MONITORING OF CURRENTS FLOWING IN INVERTERS AND POWER SUPPLY OF A HYBRID POWER ENGINE

Abstract

A method is implemented in a vehicle comprising a thermal engine and an electric motor associated with an inverter. The inverter is subject to a measurement of a first current flowing through it and is associated with an electrical power source, the second current of which is also measured through it. This method includes a step (10⁻⁶⁰) in which, when the difference between the first and second measured currents exceeds a chosen threshold, a function of the current operating mode of the electrical power source, the thermal engine is operated to induce movement of the vehicle, the electrical power source is isolated to prevent its use, and the vehicle driver is alerted to have the vehicle checked after parking. Figure 3

Description

Title of the invention: MONITORING OF CURRENTS FLOWING IN INVERTERS AND POWER SUPPLY OF A HYBRID POWERTRAIN VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising a hybrid (thermal and electric) powertrain (or PWM) associated with an electrical power supply, and more specifically to the monitoring within such vehicles of currents flowing in an inverter of the PWM and in the electrical power supply. 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 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 it is supplied with current by an inverter supplied with current by an associated power supply source and possibly to generate, for the power supply source, current from recovered torque (for example in a regenerative braking phase).

[0003] It should be noted that the electrical power source can be a battery (called "main" or "traction" or "power") or a fuel cell (for example, hydrogen).

[0004] Currently, the first current flowing through the inverter is measured (intensity), just as the second current flowing through the power supply is measured at least once (and usually twice) (intensity). However, there is no monitoring of the consistency between the first and second measured currents. Since the coupling between the inverter and the power supply is via a portion of a power supply circuit, this portion may become open or short-circuited without being detected in the vehicle, which could cause a fire in the vehicle or electrocution of a passenger or someone contacting the vehicle.

[0005] Moreover, when two different measurements of the second current flowing in the power supply are taken, two so-called amperometric sensors must be used, which increases not only the costs but also the complexity.

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

[0007] In particular, it proposes for this purpose a monitoring method intended to be implemented in a vehicle comprising a thermal engine, and an electric engine associated with an inverter which is the subject of a measurement of a first current flowing through it and associated with an electrical power supply which is the subject of a measurement of a second current flowing through it.

[0008] This monitoring method is characterized by the fact that it includes a step in which, when a difference between the first and second measured currents is greater than a chosen threshold, depending on a mode of operation in progress of the power supply, the thermal engine is run to induce a movement of the vehicle, the power supply is isolated to prevent its use, and a driver of the vehicle is alerted so that he can have the vehicle checked after parking it.

[0009] Thus, monitoring the consistency of the first and second measured currents allows, in the event of inconsistency, for internal actions to be taken which are likely to prevent the occurrence of a fire in the vehicle or the electrocution of a passenger or a person contacting the vehicle.

[0010] The monitoring method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0011] - in its stage, the thermal engine can be operated, one can isolate the power supply source, and the driver can be alerted when the difference between the first and second measured currents is greater than the chosen threshold for at least a chosen duration which is a function of the current operating mode of the power supply source;

[0012] - in its stage, when the difference between the first and second measured currents is above the chosen threshold, the operation of the electric motor can be prohibited;

[0013] - in its stage, when the vehicle includes a stop control function and automatic restart can also be prohibited, and / or, when the vehicle includes an alternator-starter coupled to the thermal engine to start it, the use of this alternator-starter can be prohibited;

[0014] - in its stage, when the current operating mode of the source The electrical supply is representative of the consumption by the electric motor machine of a current supplied by the inverter and coming from the electrical supply source; a first threshold can be chosen between 130 A and 180 A;

[0015] - in the presence of the last option, in its step, one can use a first chosen duration between 8 s and 12 s;

[0016] - in its stage, when the current operating mode of the source The electrical supply is representative of a supply by the electric motor machine to the inverter of a current intended for the electrical power source; a second threshold can be chosen between 100 A and 140 A;

[0017] - in the presence of the last option, in its step, a second can be used chosen duration between 6 s and 10 s;

[0018] - in its stage, when the current operating mode of the source If the power supply is representative of a non-operation of the electric motor machine, a third threshold can be chosen between 80 A and 120 A;

[0019] - in the presence of the last option, in its step, a third can be used chosen duration between 8 s and 12 s;

[0020] - in its stage, the driver can be alerted by lighting up a warning light on the vehicle and / or by generating at least one message.

[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 monitoring method of the type presented above, in a vehicle comprising a thermal engine, and an electric engine associated with an inverter which is the subject of a measurement of a first current flowing through it and associated with an electrical power supply which is the subject of a measurement of a second current flowing through it, in order to monitor the first and second currents measured.

[0022] The invention also proposes a monitoring device intended to equip a vehicle comprising a thermal engine, and an electric engine associated with an inverter which is the subject of a measurement of a first current flowing through it and associated with an electrical power supply which is the subject of a measurement of a second current flowing through it.

[0023] 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 a difference between the first and second measured currents is greater than a chosen threshold, depending on a current operating mode of the power supply, of triggering an operation of the thermal engine so that it induces a movement of the vehicle, of triggering an isolation of the power supply to prevent its use, and of triggering an alert to a driver of the vehicle so that he has the vehicle checked after parking it.

[0024] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0025] - a thermal engine, and an electric engine associated with a inverter, subject to a measurement of a first current flowing through it, and associated with a power supply, subject to a measurement of a second current flowing through it, and

[0026] - a monitoring device of the type presented above. Brief description of the figures

[0027] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0028] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a monitoring device according to the invention, and a hybrid powertrain associated with a supervisory computer and an electrical power supply,

[0029] [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

[0030] [Fig.3] schematically illustrates an example of an algorithm implementing a monitoring method according to the invention. Detailed description of the invention

[0031] The invention aims in particular to propose a monitoring method, and an associated DS monitoring device, intended to enable monitoring, within a vehicle V with a hybrid (thermal and electric) powertrain (or GMP), of the coherence between first c1 and second c2 currents measured and circulating respectively in inverter OM and power supply SA.

[0032] 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 MMT and at least one electric drive MME associated with an inverter OM).

[0033] Furthermore, in what follows, by way of non-limiting example, the electric drive unit MME of the hybrid powertrain is considered to be associated with an electrical power supply SA arranged in the form of a main rechargeable battery (or traction or power battery). But it could be associated with an electrical power source arranged in the form of a fuel cell (for example, hydrogen).

[0034] In addition, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0035] A (land) vehicle V comprising a hybrid (thermal and electric) powertrain transmission chain, 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].

[0036] 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 power (or 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, by way of non-limiting example, the auxiliary battery BS is considered to be a 12 V lithium-ion type.

[0037] The RB on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0038] The electrical power circuit is connected, on the one hand, to the electrical power supply SA (here a main battery) via an interface (or isolation) device DI, and, on the other hand, to electronic equipment, such as the converter CV and the electric drive MME. It may also optionally allow the main battery SA to be recharged by an external power supply temporarily connected to the vehicle V.

[0039] 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, a gearbox BV and a transmission shaft AT.

[0040] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0041] 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.

[0042] 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".

[0043] 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)).

[0044] 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).

[0045] For example, the first coupling device DC1 can be a hydraulic circuit clutch. But it could be of another type.

[0046] Also, for example, the Tl train 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 differential (here, the front one) Dl. But in a variant, this Tl train could be the one referenced T2, which is located in the rear PRV section of the vehicle V.

[0047] 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, optionally, be started by the MME electric motor when the first coupling device DC1 is at least partially closed.

[0048] The electric drive machine MME is capable, when supplied with electrical energy by the main battery SA via the associated inverter OM, 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.

[0049] When the electric motive machine MME is in operation, a first current cl flows in the inverter OM and is measured by a first sensor Cl.

[0050] Furthermore, this electric motor MME is (here) 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 therefore supplies the second motor torque cm2 that it produces for the train Tl and / or for the internal combustion engine MMT.

[0051] 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.

[0052] The operation of the electric motor machine MME is controlled by an electric machine computer CME, and supervised by the supervisory computer CS.

[0053] 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).

[0054] 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 that 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 SA. 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.

[0055] The CV converter is of the DC / DC type (“Direct Current / Direct Current”). It is therefore notably responsible for converting an incoming direct current, from the main battery SA, into an outgoing current, to power and / or support the on-board network RB.

[0056] 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.

[0057] 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 voltage of 48 V. But this is not mandatory. Indeed, its voltage could be 450 V or 800 V, for example.

[0058] 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 electrical power 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.

[0059] As illustrated, but not limited to, in [Fig. 1], the interface device DI can be part of a battery housing BB associated with the main battery SA and which also includes the battery computer CB' and voltage / current measurement means (not shown except for the second sensor C2 responsible for measuring the second current c2 flowing in the main battery SA). The main battery SA and the battery housing BB can constitute a battery pack.

[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 the following, by way of non-limiting example, the BV gearbox is considered to be automated, and more specifically a dual-clutch (or DCT) gearbox. Consequently, and as illustrated non-limitingly in [Fig. 1], the BV gearbox 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) sub-parts dedicated respectively to first and second subsets of gears (for example, 1, 3, and 5, and 2, 4, 6, and possibly 7). These gears have decreasing ratios respectively (starting from the smallest (1)).

[0062] The first El and second E2 clutches are connected to the main primary shaft APP and coupled respectively to the first APS 1 and second APS2 secondary primary shafts 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 from the powertrain. Thus, when the first clutch El is in the closed or slipping state, it causes the first secondary primary shaft APS1 to rotate according to a third regime r31, and when the second clutch E2 is in the closed or sliding it causes the rotation of the second primary secondary shaft APS2 according to a third regime r32.

[0063] When the gearbox BV receives a total torque at input (on a primary secondary shaft APSj associated with the clutch Ej in use (and therefore placed in its closed or 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 (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 proposes in particular a monitoring method intended to allow monitoring of the consistency between the first c1 and second c2 currents measured and circulating respectively in the inverter OM and the main battery SA.

[0067] 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.

[0068] 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.

[0069] In the example illustrated, but not limited to, Figures 1 and 2, the DS monitoring device is part of the CS supervisory control unit. However, this is not mandatory. Indeed, the DS monitoring device could comprise its own dedicated control unit, or it could be part of another control unit embedded in the vehicle V and performing at least one other function, such as the CME electric machine control unit or the CB' battery control unit.

[0070] As illustrated non-limitingly in [Fig.3], the (monitoring) method according to the invention comprises a step 10-60 which is implemented each time the vehicle V moves.

[0071] Step 10-60 of the process includes a substep 10 in which, when the difference df between the first measured current cl and second measured current c2 is greater than a chosen threshold sj (i.e., df (= cl - c2) > sj), it is considered that there is an inconsistency between the first measured current cl and second measured current c2, and therefore:

[0072] - the MMT thermal engine is run (if it is not already in operation) so that it induces a displacement of the vehicle V (by providing an initial motor torque cml),

[0073] - the power supply source SA (here a main battery) is isolated to prevent its use (both charging and discharging), and

[0074] - the driver of vehicle V is alerted so that he can have vehicle V checked after having parked it.

[0075] The (each) chosen threshold sj is a function of the current operating mode of the electrical power source SA (here a main battery), which can, for example, be representative of the consumption by the electric drive machine MME of a current supplied by the inverter OM and coming from the main battery SA (first mode), or of the supply by the electric drive machine MME to the inverter OM of a current intended for the main battery SA (second mode), or even of a non-operation of the electric drive machine MME (third mode).

[0076] 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 (df > sj) is met:

[0077] - to trigger the operation of the MMT thermal engine so that it induces a displacement of vehicle V,

[0078] - to trigger the isolation of the main battery SA to prevent its use, And

[0079] - to trigger the driver's alert so that he has the vehicle V checked after having parked it.

[0080] Thanks to this monitoring of the consistency of the first c1 and second c2 currents measured, the actions carried out internally in case of inconsistency (operation of the thermal engine MMT, isolation of the main battery SA and alerting the driver) are such as to prevent the occurrence of a fire in the vehicle V or an electrocution of a passenger or a person contacting the vehicle V.

[0081] Furthermore, thanks to the forced operation of the thermal drive unit MMT instead of (possibly) the electric drive unit MME (which is not powered), 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 does not The vehicle is therefore not immobilized just anywhere and can call in after-sales service whenever desired (provided that vehicle V is not used in the meantime). This significantly reduces after-sales service intervention costs and inconvenience, without compromising the vehicle's safety or the safety of vehicle V.

[0082] Furthermore, isolating the main battery SA prevents the electric drive unit MME from drawing current when its electric drive control unit CME has not received, or has not understood, a command to stop its operation (as explained later). This also prevents the electric drive unit MME from recharging the main battery SA, since the CV converter no longer discharges the main battery SA to power the on-board electrical system RB.

[0083] It should be noted that the three actions mentioned above, performed due to the inconsistency, can be carried out in a single substep of step 10-60, or in at least two substeps of step 10-60. Thus, in the example algorithm illustrated, but not limited to, in [Fig. 3], step 10-60 comprises a substep 30 in which the internal combustion engine MMT is operated to provide the first engine torque cml to move vehicle V, a substep 40 in which the main battery SA is isolated to prevent its use, and a substep 50 in which the driver of vehicle V is alerted to have vehicle V checked after parking it. It should be noted that the second and third actions could be carried out simultaneously in the same substep.

[0084] Substep 30 is preferably carried out before substep 40 because if the vehicle V is moving with only the second motor torque cm2 (supplied by the electric motor machine MME) at the time the inconsistency is detected, it is necessary that for a brief moment the vehicle V should not suddenly cease to produce motor torque.

[0085] For example, and as illustrated, but not limited to, in [Fig. 3], step 10-60 may include a substep 10 in which one (for example, the DS monitoring device) may first determine the difference df between the first c1 and second c2 measured currents. Then, in a substep 20 of step 10-60, one (for example, the DS monitoring device) may compare the difference df to the chosen threshold sj. If the difference df is less than or equal to the chosen threshold sj (consistency), one returns to perform a new substep 10 with new first c1 and second c2 measured currents. Conversely, if the difference df is greater than the chosen threshold sj (inconsistency), one performs (here) substep 30 (and subsequent substeps).

[0086] Also, for example, in step 10-60, it is possible to decide to perform at least the three actions mentioned above (operation of the MMT internal combustion engine, isolation of the main battery SA, and driver alert) if the inconsistency (df > sj) has lasted for at least a chosen duration dcj, which is a function of the current operating mode of the main battery SA. This option makes it possible to avoid to take into account a very short inconsistency, which may result from a single measurement or calculation error or for a very short duration, or from a problem in transmitting measurement(s) on an embedded communication network (possibly multiplexed).

[0087] Also, for example, in substep 40 of step 10-60, the isolation of the main battery SA can be achieved via the interface (or isolation) device DI. Preferably, the main battery SA is isolated from the power electrical circuit.

[0088] Also for example, in step 10-60 (and for example in substep 30 or 40), when the difference df between the first cl and second c2 measured currents is greater than the chosen threshold sj, the operation of the electric motor machine MME can also be prohibited (for example the DS monitoring device can also trigger the prohibition of) operation.

[0089] This 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.

[0090] 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 on the temporary shutdown of 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), and / or 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 this case, in step 10-60 (and for example in substep 30) the use of the automatic stop-start control function may also be prohibited, and / or in step 10-60 (and for example in substep 40) the use of the alternator-starter AD may also be prohibited.

[0091] The option to disable the automatic stop / start control function is intended to prevent the MMT internal combustion engine from automatically stopping while the CV converter is not operating. In this case, the only way to stop the MMT internal combustion engine is to "switch off" vehicle V.

[0092] The option of prohibiting the use of the AD starter-alternator prevents the latter (AD) from generating a current under the voltage of the on-board network RB, and thus from creating a current that could not be consumed or stored, and consequently could cause a fire in the vehicle V.

[0093] Also, for example, in step 10-60 (and for example in substep 20), when the current operating mode of the main battery SA is Representing the consumption by the electric drive machine MME of a current supplied by the inverter OM and originating from the main battery SA (first mode), a first threshold can be used (for example, the monitoring device DS), chosen if (j = 1), which is between 130 A and 180 A. As an illustrative example, this first threshold could be equal to 150 A. However, other values ​​for the first threshold can be used. For example, this first threshold could be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0094] It should be noted that when using a first threshold si, a first chosen duration dcl (j = 1) can also be used. For example, this first chosen duration dcl can be between 8 s and 12 s. As an illustrative example, this first chosen duration dcl can be equal to 10 s. But other values ​​for the first duration dcl can be used. For example, this first duration dcl can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0095] Also for example, in step 10-60 (and for example in substep 20), when the current operating mode of the main battery SA is representative of a supply by the electric motive machine MME to the inverter OM of a current intended for the main battery SA to recharge it (second mode), one (for example the monitoring device DS) can use a second chosen threshold s2 (j = 2) which is between 100 A and 140 A.

[0096] By way of illustration, this second threshold s2 can be equal to 120 A. However, other values ​​for the second threshold s2 can be used. For example, this second threshold s2 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0097] It should be noted that when using a second threshold s2, a second chosen duration dc2 (j = 2) can also be used. For example, this second chosen duration dc2 can be between 6 s and 10 s. As an illustrative example, this second chosen duration dc2 can be equal to 8 s. But other values ​​for the second duration dc2 can be used. For example, this second duration dc2 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0098] Also for example, in step 10-60 (and for example in substep 20), when the current operating mode of the main battery SA is representative of a non-operation of the electric motive machine MME (third mode), one (for example the monitoring device DS) can use a third chosen threshold s3 (j = 3) which is between 80 A and 120 A.

[0099] By way of illustration, this third threshold s3 can be equal to 100 A. However, other values ​​for the third threshold s3 can be used. For example, this third threshold s3 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0100] It should be noted that when using a third threshold s3, a third chosen duration dc3 (j = 3) can also be used. For example, this third chosen duration dc3 can be between 8 s and 12 s. As an illustrative example, this third chosen duration dc3 can be equal to 10 s. But other values ​​for the third duration dc3 can be used. For example, this third duration dc3 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0101] Also, for example, in substep 50 of step 10-60, the driver can be alerted (for example, the DS monitoring device can trigger the alert of the) by lighting up a vehicle V indicator light and / or by generating at least one message.

[0102] 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.

[0103] 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.

[0104] It should also be noted that as soon as the inconsistency ends (df < sj), normal operation of vehicle V is again permitted in substep 60 of step 10-60, as illustrated in [Fig. 3]. In other words, all the prohibitions described above are lifted and the driver is no longer alerted.

[0105] 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 MEM mass storage device, in particular for storing the first and second measured current c1 and c2, 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 IE input interface for receiving the first and second measured current c1 and c2 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.Furthermore, this CS supervisory computer (or the DS monitoring device computer) may also include an IS output interface, specifically to deliver each message (or command) for starting the MMT thermal engine, each message (or command) for prohibiting operation, each message (or command) intended to trigger the driver's alert, each message (or command) for ending the prohibition of operation, and each message (or command) intended to stop the driver's alert.

[0106] 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 process described above to monitor the first c1 and second c2 currents measured (and more precisely their consistency).

Claims

Demands

1. A monitoring method for a vehicle (V) comprising a thermal power machine (TMM), and an electric power machine (EPM) associated with an inverter (OM) subject to a measurement of a first current flowing through it and associated with an electrical power source (SA) subject to a measurement of a second current flowing through it, characterized in that it comprises a step (10-60) in which, when a difference between said first and second measured currents is greater than a chosen threshold, a function of a mode of operation in progress of said electrical power source (SA), said thermal power machine (TMM) is operated so as to induce a movement of said vehicle (V), said electrical power source (SA) is isolated to prevent its use, and a driver of said vehicle (V) is alerted so that he has said vehicle (V) checked after parking it.

2. Method according to claim 1, characterized in that in said step (10-60) said thermal power machine (MMT) is operated, said power supply (SA) is isolated, and said conductor is alerted when said difference between said first and second measured currents is greater than said chosen threshold for at least a chosen duration depending on said current operating mode of said power supply (SA).

3. Method according to claim 1 or 2, characterized in that in said step (10-60), when said difference between said first and second measured currents is greater than said chosen threshold, the operation of said electric motor machine (EMM) is prohibited.

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-60), when said vehicle (V) includes an automatic stop and restart control function, the use of the latter is prohibited, and / or, when said vehicle (V) includes an alternator-starter (AD) coupled to said thermal engine (MHE) for starting it, the use of this alternator-starter (AD) is prohibited.

5. A method according to any one of claims 1 to 4, characterized in that in said step (10-60), when said current operating mode of the power supply (PS) is representative of a consumption by said electric motive machine (EMM) of a current supplied by said inverter (OM) and from said power supply source (PS), a first threshold is used which is chosen to be between 130 A and 180 A.

6. A method according to any one of claims 1 to 4, characterized in that in said step (10-60), when said current operating mode of the power supply (SA) is representative of a supply by said electric drive machine (MDM) to said inverter (OM) of a current intended for said power supply (SA), a second threshold chosen between 100 A and 140 A is used.

7. A method according to any one of claims 1 to 4, characterized in that in said step (10-60), when said current operating mode of the power supply (PS) is representative of a non-operation of said electric drive machine (EDM), a third threshold chosen between 80 A and 120 A is used.

8. Product computer program comprising a set of instructions 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 a thermal motive machine (MMT), and an electric motive machine (MME) associated with an inverter (OM) subject to a measurement of a first current flowing through it and associated with an electrical power supply (SA) subject to a measurement of a second current flowing through it, to monitor the first and second measured currents.

9. A monitoring device (MD) for a vehicle (V) comprising a thermal power unit (TMU) and an electric power unit (EPU) associated with an inverter (OU) for which a first current flowing through it is measured, and associated with an electrical power supply (ESS) for which a second current flowing through it is measured, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations of triggering a monitoring device when a difference between said first and second measured currents exceeds a chosen threshold, depending on the current operating mode of said electrical power supply (ESS). operation of said thermal engine (ME) so that it induces a movement of said vehicle (V), to trigger an isolation of said power supply (PS) to prevent its use, and to trigger an alert of a driver of said vehicle (V) so that he has said vehicle (V) checked after parking it.

10. Vehicle (V) comprising a thermal motive machine (MMT), and an electric motive machine (MME) associated with an inverter (OM) being measured as having a first current flowing through it and associated with an electrical power supply (SA) being measured as having a second current flowing through it, characterized in that it further comprises a monitoring device (DS) according to claim 9.

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