,

[0034] - an electric drive machine suitable for providing a second motor torque when it is powered by an associated power source,

[0035] - a converter suitable for converting a second voltage from the source of electrical supply at this first voltage, and

[0036] - a monitoring device of the type presented above. Brief description of the figures

[0037] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0038] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a monitoring device according to the invention, a converter, and a transmission chain with automated gearbox and hybrid powertrain and associated with a supervisory computer,

[0039] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervisory computer comprising an example of an embodiment of a monitoring device according to the invention, and

[0040] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0041] The invention aims in particular to provide a monitoring method, and an associated DS monitoring device, intended to enable monitoring within of a V vehicle with a CV converter and hybrid (thermal and electric) powertrain (or GMP), of the operation of this CV converter.

[0042] In what follows, we consider, by way of non-limiting example, that the vehicle V is a land vehicle of the automobile type. For example, it is a car, as illustrated in [Fig. 1]. But the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle (land, sea (or river), or air) comprising a converter and a hybrid powertrain (and therefore comprising at least one internal combustion engine MTE and at least one electric drive machine MME).

[0043] 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 an electrical power source SA arranged in the form of a main rechargeable battery (or traction or power battery). However, it could also be associated with an electrical power source arranged in the form of a fuel cell (for example, a hydrogen fuel cell).

[0044] In addition, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0045] A (land) vehicle V comprising a hybrid (thermal and electric) powertrain and automated gearbox, a CS supervisory computer, a BS auxiliary battery, an SA electrical power supply (here a rechargeable main (or traction or power) battery), a CV converter, and a DS monitoring device according to the invention, is schematically represented in [Fig.1].

[0046] The auxiliary battery BS is responsible for supplying electrical power to an on-board network RB of the vehicle V, supplementing that supplied by the CV converter powered by the electrical supply SA via a main (or power) 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, by way of non-limiting example, the auxiliary battery BS is considered to be a 12 V lithium-ion type.

[0047] 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. It supplies current at a first voltage (for example, approximately 13.9 V).

[0048] The main electrical circuit (or high-voltage or power circuit) is connected, on the one hand, to the main battery SA via an interface (or isolation) device DI, and, on the other hand, to electronic equipment, such as the converter CV and the electric drive unit MME. It can also optionally allow the main battery SA to be recharged by an external power source temporarily coupled to the vehicle V.

[0049] 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.

[0050] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervisory computer.

[0051] The MMT thermal power unit 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 power unit is designed to operate according to a first operating 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.

[0052] 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".

[0053] 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)).

[0054] 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).

[0055] For example, the first coupling device DC1 could be a hydraulic circuit clutch. But it could be of another type.

[0056] Also, for example, the Tl assembly can be located in the front PVV section of the vehicle V. It is preferably, and as illustrated, coupled to the AT driveshaft via a DI differential (here, the front one). But in a variant, this Tl assembly could be the one referenced as T2, which is located in the rear PRV section of the vehicle V.

[0057] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the crankshaft of the MMT thermal engine is also coupled to a belt, itself coupled to a starter-alternator AD, which is powered by the auxiliary battery BS (and can also recharge the latter (BS)). Thus, the starter-alternator AD can supply torque to the belt, which in turn supplies this torque to the crankshaft to start the internal combustion engine MMT. The internal combustion engine MMT can also, optionally, be started by the electric engine MME when the first coupling device DC1 is at least partially closed.

[0058] The electric drive machine MME is capable, when supplied with electrical energy by the main battery SA, 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.

[0059] 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.

[0060] 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.

[0061] It should be noted that the electric drive unit 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 SA associated with the electric drive unit MME. However, recovery can also be performed on a portion of the initial engine torque cml supplied by the internal combustion engine MMT.

[0062] The operation of the electric motor machine MME is controlled by an electric machine computer CME, and supervised by the supervisory computer CS.

[0063] 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).

[0064] It will be understood that when the first coupling device DC1 is at least partially closed, the thermal 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 supplied, upstream of the gearbox BV, by the electric engine MME when it is powered by electrical energy (here) from the main battery SA. When the first coupling device DC1 is fully open, only the electric drive machine MME can provide a second motor torque cm2 upstream of the gearbox BV in a purely electric driving phase.

[0065] The CV converter is of the DC / DC type (“Direct Current / Direct Current”). It is therefore notably responsible for converting an incoming direct current, coming from the main battery SA and therefore under a second voltage (approximately equal to that at the terminals of the main battery SA), into an outgoing current having the first voltage, to power and / or support the on-board network RB.

[0066] It will be noted, as illustrated non-limitingly in [Fig. 1], that the CV converter can be part of a CH charger also comprising a CR charging computer responsible, at least, for controlling the charging of the main battery SA.

[0067] For example, the main (or traction or power) battery SA 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 SA can have a secondary voltage of 450 V. However, this is not mandatory. Indeed, its secondary voltage could be 48 V or 800 V, for example.

[0068] The interface (or isolation) device DI is arranged to isolate, when necessary, the main battery SA from the motive machine MME and more generally from the main (or power) electrical circuit. It includes, 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.

[0069] As illustrated, but not limited to, in [Fig. 1], the interface device DI can be part of a battery box BB associated with the main battery SA and which also includes voltage / current measurement means (not shown) and the battery calculator CB. The main battery SA and the battery box BB can constitute a battery assembly (or "pack").

[0070] 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.

[0071] 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, first E1 (j = 1) and second E2 (j = 2) clutches, and first SP1 (j = 1) and second SP2 (j = 2) clutches. = 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 reductions (starting from the smallest (1)).

[0072] 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 first secondary primary shaft APS1 to rotate according to a third operating condition r31, and when the second clutch E2 is in the closed or slipping state, it causes the second secondary primary shaft APS2 to rotate according to a third operating condition r32.

[0073] 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 sliding 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).

[0074] It should be noted that in one embodiment the gearbox BV could include only one clutch associated with a single primary secondary shaft.

[0075] The operation of the BV gearbox is controlled by a CB gearbox computer, and supervised by the CS supervision computer.

[0076] As mentioned above, the invention notably proposes a monitoring method intended to allow monitoring of the operation of the CV converter.

[0077] This (monitoring) method can be implemented at least partially by the DS monitoring 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 DS monitoring 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.

[0078] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the monitoring process. The PR1 processor may comprise 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.

[0079] In the example illustrated, but not limited to, in Figures 1 and 2, the DS monitoring device is part of the CS supervisory computer. But this is not mandatory. Indeed, the DS monitoring device could include its own dedicated computer, which can then be coupled to the CS supervision computer, or could be part of another computer on board the vehicle V and ensuring at least one other function, for example.

[0080] As illustrated non-limitingly in [Fig.3], the (monitoring) method according to the invention includes a step 10-40 which is implemented whenever a condition is met, namely the CV converter is prohibited from operating (or functioning).

[0081] Step 10-40 of the process includes a substep 10 in which, when the aforementioned condition is met, the thermal drive machine MMT (if it is not already running) is operated to provide the first motor torque cml to move the vehicle V, the operation of the electric drive machine MME is prohibited, and the driver of the vehicle V is alerted to have the vehicle V checked after parking it.

[0082] For example, at least the PR1 processor and MD memory of the DS monitoring device can be arranged to perform the operations consisting of, when the aforementioned condition is met:

[0083] - to trigger the operation of the MMT thermal engine so that it supply of the first CML engine torque to move vehicle V,

[0084] - to trigger the prohibition of operation of the electric drive machine MRS., and

[0085] - to trigger the driver's alert so that he has the vehicle V checked after having parked it.

[0086] Thanks to this forced operation of the internal combustion engine (MCI) instead of the electric engine (EMI), the driver can continue driving their vehicle V to park and secure it, possibly completing the originally planned journey or leaving it at a service center for inspection. The driver is therefore not stranded anywhere and can call in a service center whenever they wish (provided they do not use the vehicle V in the meantime), which significantly reduces the service center's intervention costs and inconvenience, without compromising their safety or the safety of the vehicle V.

[0087] It should be noted that the prohibition of operation of the electric motor machine MME is intended in particular to prevent the electric machine computer CME from consuming current from the auxiliary battery BS, as this would contribute to discharging it faster.

[0088] It should also be noted that the three actions mentioned above, carried out due to the CV converter's inability to function, can be performed in the same substep of step 10-40, or in at least two substeps of step 10-40. Thus, in the example algorithm illustrated (non-exhaustively) in [Fig. 3], step 10-40 comprises a substep 10 in which the internal combustion engine MMT is operated to provide the first engine torque cml to move vehicle V, a substep 20 in which the operation of the electric drive MME is prohibited, and a substep 30 in which the driver of vehicle V is alerted to have vehicle V checked after parking. Note that the second and third actions could be performed simultaneously in the same substep.

[0089] Substep 10 is preferably carried out before substep 20 because if the vehicle V is moving with only the second motor torque cm2 (supplied by the electric motor machine MME) at the moment when the prohibition of operation of the CV converter is learned, it is necessary that for a brief moment the vehicle V should not suddenly cease to produce motor torque.

[0090] For example, in step 10-40, it is possible to decide to perform the three actions mentioned above if the CV converter's operating prohibition lasts for at least a chosen duration. This option makes it possible to avoid taking into account a very short operating prohibition of the CV converter, which may result from a single detection error or one lasting for a very short time, or from a problem transmitting information on an on-board (possibly multiplexed) communication network.

[0091] For example, in step 10-40, the selected duration of can be between 500 ms and 5 s. As an illustrative example, this selected duration of can be equal to 2 s. But other values ​​for the selected duration of can be used. For example, this duration of can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0092] Also, for example, in substep 20 of step 10-40, the main battery SA can also be isolated (for example, the monitoring device DS can trigger the isolation of) to prevent its use (both charging and discharging). Preferably, the main battery SA is isolated from the main (or power) electrical circuit.

[0093] This isolation of the main battery SA can be achieved via the interface (or isolation) device DI.

[0094] It will be understood that this isolation prevents the electric drive machine MME from consuming current if the command to stop its operation has not reached the electric drive computer CME or has not been understood by the latter (CME). It also prevents the electric drive machine MME from recharging the main battery SA, because as the CV converter no longer works, it no longer discharges the main battery SA to power the on-board network RB.

[0095] Also, for example, in substep 30 of step 10-40, the driver can be alerted (for example, the DS monitoring device can trigger the alert of the) by turning on a light on the vehicle V and / or by generating at least one message.

[0096] The indicator light may optionally be dedicated. However, this is not mandatory. Indeed, it could be the "stop" indicator light of vehicle V, intended to signal to the driver that they must stop their vehicle V immediately.

[0097] In the case of a message, it may be a text message displayed on at least one EA screen of the vehicle V (for example, the instrument panel or a central instrument cluster) or on the screen of a driver's smart phone (or "smartphone") and / or an audio message broadcast by at least one speaker of the vehicle V or of that smart phone.

[0098] It should also be noted that the vehicle V may include an automatic stop-start control function, for example of the "stop and start" (or STT) type, responsible for deciding to temporarily stop the internal combustion engine MMT when the vehicle V is traveling at a speed below a threshold (and generally when the braking system is activated). In this case, in step 10-40 (and for example in substep 10), the use of this automatic stop-start control function may be prohibited. This option is intended to prevent the internal combustion engine MMT from stopping automatically while the CV converter is prohibited from operating (or in protection mode). In this case, the only way to stop the internal combustion engine MMT is to "switch off" the vehicle V.

[0099] It should also be noted that when the vehicle V includes an alternator-starter AD powered by the on-board network RB and coupled to the internal combustion engine MMT to start it (as illustrated, but not limited to, in [Fig. 1]), in step 10-40 (and for example in substep 20) the use of this alternator-starter AD can also be prohibited. The internal combustion engine MMT is already running, and therefore the alternator-starter AD is in alternator mode. Consequently, it does not generate a current at the first voltage but, for example, at 48 V, and therefore, given that the converter CV is no longer operating (and that preferably the main battery SA has been isolated), it is important not to create a current that could not be consumed or stored, and therefore could cause a fire in the vehicle V.

[0100] It should also be noted that as soon as the CV converter operating prohibition ends, normal operation of the vehicle V is again permitted in sub-step 40 of step 10-40, as illustrated in [Fig. 3]. In other words, all the prohibitions described above are lifted and the driver is no longer alerted.

[0101] It should also be noted, as illustrated but not limited to [Fig. 2], that the CS supervisory computer (or the DS monitoring device computer) may also include a mass storage memory (MSM), in particular for storing information indicating that the CV converter is not operating, as well as any intermediate data involved in all its calculations and processing. Furthermore, this CS supervisory computer (or the DS monitoring device computer) may also include an input interface (IE) for receiving information indicating that the CV converter is not operating, for use in calculations or processing, possibly after having been shaped and / or demodulated and / or amplified, in a manner known per se, by means of a PR2 digital signal processor.In addition, this CS supervisory computer (or the DS monitoring device computer) may also include an IS output interface, specifically to deliver each message (or command) to prohibit operation, each message (or command) intended to trigger the driver alert, each message (or command) to end the prohibition of operation, and each message (or command) intended to stop the driver alert.

[0102] 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 in the vehicle V the monitoring method described above to monitor the operation of the CV converter.

Claims

Demands

1. A monitoring method for a vehicle (V) comprising i) an on-board network (RB) operating under a first voltage, ii) a thermal engine (MHE) suitable for providing a first motor torque, iii) an electric motor (EM) suitable for providing a second motor torque when supplied with electrical energy by an associated power supply (PS), and iv) a converter (CV) suitable for converting a second voltage from said power supply (PS) into said first voltage, characterized in that it comprises a step (10-40) in which, when said converter (CV) is prohibited from operating, said thermal engine (MHE) is operated to provide the first motor torque to move said vehicle (V), and the operation of said electric motor (EM) is prohibited.and the driver of said vehicle (V) is alerted so that he can have said vehicle (V) checked after parking it.

2. The method according to claim 1, characterized in that in said step (10-40) said operation of the electric drive machine (EDM) is prohibited, said thermal drive machine (TDM) is operated, and said driver is alerted when the prohibition of operation of said converter (CV) has lasted for at least a chosen duration.

3. Method according to claim 2, characterized in that in said step (10-40) said chosen duration is between 500 ms and 5 s.

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-40) said power supply (SA) is isolated to prevent its use.

5. A method according to any one of claims 1 to 4, characterized in that in said step (10-40) said driver is alerted by lighting up a warning light on said vehicle (V) and / or by generating at least one message.

6. A method according to any one of claims 1 to 5, characterized in that in said step (10-40), when said vehicle (V) includes an automatic stop and restart control function, the use of the latter is prohibited.

7. A method according to any one of claims 1 to 6, characterized in that in said step (10-40), when said vehicle (V) comprises a alternator-starter (AD) powered by said on-board network (RB) and coupled to said thermal engine (MMT) to start it, the use of this alternator-starter (AD) is prohibited.

8. Product computer program comprising an instruction set which, when executed by processing means, is suitable for implementing the monitoring method according to any one of claims 1 to 7, in a vehicle (V) comprising i) an on-board network (RB) operating under a first voltage, ii) a thermal motive machine (MMT) suitable for providing a first motor torque, iii) an electric motive machine (MME) suitable for providing a second motor torque when supplied with electrical energy by an associated power supply (SA), and iv) a converter (CV) suitable for converting a second voltage from said power supply (SA) into said first voltage, for monitoring the operation of said converter (CV).

9. A monitoring device (MD) for a vehicle (V) comprising i) an on-board network (BN) operating under a first voltage, ii) a thermal engine (TEM) capable of providing a first motor torque, iii) an electric motor (EM) capable of providing a second motor torque when supplied with electrical energy by an associated power supply (PS), and iv) a converter (CV) capable of converting a second voltage from said power supply (PS) into said first voltage, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, when said converter (CV) is prohibited from operating, of triggering the operation of said thermal engine (TEM) to provide the first motor torque to move said vehicle (V),a prohibition on the operation of said electric motor (EM), and an alert to a driver of said vehicle (V) so that he / she can have said vehicle (V) checked after parking it.

10. A vehicle (V) comprising i) an on-board network (RB) operating at a first voltage, ii) a thermal engine (MMT) capable of providing a first motor torque, iii) an electric motor (MME) capable of providing a second motor torque when supplied with electrical energy by a source associated power supply (PS), and iv) a converter (CV) suitable for converting a second voltage from said power supply (PS) into said first voltage, characterized in that it further comprises a monitoring device (MD) according to claim 9.

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