HYBRID MOTOR VEHICLE INCLUDING A MEANS FOR VERIFYING GEAR RATIO, METHOD AND PROGRAM BASED ON SUCH A VEHICLE

Abstract

The invention relates to a motor vehicle comprising wheels (R), a heat engine (MT), and an electric machine (ME) coupled to an automatic or automated manual transmission (AMT) which includes a primary shaft (A1) connected to the wheels (R). The motor vehicle further comprises: - means for evaluating the vehicle speed; the rotational speed of the primary shaft; the gear engaged by the gear-shifting actuator; a gear setpoint; and the wheel ratio of each gear in the transmission; - a gear ratio verification means (eVCU) that compares the vehicle speed to the product of the rotational speed and the gear ratios of the transmission and the wheel, to determine if the gear setpoint corresponds to the engaged gear. The invention also relates to a method and a program based on such a vehicle. Figure 1

Description

Title of the invention: HYBRID MOTOR VEHICLE COMPRISING A VERIFICATION MEANS GEAR RATIO PROCEDURE AND PROGRAM BASED ON SUCH A VEHICLE

[0001] The invention relates to the field of monitoring the proper functioning of the gear shift actuator on automatic or automated gearboxes of hybrid vehicles.

[0002] Currently, this function is not provided for on plug-in hybrid (PHEV) and mild hybrid (MHEV) vehicles. This is a new requirement due to the risk of fire in the front electric motor of hybrid vehicle powertrains.

[0003] Currently, the shift actuator on our automatic or automated manual transmissions sends information to a powertrain supervisor to provide the supervisor with the engaged gear information, that is, to inform the supervisor that the current gear in the transmission is a specific gear. The supervisor then develops its operating strategy based on this information received from the shift actuator on our automatic or automated manual transmissions. The supervisor simply verifies that the gear command matches the gear information that the shift actuator sends back to the supervisor, to ensure that the shift command corresponds to the information it receives in return.

[0004] If the supervisor detects a discrepancy between the gear shift command and the feedback from the gear shift actuator, the supervisor sends an alert and requests that the vehicle be immobilized.

[0005] Unfortunately, there is a risk of the front electric motor catching fire when it malfunctions and the vehicle is in engine braking mode (not necessarily regenerative braking). Regarding the risk of fire, the front electric motor may request the supervisor not to exceed a certain primary shaft speed, and if the gearbox actuator does not respond to the supervisor's request, the risk is that the front electric motor will ignite.

[0006] An objective of the present invention is to remedy the defects of the prior art, and in particular to propose a solution for verifying the proper functioning of the gear shift actuator on hybrid vehicles so as to limit the risk of fire of the electric motor.

[0007] To achieve this objective, the invention proposes a motor vehicle comprising wheels, a heat engine and an electric machine coupled to an automatic or automated gearbox which includes a primary shaft connected to the wheels, the motor vehicle further comprising: - a means of assessing the speed of the vehicle; - a means of evaluating the rotational speed of the primary shaft; - a means of evaluating the ratio engaged by the gear shift actuator; - a means of evaluating a reporting instruction; - a means of evaluating the wheel gear ratio or a wheel gear ratio value; - a means for evaluating the gear ratio of each gear of the gearbox or the gear ratio values ​​of each gear of the gearbox, characterized in that the motor vehicle further comprises a means for verifying a gear ratio connected to the means for evaluating the vehicle speed, the rotational speed of the primary shaft, the gear engaged by the gear-shifting actuator, the gear setpoint, the wheel gear ratio, and the gear ratio of each gear of the gearbox, so as to receive the corresponding values, and in that the means of verifying a speed ratio compares the vehicle speed to the product of the primary shaft rotation speed by the gearbox reduction ratio to the ratio considered by the wheel reduction ratio, to determine if the gear setpoint corresponds to the gear engaged.

[0008] Advantageously, the invention makes it possible to verify the consistency of the information received from the gear shift actuator on automatic or piloted gearboxes with respect to the control command sent to the gear shift actuator.

[0009] The invention proposes a strategy that compares the vehicle speed received, in particular from the ESP / ABS control unit, with the speed of the gearbox input shaft, in order to determine whether the gear engaged by the gear shift actuator is consistent with the gear shift control command. In the event of an inconsistency exceeding a certain threshold, a procedure to secure the vehicle and its occupants is implemented by the powertrain supervisor.

[0010] The aim is to monitor that the information received from the gear shift actuator on automatic or automated manual transmissions conforms to the gear shift control command. In the event of questionable information, the supervisor initiates a procedure to secure the vehicle and its occupants.

[0011] This also helps to ensure the safety of the vehicle and its users with regard to the risk of fire of the front electric machine on new generation PHEV and MHEV hybrid vehicles.

[0012] Preferably, the means for verifying a speed ratio determines a difference between the speed of the vehicle on the one hand and the product of the rotational speed of the primary shaft by the gear ratio of the gearbox at the ratio considered by the gear ratio of the wheel on the other hand, and compares this difference to a threshold for a predetermined duration.

[0013] This allows for an accurate estimation of the calculated speed ratio.

[0014] Preferably, the motor vehicle includes an anti-lock braking system and / or an electronic stability system connected to a control computer, and the control computer forms the means for evaluating the speed of the vehicle.

[0015] This allows for an accurate estimation of the vehicle's speed.

[0016] Preferably, the motor vehicle includes a gearbox computer and an electrical machine computer, and the gearbox computer and / or the electrical machine computer form the means for evaluating the rotational speed of the primary shaft.

[0017] This allows for an accurate estimation of the primary shaft's rotation speed.

[0018] Preferably, the motor vehicle further comprises a means of deactivation of the connected vehicle by means of checking a speed ratio, allowing the vehicle to be put into degraded mode, and the deactivation means is implemented if the means of checking a speed ratio does not receive information on vehicle speed, primary shaft rotation speed, engaged gear or gear setpoint for a first predetermined period.

[0019] This helps to preserve the powertrain in case of a gear shift failure.

[0020] Preferably, the vehicle deactivation means is connected to the evaluation means, the evaluation means being capable of determining erroneous values, and the deactivation means is implemented if at least one evaluation means determines an erroneous value of vehicle speed, primary shaft rotation speed, engaged gear or gear setpoint during a second predetermined time.

[0021] This helps to preserve the powertrain in case of an incorrect value of vehicle speed, primary shaft rotation speed, engaged gear or gear setpoint.

[0022] The invention further relates to a method for verifying the speed ratio of a motor vehicle, comprising the following steps: - a step to assess the vehicle's speed; - a step to evaluate the rotation regime of the primary shaft; - an evaluation step of the report initiated by the report switching actuator; - an evaluation step of a reporting instruction; - a step for evaluating the wheel gear ratio or a wheel gear ratio value; - an evaluation step of the gear ratio of each gear in the gearbox or the gear ratio values ​​of each gear in the gearbox; - a step of verifying a speed ratio in which the vehicle speed is compared to the product of the primary shaft rotation speed by the gearbox reduction ratio to the ratio considered by the wheel reduction ratio, to determine if the gear setpoint corresponds to the gear engaged.

[0023] Preferably, in the step of verifying a speed ratio, a difference is determined between the speed of the vehicle on the one hand and the product of the rotational speed of the primary shaft by the gear reduction of the gearbox at the ratio considered by the gear reduction of the wheel on the other hand, and this difference is compared to a threshold for a predetermined duration.

[0024] Preferably, the verification process includes a vehicle deactivation step in which the vehicle is put into degraded mode if no vehicle speed, primary shaft speed, gear engaged or gear setpoint information is received for a first predetermined period; or erroneous values ​​are received for a second predetermined period.

[0025] Another object of the invention relates to a computer program comprising program code instructions for executing the steps of the verification process according to the invention, when said program is running on a computer.

[0026] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of [Fig.1] which schematically illustrates an architecture of a hybrid vehicle according to a preferred embodiment of the invention.

[0027] The invention proposes a motor vehicle comprising wheels R, a thermal engine MT and an electric machine ME coupled to an automatic or piloted gearbox BV which includes a primary shaft Al connected to the wheels R.

[0028] The motor vehicle further comprises various computers that play a role in the implementation of the invention. These computers are as follows: - the front traction electric machine computer: it is called MCU and it manages / controls the operation of the vehicle's electric traction machine; - the gearbox control unit: it is called TCU; and it manages / controls the operation of the automatic or automated gearbox of the front powertrain; - the powertrain supervisor: it is called the eVCU. It coordinates / pilots / commands / supervises the computers of the eCAN network (controlling the on-board OBCDC charger, the MCU controllers, ePLU and the BMS); - The ABS / ESP control unit (not shown): this is the control unit that manages / controls / supervises the functions of the ESP and ABS. It measures the vehicle's speed using an angular encoder that counts wheel angles and, knowing the wheel circumference, deduces the vehicle's speed.

[0029] Depending on the vehicle manufacturers, the TCU and MCU computers / controllers may be separate, but in the case of the applicant's vehicles, they are incorporated into a single computer.

[0030] Indeed, the ABS system has a speed sensor on the wheel hub; this sensor provides information on the vehicle speed. This sensor is equipped with a target and a sensor that detects the passage of the teeth of the target.

[0031] The ESP / ABS control unit knows the number of teeth on the target per revolution and therefore in By counting the number of teeth that pass in front of its sensor, it calculates the distance traveled, which it integrates over time to determine the speed of the vehicle.

[0032] Regarding communication networks in a vehicle, the control units communicate with each other and exchange information using the vehicle's various communication networks. For example, the eVCU and the parking brake communicate on a network called eCAN. In some cases, the eVCU and the ABS / ESP control units communicate on networks called CAN HS1 and HS2.

[0033] The mechanical architecture of the powertrain of an MHEV vehicle suitable for the invention is as follows.

[0034] This mechanical architecture consists of: - a thermal engine, preferably a 3-cylinder turbocharged petrol engine (alternatively the engine can also be naturally aspirated, it can be diesel and the number of cylinders can be different from 3); but the optimum in terms of efficiency, performance, consumption, pollution is to take a 3-cylinder turbocharged petrol engine; - the engine is connected to a double flywheel pendulum damper coupling CP, to filter as much as possible the acyclicities of the internal combustion engine MT in order to reduce gearbox noises (shots) and the humming inside the vehicle which originates from the acyclicity of the engine transmitted to the wheels R of the vehicle; - the CP coupling is itself connected to a KO clutch, which, when the clutch is open, allows the MT internal combustion engine to be isolated when the supervisor decides that the optimum is to run in pure electric mode (or when the customer requests a pure electric drive) without having to overcome the friction torque of the MT internal combustion engine; the KO clutch also allows the internal combustion engine to be started with an ST alternator-starter without any loss of starting torque in the powertrain; when the vehicle runs in hybrid or pure internal combustion mode, the KO clutch is closed; - after this KO clutch is the ME electric machine which is connected to the input of the gearbox by a cascade of gears; this ME electric machine is powerful enough to drive the vehicle in pure electric traction, and it also allows the traction batteries and / or the service battery to be recharged; in particular, this ME electric machine can behave as an electric motor in the vehicle traction phases and as an alternator in the vehicle deceleration phases and / or in the battery charging phases; - Next comes the manual gearbox, preferably a dual-clutch (DCT) gearbox: dual-clutch gearboxes offer better efficiency than conventional automatic gearboxes, with very similar performance in longitudinal dynamics and driving pleasure. This type of gearbox is recognizable by the fact that it has two clutches at the input, one for even-numbered gears and one for odd-numbered gears. The advantage lies in gear changes: when in a given gear, the desired gear is pre-selected (using the synchronizers), and then a simple clutch engagement is all that is required to perform the gear change. This prevents any interruption of torque in the drivetrain, and the driver is unaware that the gear change has occurred. - next comes, as conventionally, the transverse transmissions connected to the differential which drive the front wheels of the vehicle (alternatively this type of powertrain can be coupled to a transfer case to equip a 4x4 vehicle).

[0035] According to the invention, a check of the proper functioning of the gear shift actuator is performed on hybrid vehicles. The information provided to the controller used, here the eVCU controller which is the powertrain supervisor, is as follows.

[0036] The eVCU controller receives at regular time intervals (normally every 50 milliseconds) an information frame on the vehicle's CAN network containing the vehicle speed information from the ESP / ABS computer (expressed in km / h).

[0037] The eVCU controller also receives at regular time intervals (which may be identical to or different to the vehicle speed interval) from the MCU computer information on the rotation speed of the primary shaft Al in engagement (expressed in rpm).

[0038] The eVCU controller receives the engaged gear information from the gear shift actuator at regular time intervals (which may be a time interval similar to the vehicle speed time interval, or on the order of 100 milliseconds).

[0039]

[0040]

[0041] The TCU also receives the gear selection command from the eVCU supervisor at regular intervals (which may be similar to the vehicle speed interval, or on the order of 100 milliseconds). Preferably, the eVCU controller does not send a gear selection command only when it wants the gear to change; it regularly sends information about the gear it considers engaged or about to be engaged, and therefore not only when the gear needs to change. The controller stores information about the different gear ratios in its read-only memory. This information is entered into memory during the vehicle's function setup. Indeed, depending on the vehicle and its characteristics, this information can vary from one vehicle to another based on the vehicle's mass and type (sport, economy, off-road, etc.). Thus, the controller has the following information: - the wheel's gear ratio, which we will call Droue here, corresponds to the distance traveled for 1 wheel revolution, i.e., the wheel's circumference (Prow) - This gear ratio will also allow the function to convert rpm (of the powertrain) into km / h speed (of the vehicle): Let n _ U wheel ~ 1000 This allows you to convert wheel revolutions per minute into vehicle speed (in km / h); - the total gear ratio of the gearbox BV for each gear, that is to say the gear ratio between the input speed of the primary shaft Al and the output speed of the differential, which we will call here DBVx with x being the gearbox ratio.

[0042] Therefore, the function has in memory, on a 7-speed gearbox: - DBV1: the total gear reduction of the gearbox on the 1st gear ratio; - DBV2: the total gear ratio of BV on the 2nd gear ratio; - DBV3: the total gear ratio of BV on the 3rd gear ratio; - DBV4: the total gear ratio of BV on the 4th gear ratio; - DBV5: the total gear ratio of BV on the 5th gear ratio; - DBV6: the total gear ratio of the gearbox on the 6th gear ratio; - DBV7: the total gear ratio of the gearbox on the 7th gear ratio; - DBVarr: the total gear ratio of the gearbox in reverse gear.

[0043] This means that when the primary shaft Al rotates at l0OOtr / min in second gear, the vehicle speed is " l0OOtr / min x DBV2 x Droue" expressed in Km / h (thanks to the Droue conversion).

[0044] The controller performs 3 types of checks:

[0045] In the first type of verification, if the controller does not receive information on vehicle speed, primary shaft rotation speed, gear engaged or gear setpoint on the CAN information network, for a period greater than Dl, the controller then engages a vehicle and passenger safety mode which is also called reconfiguration (degraded) mode, which will be detailed below.

[0046] In particular, the duration Dl is calibrable during the development of the function; this duration Dl is preferably greater than several times the longest time interval for receiving the four pieces of information mentioned above. Preferably, the quantity Dl is calibrated to 300 milliseconds (but it can be between 100 ms and 1 second).

[0047] In the second type of verification, if the controller receives information said to be "invalid" among the vehicle speed information, primary shaft rotation speed, gear engaged or gear setpoint information on the CAN information network for a period greater than D2, then the controller then engages a vehicle and passenger safety mode which is also called reconfiguration mode (degraded mode), which will be detailed below.

[0048] Indeed, each of the computers responsible for these four pieces of information has the possibility of sending a so-called "invalid" value. This "invalid" state is returned when the computer in question detects a fault and is unable to identify the actual value to send.

[0049] Preferably, the duration D2 is calibrable during the development of the function, this duration D2 is preferably greater than several times the longest time interval of reception of the four pieces of information mentioned above.

[0050] In particular, the magnitude of D2 is calibrated to 300 milliseconds (but it can be between 100ms and 1 second). D1 and D2 are completely independent; they can be calibrated independently.

[0051] In the third type of verification, as soon as the user leaves the gear lever position "Neutral" or "Park" for "Drive" mode, the function for verifying the proper operation of the gear shift actuator performs the following calculation: ABS(Vvhl- ( Wap*Dn)U*DBVx^^ the vehicle speed.

[0052] Which is the absolute value of the difference between the vehicle speed value and the product of the rotational speed, wheel circumference, and DBVx ratio values ​​(where "x" in DBVx is equal to the ratio value of the gear setpoint). If the gear setpoint is third gear, then the DBVx considered is DBV3.

[0053] If the eVCU controller for "checking the proper functioning of the gear shift actuator" detects that: ABS( ' ( ^«p^Dmue*DBV x) ) < Salerte with S alerte, the alert threshold in km / h,

[0054] So the situation is normal.

[0055] But if the aforementioned absolute value is greater than the threshold beyond a duration DT, then the situation is abnormal: the gear shift actuator has not functioned correctly and the function then engages a reconfiguration (degraded) mode.

[0056] Since the accuracy of sensors can be degraded as speeds increase, it is often accepted to work in percentage terms of the difference in rotational speed, to consider a possible larger error for high speeds compared to low speeds, and therefore the condition then becomes the following: 4RÇ / V ( W *DRV A \ ç then the situation is normal ( y vhl - ( FF ap right MD Vx) ) < ^alerle% with $aierte%, the alert threshold as a percentage of the difference between the measured vehicle speed and the theoretical vehicle speed, calibrable during the development of the function but having a value on the order of magnitude of 5% to 10%.

[0057] The conclusion is the same as below in the opposite case (degraded mode).

[0058] DT is calibrable during function development, preferably to a value calibrated to 300 milliseconds (but it can be between 100ms and 1 second).

[0059] DT, DI and D2 are completely independent, they can be calibrated independently.

[0060] Regarding the reconfiguration mode, if one of the three checks of the "checking the proper functioning of the gear shift actuator" function above detects an anomaly, a vehicle reconfiguration procedure is initiated (degraded mode).

[0061] The reconfiguration means performs the following actions: - a fault code is sent to the B SI controller and this fault code is recorded in its read-only memory: the purpose of this fault code is to be read by the maintenance services at the next visit, to be notified that a fault in the gear shift actuator has been encountered; - illumination of a "service" light on the vehicle's dashboard, to request the user to go to the maintenance service; - switching the powertrain into degraded mode (called "limp home" in English), i.e. a reduction of the torque of the powertrain(s) (front and rear) so that the vehicle speed is between 15 and 25 km / h.

[0062] In particular, the deactivation means requests the eVCU controller to switch to degraded mode.

[0063] This vehicle speed in degraded mode is calibrated during the degraded mode function development phase.

[0064] Regarding the recovery conditions, the driver must perform a key off / key on cycle (or "Key OFF / Key ON" in English) and the next time the key is switched on, with a new request to engage "drive" mode at the gear lever: - either all the value information is either available and / or not in an invalid state; - either the calculation of the speed difference is correct.

[0065] It is preferable not to allow a recovery in the same key cycle, because it is necessary to prevent the vehicle from switching from a normal mode to a degraded mode and vice versa in an untimely manner.

[0066] On the contrary, if the fault is still present, as soon as the controller finds the fault, it reapplies the reconfiguration mode seen above.

[0067] Otherwise, once the cause of the problem has been identified and repaired, the maintenance service has the option to clear the fault, erase the fault code and restore the vehicle to its normal behavior.

[0068] If the maintenance service does not intervene on the vehicle and the operation of the gear shift actuator returns to normal, the fault code changes from a permanent fault to a transient fault at the next ignition switch off / on, i.e. the maintenance service can see that this fault has reappeared and is no longer active: this means that the fault appeared briefly and resolved itself.

[0069] For your information, a key off is switching off the ignition at the dashboard, and a key on is switching the vehicle's ignition on at the dashboard. A key on can be switching the ignition on with the ignition key or with the illuminated push button.

[0070] Depending on the variant considered, the "checking the proper functioning of the gear shift actuator" function can be hosted in the transmission control unit (TCU) or in the powertrain supervisor (eVCU) or in any other control unit.

[0071] The invention applies to vehicles which have an automatic or piloted gearbox, that is to say which have a gear shift actuator.

[0072] The invention further relates to a method for verifying the speed ratio of a motor vehicle comprising control steps for the elements described above, and a corresponding program.

[0073] The method includes steps for evaluating the above-mentioned values ​​(vehicle speed, primary shaft rotation speed, gear engaged, gear setpoint; wheel reduction and of each gear of the gearbox).

[0074] The method further includes a step of verifying a speed ratio. In this step, the vehicle speed is compared to the product of the primary shaft rotation speed by the gearbox ratio at the considered ratio by the wheel reduction, to determine if the gear setpoint corresponds to the engaged gear.

[0075] In particular, a difference is determined between the speed of the vehicle on the one hand and said product on the other hand, and this difference is compared to a threshold for a predetermined period.

[0076] The corresponding program can be loaded into the memory of one or more motor vehicle control computers.

Claims

Demands

1. A motor vehicle comprising wheels (R), a heat engine (MT) and an electric machine (ME) coupled to an automatic or automated gearbox (BV) which includes a primary shaft (Al) connected to the wheels (R), the motor vehicle further comprising: - a means for evaluating the speed of the vehicle; - a means for evaluating the rotational speed of the primary shaft; - a means for evaluating the gear engaged by the gear-shifting actuator; - a means for evaluating a gear setpoint; - a means for evaluating the wheel gear ratio or a wheel gear ratio value;- a means for evaluating the gear ratio of each gear of the gearbox or the gear ratio values ​​of each gear of the gearbox, characterized in that the motor vehicle further comprises a gear ratio verification means (eVCU) connected to the means for evaluating the vehicle speed, the rotational speed of the primary shaft, the gear engaged by the gear shift actuator, the gear setpoint, the wheel reduction ratio, and the gear ratio of each gear of the gearbox, so as to receive the corresponding values, and in that the gear ratio verification means (eVCU) compares the vehicle speed to the product of the rotational speed of the primary shaft by the gear ratio of the gear considered by the wheel reduction ratio, in order to determine if the gear setpoint corresponds to the engaged gear.;

2. Motor vehicle according to claim 1, characterized in that the means for verifying a speed ratio (eVCU) determines a difference between the vehicle speed on the one hand and the product of the primary shaft rotation speed by the gear ratio of the gearbox at the ratio considered by the wheel reduction on the other hand, and compares this difference to a threshold for a predetermined time.

3. A motor vehicle according to any one of claims 1 to 2, comprising an anti-lock braking system and / or an electronic stability system connected to a control computer, characterized in that the control computer forms the means of evaluating the vehicle's speed.

4. Motor vehicle according to any one of claims 1 to 3, comprising a gearbox control unit and an electrical machine control unit, characterized in that the gearbox control unit (TCU) and / or the electrical machine control unit (MCU) form the means for evaluating the rotational speed of the primary shaft.

5. Motor vehicle according to any one of claims 1 to 4, further comprising a vehicle deactivation means connected to the gear ratio verification means, enabling the vehicle to be put into degraded mode, characterized in that the deactivation means is implemented if the gear ratio verification means does not receive vehicle speed information, primary shaft speed information, engaged gear or gear setpoint information for a first predetermined period.

6. Motor vehicle according to claim 5, characterized in that the vehicle deactivation means is connected to the evaluation means, the evaluation means being capable of determining erroneous values, characterized in that the deactivation means is implemented if at least one evaluation means determines an erroneous value of vehicle speed, primary shaft speed, engaged gear or gear setpoint during a second predetermined time.

7. A method for verifying the gear ratio of a motor vehicle according to any one of claims 1 to 6, comprising the following steps: - a step for evaluating the vehicle speed; - a step for evaluating the rotational speed of the primary shaft; - a step for evaluating the gear engaged by the gear-shifting actuator; - a step for evaluating a gear setpoint; - a step for evaluating the wheel ratio or a wheel ratio value; - a step of evaluating the gear ratio of each gear of the gearbox or the gear ratio values ​​of each gear of the gearbox; - a step of verifying a gear ratio in which the vehicle speed is compared to the product of the primary shaft speed by the gear ratio of the gearbox to the ratio considered by the wheel ratio, to determine if the gear setpoint corresponds to the gear engaged.

8. A verification method according to claim 7, characterized in that in the step of verifying a speed ratio, a difference is determined between the speed of the vehicle on the one hand and the product of the rotational speed of the primary shaft by the gear reduction of the gearbox at the ratio considered by the gear reduction of the wheel on the other hand, and this difference is compared to a threshold for a predetermined duration.

9. A verification method according to any one of claims 7 to 8, further comprising a vehicle deactivation step in which the vehicle is put into degraded mode if no vehicle speed, primary shaft speed, engaged gear or gear setpoint information is received for a first predetermined period; or erroneous values ​​are received for a second predetermined period.

10. Computer program comprising program code instructions for performing the steps of the verification process according to any one of claims 7 to 9, when said program is running on a computer.

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